A crash beam assembly and vehicle

Abstract

The utility model provides a kind of anti-collision beam assembly and vehicle, it is related to vehicle technical field, the anti-collision beam assembly includes crossbeam structure, one end of connecting structure is used to be fixedly connected with the front end or rear end of vehicle body, the crossbeam structure includes crossbeam member and multiple structure cabins, the crossbeam member is cavity structure, multiple the structure cabin is spaced apart along the extension direction of the crossbeam member, and the structure cabin is embedded and fixedly installed in the cavity structure of the crossbeam member.The utility model not only helps the crossbeam member and structure cabin play guiding role in the process of assembly, but also realize the overall wall thickness differentiation distribution of crossbeam structure, effectively balance the installation performance and light weight and cost of anti-collision beam assembly, correspondingly improve the cruising range of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a crash beam assembly and a vehicle. Background Technology

[0002] In frontal and rear-end collision tests of vehicles, the anti-collision beam, as a key safety component, plays an important role in absorbing collision energy and protecting occupants.

[0003] In related technologies, the crossbeam of the crash beam is usually formed by roll forming process to form a B-shaped or H-shaped cross-section. However, the crossbeam plates of roll-formed crash beams are all of uniform wall thickness, which cannot effectively achieve the differentiated distribution of the strong and weak areas of the crossbeam, and it is difficult to balance the safety performance and lightweight of the crash beam. Utility Model Content

[0004] The problem solved by this invention is how to achieve a balance between safety performance and lightweight design through the anti-collision beam assembly.

[0005] To solve the above problems, this utility model provides a crash beam assembly and a vehicle.

[0006] In a first aspect, the present invention provides a crash beam assembly, including a crossbeam structure, the crossbeam structure including a crossbeam member and a plurality of structural compartments, the crossbeam member being a cavity structure, the plurality of structural compartments being arranged at intervals along the extension direction of the crossbeam member, and the structural compartments being embedded in and fixedly installed in the cavity structure of the crossbeam member.

[0007] Optionally, the crossbeam component includes a crossbeam body and a limiting structure. The limiting structure is located on the end sidewall of the crossbeam body along a first direction. The limiting structure is adapted to and connected to the structural compartment to restrict the structural compartment from sliding relative to the crossbeam component in the vertical direction. The first direction refers to the driving direction of the vehicle body.

[0008] Optionally, the structural cabin includes a structural cabin body and a second limiting member, wherein the second limiting member is disposed at the end of the structural cabin body along the first direction; the second limiting member is adapted and connected to the limiting structure.

[0009] Optionally, the limiting structure includes a first limiting member and a third limiting member, the first limiting member and the third limiting member being arranged vertically at intervals on the crossbeam body, and the structural compartment being located between the first limiting member and the third limiting member.

[0010] Optionally, the crossbeam member is provided with welding holes, and the crossbeam member is welded to the structural compartment through a first welding point located in the welding holes.

[0011] Optionally, the anti-collision beam assembly further comprises a towing sleeve, the cross beam member is provided with a first through hole, the structural compartment is provided with a second through hole, and a part of the towing sleeve is fixedly inserted into the first through hole and the second through hole.

[0012] Optionally, the towing sleeve is welded to the cross beam member through a second welding spot.

[0013] Optionally, the anti-collision beam assembly further comprises a connecting structure, the connecting structure comprises two energy absorbing structures, the two energy absorbing structures are respectively connected to two ends of the cross beam member, and the cross beam member is configured to be fixedly connected to the front end or the rear end of a vehicle body through the energy absorbing structures.

[0014] Optionally, the cross beam structure comprises two structural compartments, and the two structural compartments are respectively located at positions where the cross beam member is correspondingly connected to the two energy absorbing structures.

[0015] Optionally, the energy absorbing structure comprises a crash box and an end plate, one end of the crash box is fixedly connected to the front end or the rear end of the vehicle body through the end plate, and the end of the crash box away from the vehicle body is fixedly connected to the cross beam member; a bottom plate of the crash box is flush with the bottom of the structural compartment.

