Front-end Anti-collision assembly and vehicle

Abstract

Disclosed in the present application are a front-end anti-collision assembly and a vehicle. The front-end anti-collision assembly of the present application comprises an anti-collision cross beam structure, a condenser assembly and an adapter bracket, wherein the condenser assembly comprises a condenser, a first buffer structure and a second buffer structure, the first buffer structure and the second buffer structure being respectively connected to two ends of the condenser in a vertical direction, the first buffer structure being connected to the adapter bracket, and the second buffer structure being configured to be connected to a vehicle frame; and the adapter bracket is connected to the anti-collision cross beam structure and the first buffer structure. When the front-end anti-collision assembly is subjected to front collision, the anti-collision cross beam structure pushes the first buffer structure to be separated from the adapter bracket, and the second buffer structure can maintain a flexible connection with the vehicle frame.

Description

Front-end anti-collision assembly and vehicle

[0001] Cross-reference to related applications

[0002] The present application is based on and claims priority to Chinese Patent Application No. 202410791646.X, filed on June 19, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present application relates to, but is not limited to, the technical field of vehicle parts, and in particular to a front-end anti-collision assembly and a vehicle. BACKGROUND

[0004] The automobile industry is developing faster and faster, and the number of vehicles in use is increasing, and the probability of collision accidents is also increasing, among which the probability of low-speed collision in urban roads is extremely high. The front-end anti-collision structure of a passenger car is the main protective component in low-speed collision of a car, which can usually protect other high-cost components at the front end, such as front longitudinal beams, front subframes, etc.

[0005] Many existing vehicle models will have a scene of damage to the cooling and heat dissipation system in a low-speed collision accident, and the cooling and heat dissipation system needs to be replaced during maintenance. Since the cooling and heat dissipation system has a high cost, a lot of expenses need to be spent for maintenance after damage. SUMMARY

[0006] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0007] The present application proposes a front-end anti-collision assembly, which can cut off the conduction path of impact force when a frontal collision accident occurs, and maintain the flexible connection between the condenser and the vehicle frame, so as to reduce the probability of damage to the condenser.

[0008] The present application also proposes a vehicle with the above-mentioned front-end anti-collision assembly.

[0009] The front-end anti-collision assembly according to the first aspect of the present application comprises an anti-collision cross beam structure, a condenser assembly, and an adapter bracket:

[0010] The condenser assembly comprises a condenser, a first buffer structure, and a second buffer structure, the first buffer structure and the second buffer structure are respectively connected to both ends of the condenser in the vertical direction, the first buffer structure is connected to the adapter bracket, and the second buffer structure is used to be connected to a vehicle frame;

[0011] The adapter bracket connects the anti-collision cross beam structure and the first buffer structure;

[0012] When the front-end anti-collision assembly is subjected to a frontal impact, the anti-collision crossbeam structure pushes the first buffer structure to separate from the adapter support, and the second buffer structure can remain in flexible connection with the vehicle frame.

[0013] The front-end anti-collision assembly according to the embodiments of the present application has at least the following beneficial effects:

[0014] The connection between the first buffer structure and the adapter support is movable. In normal driving, the first buffer structure, the adapter support and the anti-collision crossbeam structure are sequentially connected, and the first buffer structure can filter out the vibration of the anti-collision crossbeam structure. In the event of a frontal impact, the anti-collision crossbeam structure can push the first buffer structure to move and make the condenser rotate as a whole, so that the first buffer structure separates from the adapter support to cut off the transmission path of the impact force and reduce the probability of damage to the condenser.

[0015] Meanwhile, the second buffer structure remains in flexible connection with the vehicle frame, which can allow the condenser to rotate to separate from the adapter support, and can remain connected with the condenser after the condenser separates from the adapter support, thereby avoiding damage to the condenser caused by falling.

[0016] According to some embodiments of the present application, the anti-collision crossbeam structure further comprises a positioning member arranged on a side of the anti-collision crossbeam structure facing the first buffer structure, the first buffer structure comprises a pushing member extending towards the positioning member, and either the positioning member or the pushing member is inserted into the other and can slide relative to each other in the impact direction to guide the anti-collision crossbeam structure to abut against the pushing member in the event of a collision.

[0017] According to some embodiments of the present application, the first buffer structure further comprises a first mounting member connected with the pushing member, the pushing member defines a guide groove extending in the impact direction, and the positioning member is inserted into the guide groove; wherein the inner diameter of one end of the guide groove close to the positioning member is smaller than the inner diameter of the other end of the guide groove close to the first mounting member.

[0018] According to some embodiments of the present application, the front-end anti-collision assembly further comprises a first connecting member, the adapter support is provided with a first mounting hole, and the first connecting member is arranged in the first mounting hole and connected with the first buffer structure.

[0019] Wherein, one end of the first mounting hole facing the vehicle tail has an opening, and when the anti-collision crossbeam structure pushes the first buffer structure in the direction of the vehicle tail, the first connecting member is separated from the first mounting hole to separate the first buffer structure and the adapter support.

[0020] According to some embodiments of the present application, the anti-collision cross beam structure comprises a cross beam, an energy absorption box and a baffle, the cross beam extends along the width direction of the vehicle, the energy absorption box extends along the length direction of the vehicle, the baffle is connected with the cross beam and the energy absorption box respectively, the baffle comprises a first damping cavity, and at least one first reinforcing rib is arranged in the first damping cavity.

[0021] Wherein, along the length direction of the vehicle, the projection area of the energy absorption box on the baffle falls within the range of the baffle.

[0022] According to some embodiments of the present application, the first damping cavity has a front cavity wall and a rear cavity wall along the length direction of the vehicle, and the first reinforcing rib extends along the horizontal direction and is connected with the front cavity wall and the rear cavity wall respectively.