[0016] In a second aspect, the present utility model provides a vehicle, comprising a vehicle body and the anti-collision beam assembly as described above.

[0017] The beneficial effects of the anti-collision beam assembly and the vehicle of the present utility model are: The anti-collision beam assembly mainly comprises a cross beam structure, the cross beam member is a hollow structure, for example, the cross section of the cross beam member can be a square-shaped structure. Compared with the I-shaped or Japanese-shaped structure adopted by the cross beam of the anti-collision beam in the related art, the weight is lighter. Since the plurality of structural compartments are arranged at intervals along the extension direction of the cross beam member and fixedly embedded in the hollow structure of the cross beam member, the wall thickness of the cross beam structure at the position with the structural compartment is greater than the wall thickness at the position without the structural compartment. In other words, the nested matching design is adopted between the plurality of structural compartments and the cross beam member, which not only helps to play a guiding role in the assembling process of the cross beam member and the structural compartments, but also realizes the differential distribution of the overall wall thickness of the cross beam structure, effectively balances the installation performance, light weight and cost of the anti-collision beam assembly, and correspondingly improves the cruising range of the vehicle. Description of Drawings

[0018] Figure 1 is one of the structural schematic diagrams of the anti-collision beam assembly in the embodiment of the present utility model; Figure 2 is one of the structural schematic diagrams of the cross beam structure in the embodiment of the present utility model; Figure 3 is Figure 2 the enlarged structural schematic diagram of position A in; Figure 4 This is the second structural schematic diagram of the anti-collision beam assembly in this embodiment of the present utility model; Figure 5 For along Figure 4 A schematic diagram of the cross-sectional structure of the section line DD; Figure 6 For along Figure 4 A schematic diagram of the cross-sectional structure of the section line EE; Figure 7 This is the third structural schematic diagram of the anti-collision beam assembly in the embodiments of this utility model; Figure 8 For along Figure 7 A schematic diagram of the cross-sectional structure of section line FF; Figure 9 For along Figure 7 A schematic diagram of the cross-sectional structure of GG; Figure 10 This is the fourth structural schematic diagram of the anti-collision beam assembly in the embodiments of this utility model; Figure 11 For along Figure 10 A schematic diagram of the cross-sectional structure of section line HH.

[0019] Explanation of reference numerals in the attached figures: 100 - Connecting structure; 110 - Energy-absorbing structure; 111 - Collision box; 1111 - Top plate; 1112 - Bottom plate; 112 - End plate; 200 - Crossbeam structure; 201 - Welding hole; 210 - Crossbeam component; 211 - Crossbeam body; 212 - Limiting structure; 2121 - First limiting component; 2122 - Third limiting component; 220 - Structural compartment; 221 - Structural compartment body; 222 - Second limiting component; 230 - First welding point; 240 - Second welding point; 250 - Third welding point; 300 - Trailer sleeve. Detailed Implementation

[0020] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0021] In the attached diagram, the X-axis represents the front-to-back position, with the positive direction of the X-axis representing the front and the negative direction representing the back. The Y-axis represents the left-to-right position, with the positive direction representing the right and the negative direction representing the left. The Z-axis represents the up-down position, with the positive direction representing the top and the negative direction representing the bottom. It should be noted that the aforementioned representations of the X, Y, and Z axes are for ease of description and simplification of the present invention, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0022] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0023] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0024] Currently, the automotive industry and related technologies are developing rapidly, and market competition is becoming increasingly fierce. OEMs have an ever-growing demand for vehicles that are highly efficient, low-cost, and lightweight.

[0025] In frontal and rear-end collision tests of the entire vehicle, the anti-collision beam, as a key safety component, plays an important role in absorbing collision energy and protecting occupants.

[0026] In related technologies, the crossbeam of the crash beam is usually formed by roll forming process to form a B-shaped or H-shaped cross-section. However, the crossbeam plates of roll-formed crash beams are all of uniform wall thickness, which cannot effectively achieve the differentiated distribution of the strong and weak areas of the crossbeam, and it is difficult to balance the safety performance and lightweight of the crash beam.

[0027] To address the problems existing in the aforementioned related technologies, this utility model provides a crash beam assembly and a vehicle.

[0028] like Figure 1 and Figure 2As shown in the figure, an anti-collision beam assembly provided by this utility model includes a crossbeam structure 200. The crossbeam structure 200 includes a crossbeam member 210 and a plurality of structural compartments 220. The crossbeam member 210 is a cavity structure. The plurality of structural compartments 220 are arranged at intervals along the extension direction of the crossbeam member 210. The structural compartments 220 are embedded in and fixedly installed in the cavity structure of the crossbeam member 210.

[0029] Specifically, the anti-collision beam assembly can be installed at the front or rear of the vehicle body. The crossbeam member 210 of the crossbeam structure 200 can be directly fixedly connected to the front or rear of the vehicle body. Alternatively, the anti-collision beam assembly also includes a connecting structure 100, one end of which is used to be fixedly connected to the front or rear of the vehicle body; the end of the connecting structure 100 away from the vehicle body is fixedly connected to the crossbeam member 210. The connecting structure 100 can serve as a connecting component between the crossbeam member 210 and the vehicle body in the crossbeam structure 200.

[0030] The extension direction of the beam member 210 refers to the length direction of the beam member 210, and can be connected with... Figure 1 and Figure 2 In the coordinate system, the Y-axis is parallel.

[0031] The crossbeam member 210 can be a hollow cavity structure with open ends, and the structural compartment 220 can be inserted into or removed from the hollow cavity structure of the crossbeam member 210 through the open ends. The structural compartment 220 can be a short section of beam structure, which is at least partially attached to the inner wall of the crossbeam member 210 to enhance the local structural strength of the crossbeam member 210. Specifically, the number and arrangement of the structural compartments 220 can be designed according to the structural strength requirements of different parts of the crossbeam member 210. For example, the structural strength requirements are usually greater at the parts where the crossbeam member 210 is connected to other structures, and thus structural compartments 220 can be provided at the parts where the crossbeam member 210 is connected to other structures (such as the connecting structure 100).

[0032] Figure 1 In this design, the crossbeam structure 200 may include a crossbeam member 210 and two structural compartments 220, which are respectively embedded in and fixed to the ends of the crossbeam member 210 in the extension direction. Since the two ends of the crossbeam member 210 are usually connected to the vehicle body through the connecting structure 100, the structural compartments 220 are respectively provided inside the two ends of the crossbeam member 210. This can enhance the wall thickness and structural strength of the connection between the crossbeam member 210 and the vehicle body, thereby improving the connection strength and collision protection performance of the crossbeam member 210.

[0033] In this embodiment, the anti-collision beam assembly mainly comprises a cross beam structure 200, and may further comprise a connecting structure 100. Since both ends of the connecting structure 100 are respectively connected to the front end or rear end of the vehicle body and a cross beam member 210 of the cross beam structure 200, the cross beam structure 200 can be directly or indirectly fixedly mounted to the front end or rear end of the vehicle body through the connecting structure 100, thereby correspondingly realizing the assembling operation of the anti-collision beam assembly with the front end or rear end of the vehicle body.

[0034] The cross beam member 210 is a hollow structure. For example, the cross section of the cross beam member 210 may be a square-shaped structure, which is lighter in weight compared with the shape or Japanese-shaped structure adopted by the cross beam of the anti-collision beam in the related art. Since a plurality of structural compartments 220 are arranged at intervals along the extension direction of the cross beam member 210 and are fixedly embedded in the hollow structure of the cross beam member 210, the wall thickness of the cross beam structure 200 at the positions with the structural compartments 220 is greater than that at the positions without the structural compartments 220. In other words, the nested matching design is adopted for the plurality of structural compartments 220 and the cross beam member 210, which not only helps the cross beam member 210 and the structural compartments 220 play a guiding role in the assembling process, but also realizes the differential distribution of the overall wall thickness of the cross beam structure 200, effectively balances the mounting performance, light weight and cost of the anti-collision beam assembly, and correspondingly improves the cruising range of the vehicle.

[0035] Optionally, the cross beam member 210 comprises a cross beam body 211 and a limiting structure 212. The limiting structure 212 is arranged on an end side wall of the cross beam body 211 in a first direction, and the limiting structure 212 is in adaptive connection with the structural compartment 220, and is used for limiting the sliding of the structural compartment 220 relative to the cross beam member 210 along the vertical direction; the first direction refers to the traveling direction of the vehicle.

[0036] Specifically, both the cross beam body 211 and the structural compartment 220 can adopt a rolling process, or be a cavity structure with a rectangular cross section formed by the rolling process, which can greatly reduce the difficulty of production and manufacturing, realize the differential strength and differential thickness distribution of the anti-collision beam assembly, and achieve maximum structural lightweight.

[0037] The first direction refers to the traveling direction of the vehicle, and can be Figure 8 parallel to the X-axis direction in the coordinate system. The extension direction of the cross beam body 211 can be perpendicular to the first direction.

[0038] The limiting structure 212 is arranged at at least one end of the cross beam body 211 in the first direction, therefore, the cross beam body 211 and the limiting structure 212 can form an integrated structure, so as to ensure the mechanical strength of the cross beam member 210.

[0039] The cross beam member 210 can be made of high-strength steel with a tensile strength ≥ 980MPa, and the structural compartment 220 can be made of high-strength steel with a material tensile strength ≤ 1200MPa.

[0040] The wall thickness of the structural compartment 220 can be selected from 1.0 mm to 3.5 mm to meet the performance requirements of different collision energy levels.

[0041] In this optional embodiment, the limiting structure 212 located at the end of the crossbeam body 211 along the first direction is adapted to connect with the structural compartment 220, thereby limiting or eliminating the collision slippage problem of the structural compartment 220 located at the end of the crossbeam body 211 in the vertical direction during the simulation of the anti-collision beam assembly, thus enhancing the structural collision stability of the anti-collision beam assembly.

[0042] The collision slippage between the confined structural compartment 220 and the crossbeam member 210 in the vertical direction can occur in at least two of the following ways: The first option, optionally, is to combine... Figures 4 to 6 As shown, the structural cabin 220 includes a structural cabin body 221 and a second limiting member 222. The structural cabin body 221 is provided with the second limiting member 222 at its end along the first direction. The second limiting member 222 is adapted to and connected to the limiting structure 212.

[0043] Specifically, the structural cabin body 221 is provided with the second limiting member 222 at at least one end along the first direction, and the crossbeam body 211 is provided with the limiting structure 212 at at least one end along the first direction. The limiting structure 212 corresponds to the position and shape of the second limiting member 222.

[0044] For example, the limiting structure 212 and the second limiting member 222 can be protruding structures that protrude toward the interior of the beam member 210, wherein the protruding structure along Figure 5 and Figure 6 The cross-sectional shape of the plane formed by the X-axis and Z-axis of the coordinate system can be an arc-shaped protrusion.

[0045] The bending degree of the protrusion structure in the second limiting member 222 and the first limiting member 2121 can be the same.

[0046] In this optional embodiment, when the structural compartment 220 is inserted into the end opening of the crossbeam body 211, the top of the structural compartment 220 can fit against the top of the crossbeam body 211, or there may be a small gap between them. Since the second limiting member 222 is adapted to the limiting structure 212, the second limiting member 222 and the limiting structure 212 can play a guiding role in the insertion of the structural compartment 220 into the crossbeam body 211. Moreover, in the simulation of the anti-collision beam assembly, the collision slippage problem of the structural compartment 220 relative to the crossbeam body 211 in the vertical direction can be eliminated, thereby enhancing the structural collision stability of the anti-collision beam assembly.

[0047] The second type, unlike the above embodiments, does not require limiting components on the structural compartment 220. Optionally, it combines... Figures 7 to 9 As shown, the limiting structure 212 includes a first limiting member 2121 and a third limiting member 2122. The first limiting member 2121 and the third limiting member 2122 are arranged vertically at intervals on the crossbeam body 211, and the structural compartment 220 is limited between the first limiting member 2121 and the third limiting member 2122.

[0048] Specifically, the first limiting member 2121 and the third limiting member 2122 can be arranged on the same side wall of the crossbeam body 211 along the first direction (see...). Figure 8 and Figure 9 (As shown), it can also be located on the two opposite side walls of the beam body 211 along the first direction.

[0049] The first limiting member 2121 and the third limiting member 2122 may adopt a protruding structure that protrudes inward toward the beam member 210, the protruding structure along... Figure 8 and Figure 9 In the coordinate system, the cross-sectional shape of the plane formed by the X-axis and Z-axis can be an arc-shaped protrusion, or other shapes such as a rectangular protrusion, a trapezoidal protrusion, etc., without specific limitations.

[0050] In this embodiment, the structural compartment 220 can be located between the first limiting member 2121 and the third limiting member 2122. Compared with the first method described above, the structural compartment 220 has a smaller height, and the anti-collision beam assembly is correspondingly lighter, with more prominent advantages in weight reduction.

[0051] In this optional embodiment, when the structural compartment 220 is inserted into the end opening of the crossbeam body 211, the structural compartment 220 is positioned between the first limiting member 2121 and the third limiting member 2122. In this case, the top and bottom ends of the structural compartment 220 may contact the first limiting member 2121 and the third limiting member 2122 respectively, or there may be a small gap. At this time, the third limiting member 2122 and the first limiting member 2121 can also play a guiding role in the insertion of the structural compartment 220 into the crossbeam body 211. Moreover, in the simulation of the anti-collision beam assembly, the collision slippage problem of the structural compartment 220 relative to the crossbeam body 211 in the vertical direction can be eliminated, thereby enhancing the structural collision stability of the anti-collision beam assembly.

[0052] Optionally, combined Figure 3 , Figure 4 and Figure 11 As shown, the crossbeam component 210 is provided with a welding hole 201, and the crossbeam component 210 is welded to the structural compartment 220 through a first welding point 230 located in the welding hole 201.

[0053] Specifically, at least one welding hole 201 can be opened on the beam body 211 of the beam member 210, and welding operations can be performed at the welding hole 201 of the beam member 210 to form a first welding point 230, so as to weld and fix the beam member 210 and the structural compartment 220 together.

[0054] In this optional embodiment, since the structural compartment 220 is embedded in the crossbeam member 210, by opening a welding hole 201 on the crossbeam member 210, it is helpful to perform welding operations from the outside of the crossbeam member 210 at the welding hole 201 to form a first welding point 230, thereby realizing the welding and fixing operation between the crossbeam member 210 and the structural compartment 220, which can improve the structural stability of the entire crossbeam structure 200.

[0055] Optionally, combined Figure 3 , Figure 4 , Figure 10 , Figure 11 As shown, the anti-collision beam assembly also includes a trailer sleeve 300. The crossbeam component 210 is provided with a first through hole, and the structural compartment 220 is provided with a second through hole. A portion of the trailer sleeve 300 is fixedly inserted into the first through hole and the second through hole.

[0056] Specifically, the trailer sleeve 300 can be a sleeve structure, for example, it can be a circular sleeve, a square sleeve or a sleeve of other shapes.

[0057] The trailer sleeve 300 can be fixed to the end of the crossbeam structure 200 away from the vehicle body.

[0058] The trailer sleeve 300 is a separate and reinforced component. When a vehicle equipped with this anti-collision beam assembly is stuck, if it malfunctions or gets stuck in mud, the trailer ball joint can be inserted into the trailer sleeve 300 to apply traction force to pull the vehicle out of the stuck area. During this process, the trailer sleeve 300 can directly transmit the traction force to the crossbeam member 210 of the anti-collision beam assembly.

[0059] The first and second perforations are located opposite each other and connected.

[0060] The inner diameter of the first perforation can be greater than or equal to the inner diameter of the second perforation.

[0061] The outer diameter of the trailer sleeve 300 can be less than or equal to the inner diameter of the first and second perforations, so that the trailer sleeve 300 can be smoothly inserted into the first and second perforations.

[0062] In this embodiment, the trailer sleeve 300 can be fixedly inserted in the following way: for example, an external thread is provided on the outer wall of the trailer sleeve 300, and an internal thread is provided inside the first through hole and the second through hole, so that the trailer sleeve 300 can be fixed by being inserted into the first through hole and the second through hole by means of threaded connection.

[0063] A portion of the trailer sleeve 300 can be inserted into the first and second through holes, while another portion of the trailer sleeve 300 is located outside the crossbeam member 210.

[0064] The first and second perforations can extend along the first direction.

[0065] In this optional embodiment, the trailer sleeve 300 is fixedly installed on the crossbeam structure 200, thereby enabling the anti-collision beam assembly to have a trailer function.

[0066] Because a portion of the trailer sleeve 300 is fixedly inserted into the first and second through holes, and the other portion of the trailer sleeve 300 is located on the outside of the crossbeam member 210, it facilitates quick connection between the trailer sleeve 300 and the trailer rope. Since a portion of the trailer sleeve 300 is sequentially inserted into the first through hole of the crossbeam member 210 and the second through hole of the structural compartment 220, the connection length between the trailer sleeve 300 and the crossbeam structure 200 is effectively increased, further improving the connection stability between the trailer sleeve 300 and the crossbeam structure 200.

[0067] Optionally, combined Figure 3 As shown, the trailer sleeve 300 is welded to the crossbeam member 210 through the second welding point 240.

[0068] Specifically, after the trailer sleeve 300 is inserted into the first through hole of the crossbeam member 210 and the second through hole of the structural compartment 220, a second welding point 240 can be formed at the connection between the trailer sleeve 300 and the crossbeam member 210 and the structural compartment 220 by welding, so as to realize the integral structure of the trailer sleeve 300 and the crossbeam structure 200.

[0069] The trailer sleeve 300 can be detachably connected to the trailer hook.

[0070] In this optional embodiment, the trailer sleeve 300 is fixedly connected to the crossbeam member 210 through the second welding point 240, thereby forming an integral structure between the trailer sleeve 300 and the crossbeam member 210. This can significantly improve the structural rigidity of the anti-collision beam assembly and reduce the risk of cracking of the anti-collision beam assembly under the abuse condition of the trailer hook being directly connected to the crossbeam member 210.

[0071] Optionally, combined Figure 1 , Figure 4 and Figure 7 As shown, the anti-collision beam assembly also includes a connecting structure 100, which includes two energy-absorbing structures 110. The two energy-absorbing structures 110 are respectively connected to both ends of the crossbeam member 210. The crossbeam member 210 is used to be fixedly connected to the front or rear end of the vehicle body through the energy-absorbing structures 110.

[0072] Specifically, the connecting structure 100 may include at least two energy-absorbing structures 110, and the multiple energy-absorbing structures 110 may be distributed at intervals along the extension direction of the beam member 210.

[0073] The energy-absorbing structure 110 can serve as a connecting component between the crossbeam member 210 and the front or rear end of the vehicle body.

[0074] In this optional embodiment, the two energy-absorbing structures 110 are arranged at intervals along the extension direction of the crossbeam member 210 and are respectively connected to both ends of the crossbeam member 210. This allows the crossbeam member 210 of the crossbeam structure 200 to be fixedly connected to the vehicle body through the two energy-absorbing structures 110 arranged at intervals along the first direction. By increasing the number of connection points, not only is the connection stability between the crossbeam structure 200 and the vehicle body improved, but also, during a collision, the crossbeam structure 200 can quickly disperse and absorb the collision force it bears through the two energy-absorbing structures 110, thereby reducing the degree of collision damage to the vehicle body.

[0075] Optionally, combined Figure 1 , Figure 4 and Figure 7 As shown, the beam structure 200 includes two structural compartments 220, which are located at the corresponding connection points between the beam member 210 and the two energy-absorbing structures 110.

[0076] Specifically, the two structural compartments 220 are respectively positioned corresponding to the positions of the two energy-absorbing structures 110.

[0077] In this optional embodiment, since the crossbeam member 210 is fixedly connected to the front or rear end of the vehicle body through the two energy-absorbing structures 110 of the connecting structure 100, when a vehicle collision occurs, the collision force borne by the crossbeam member 210 can be transmitted to the vehicle body through the two energy-absorbing structures 110. Therefore, the two ends of the crossbeam member 210 in the extension direction need to bear a large force. By fixing the structural compartments 220 inside the two ends of the crossbeam member 210 in the extension direction, the structural strength of the ends of the crossbeam member 210 can be effectively increased through the structural compartments 220, and the deformation amplitude during the collision can be reduced.

[0078] Since the two structural compartments 220 are respectively positioned corresponding to the two energy-absorbing structures 110, the crossbeam member 210 can quickly and accurately transfer the collision force to the energy-absorbing structure 110 through the structural compartments 220. With the large structural strength at both ends of the crossbeam structure 200, the collision force borne by the crossbeam structure 200 is not only dispersed by the two energy-absorbing structures 110, but the energy-absorbing structure 110 can also absorb the collision force better and faster, reducing the collision force borne by the vehicle body and correspondingly reducing the degree of collision damage to the vehicle.

[0079] Optionally, combined Figure 5 , Figure 7 , Figure 8 , Figure 11 As shown, the energy-absorbing structure 110 includes a collision box 111 and an end plate 112. One end of the collision box 111 is fixedly connected to the front or rear end of the vehicle body through the end plate 112, and the end of the collision box 111 away from the vehicle body is fixedly connected to the crossbeam member 210. The bottom plate 1112 of the collision box 111 is flush with the bottom of the structural compartment 220.

[0080] Specifically, each energy-absorbing structure 110 may include a collision box 111 and an end plate 112, the end plate 112 being fixedly installed to the front or rear of the vehicle body by means of bolt fasteners.

[0081] The collision box 111 can be a cavity structure with an open end, a hollow interior, and circumferential pleats, so as to better buffer the vehicle when it is hit by a collision.

[0082] One end of the collision box 111 can be fixedly connected to the end plate 112 by integral molding or welding, and the other end of the collision box 111 can be fixedly connected to the crossbeam component 210 by forming a third welding point 250 through welding.

[0083] Combination Figure 5 and Figure 8 As shown, the collision box 111 includes a top plate 1111 and a bottom plate 1112. The top plate 1111 and the bottom plate 1112 of the collision box 111 are fixedly connected to the side wall of the crossbeam member 210 along the first direction by welding.

[0084] In this optional embodiment, the two ends of the collision box 111 are fixedly connected to the end plate 112 and the crossbeam member 210, respectively, and the end plate 112 is fixedly connected to the front or rear end of the vehicle body. When a vehicle collision occurs, the collision box 111 can effectively absorb the collision force, play a buffering role, and reduce the degree of damage to the vehicle.

[0085] Since the bottom plate 1112 of the collision box 111 is flush with the bottom of the structural compartment 220, in other words, the boundary of the collision energy transmission path of the structural compartment 220 along the X direction is on the same horizontal line as the bottom plate 1112 of the collision box 111. This allows the collision force to be transmitted sequentially to the crossbeam member 210, the structural compartment 220, the collision box 111, the end plate 112, and the vehicle body when a vehicle collision occurs. The structural compartment 220, located within the crossbeam member 210, can increase the collision buffering effect of the anti-collision beam assembly. Furthermore, the vertical overlap of the collision energy transmission path within ±15mm still meets the performance requirements.

[0086] This utility model provides a vehicle including a vehicle body and a crash beam assembly as described in the above embodiments.

[0087] Specifically, if the anti-collision beam assembly can be installed at the front end of the vehicle body, the end plate 112 of the connecting structure 100 of the anti-collision beam assembly is fixedly connected to the front end of the vehicle body; if the anti-collision beam assembly can be installed at the rear end of the vehicle body, the end plate 112 of the connecting structure 100 of the anti-collision beam assembly is fixedly connected to the rear end of the vehicle body.

[0088] The vehicle can be an electric vehicle, a gasoline vehicle, or a hybrid vehicle (electric or gasoline-gas).

[0089] The beneficial effects of the vehicle in this embodiment compared to the prior art are the same as those of the anti-collision beam assembly described above, and will not be repeated here.

[0090] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A crash beam assembly, characterized by, The system includes a beam structure (200), which includes a beam member (210) and a plurality of structural compartments (220). The beam member (210) is a cavity structure, and the plurality of structural compartments (220) are arranged at intervals along the extension direction of the beam member (210). The structural compartments (220) are embedded in and fixedly installed in the cavity structure of the beam member (210).

2. The anti-collision beam assembly according to claim 1, characterized in that, The crossbeam component (210) includes a crossbeam body (211) and a limiting structure (212). The limiting structure (212) is provided on the end sidewall of the crossbeam body (211) along a first direction. The limiting structure (212) is adapted to and connected to the structural compartment (220) to limit the sliding of the structural compartment (220) relative to the crossbeam component (210) in the vertical direction. The first direction refers to the driving direction of the vehicle body.

3. The crash beam assembly of claim 2, wherein, The structural cabin (220) includes a structural cabin body (221) and a second limiting member (222). The structural cabin body (221) is provided with the second limiting member (222) at its end along the first direction. The second limiting member (222) is adapted to and connected to the limiting structure (212).

4. The crash beam assembly of claim 2, wherein, The limiting structure (212) includes a first limiting member (2121) and a third limiting member (2122). The first limiting member (2121) and the third limiting member (2122) are arranged vertically at intervals on the crossbeam body (211), and the structural compartment (220) is limited between the first limiting member (2121) and the third limiting member (2122).

5. The crash beam assembly of claim 1, wherein, The crossbeam member (210) is provided with a welding hole (201), and the crossbeam member (210) is welded to the structural compartment (220) through a first welding point (230) located in the welding hole (201).

6. The crash beam assembly of claim 1, wherein, It also includes a trailer sleeve (300), the crossbeam member (210) is provided with a first through hole, the structural compartment (220) is provided with a second through hole, and a portion of the trailer sleeve (300) is fixedly inserted into the first through hole and the second through hole.

7. The crash beam assembly of claim 6, wherein, The trailer sleeve (300) is welded to the crossbeam member (210) via a second welding point (240).

8. The crash beam assembly of any one of claims 1 to 7, wherein, It also includes a connecting structure (100), which includes two energy-absorbing structures (110), which are respectively connected to the two ends of the crossbeam member (210), and the crossbeam member (210) is used to be fixedly connected to the front end or rear end of the vehicle body through the energy-absorbing structures (110).

9. The crash beam assembly of claim 8, wherein, The beam structure (200) includes two structural compartments (220), which are located at the corresponding connection points between the beam member (210) and the two energy-absorbing structures (110).

10. The crash beam assembly of claim 9, wherein, The energy-absorbing structure (110) includes a collision box (111) and an end plate (112). One end of the collision box (111) is fixedly connected to the front or rear end of the vehicle body through the end plate (112). The end of the collision box (111) away from the vehicle body is fixedly connected to the crossbeam member (210). The bottom plate (1112) of the crash box (111) is flush with the bottom of the structural pod (220).

11. A vehicle characterized by comprising: The vehicle body comprises the anti-collision beam assembly according to any one of claims 1 to 10.

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