[0023] According to some embodiments of the present application, the anti-collision cross beam structure further comprises a positioning member connected with the baffle, the first buffer structure comprises a pushing member extending towards the direction of the positioning member, and any one of the positioning member and the pushing member is inserted into the other and can slide relative to each other along the impact direction to guide the anti-collision cross beam structure to abut against the pushing member when colliding.

[0024] According to some embodiments of the present application, the second buffer structure comprises a second damping member and a second mounting member for connecting with the vehicle frame, the second damping member comprises a main body part, a connecting part and an elastic part, the main body part is connected with the second mounting member, the connecting part is used for connecting with the condenser, and the elastic part is connected with the main body part and the connecting part respectively; wherein, the elastic part can be elastically deformed to buffer when the condenser is impacted.

[0025] According to some embodiments of the present application, the main body part defines a mounting cavity, the connecting part is arranged in the mounting cavity, the connecting part is arranged in the mounting cavity in a spaced manner with the cavity wall of the mounting cavity, and the connecting part is connected with the cavity wall of the mounting cavity through the elastic part.

[0026] The vehicle according to the second aspect of the embodiments of the present application comprises:

[0027] A vehicle body main body;

[0028] The front-end anti-collision assembly according to any one of the above embodiments, the front-end anti-collision assembly is connected with the vehicle body main body and located at the front end of the vehicle body main body.

[0029] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0030] The present application will be further described below in conjunction with the accompanying drawings and embodiments, in which:

[0031] Fig. 1 is a schematic view of a front-end anti-collision assembly according to an embodiment of the present application;

[0032] Fig. 2 is an exploded view of a condenser assembly according to an embodiment of the present application;

[0033] Fig. 3 is a schematic view of a first buffering structure according to an embodiment of the present application (with the condenser hidden);

[0034] Fig. 4 is a schematic view of a connection between an adapter bracket and the first buffering structure according to an embodiment of the present application (with the energy-absorbing box hidden);

[0035] Fig. 5 is a schematic view of an anti-collision crossbeam structure according to an embodiment of the present application;

[0036] Fig. 6 is a schematic view of the anti-collision crossbeam structure according to an embodiment of the present application from another perspective;

[0037] Fig. 7 is a schematic view of a baffle according to an embodiment of the present application;

[0038] Fig. 8 is an exploded view of a rear end of an energy-absorbing box according to an embodiment of the present application;

[0039] Fig. 9 is a schematic view of a second buffering structure according to an embodiment of the present application;

[0040] Fig. 10 is an exploded view of the second buffering structure according to an embodiment of the present application;

[0041] Fig. 11 is a schematic view of a second damping member according to an embodiment of the present application;

[0042] Fig. 12 is a schematic view of a second mounting member according to an embodiment of the present application;

[0043] Fig. 13 is a schematic view of a second sleeve according to an embodiment of the present application;

[0044] Fig. 14 is an enlarged view of the area A in Fig. 1.

[0045] Reference numerals: Anti-collision beam structure 100; beam 110; energy-absorbing box 120; second reinforcing rib 121; first connecting hole 122; first sleeve 123; first opening 124; baffle 130; first reinforcing rib 131; positioning component 132; support component 140; first adapter component 150; second adapter component 160; condenser assembly 200; condenser 210; first mounting bracket 211; second mounting bracket 212; first buffer structure 220; first mounting component 221; first vibration damping component 222; elastic arm 2221; elastic protrusion 2222; pushing component 223; guide groove 2231; Second buffer structure 230; second mounting component 231; accommodating cavity 2311; injection groove 2312; injection hole 2313; elastic buckle 2314; second vibration damping component 232; main body 2321; connecting section 23211; connecting part 2322; through hole 23221; elastic part 2323; first injection part 2324; second injection part 2325; vibration damping groove 2326; second sleeve 233; second connecting hole 2331; groove 2332; adapter bracket 300; first mounting hole 310. Detailed Implementation

[0046] The embodiments of this application 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 application, and should not be construed as limiting this application.

[0047] In the description of this application, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0048] In the description of this application, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0049] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0050] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the exemplary description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0051] The automobile industry is developing more and more quickly, the vehicle population is showing an upward trend, and the probability of collision accidents is also increasing, among which the probability of low-speed collision in urban roads is extremely high. The front-end anti-collision structure of a passenger car is the main protective component in low-speed collision of the automobile, which can usually protect other high-cost components at the front end, such as front longitudinal beam, front subframe and other structures.

[0052] Many existing vehicle models will appear the scene of damage of the cooling and heat dissipation system in low-speed collision accidents, and the cooling and heat dissipation system needs to be replaced during maintenance. Since the cost of the cooling and heat dissipation system is relatively high, a lot of expenses need to be spent for maintenance after damage.

[0053] To solve the above problems, the first aspect embodiment of the present application proposes a front-end anti-collision assembly, which comprises an anti-collision beam structure 100, a condenser assembly 200 and an adapter bracket 300. As shown in FIG. 1, the anti-collision beam structure 100 is arranged around the condenser assembly 200, and the anti-collision beam structure 100 is impacted before the condenser assembly 200 when a collision occurs. The condenser assembly 200 comprises a condenser 210, a first buffer structure 220 and a second buffer structure 230, as shown in FIG. 2, the upper end and the lower end of the condenser 210 are respectively provided with a first mounting bracket 211 and a second mounting bracket 212, the first mounting bracket 211 is used for connecting with the first buffer mechanism, and the second mounting bracket 212 is used for connecting with the second buffer mechanism.

[0054] In the embodiment shown in FIG. 2, the lower end of the condenser 210 is provided with two first mounting brackets 211, which are respectively located on the left and right sides of the condenser 210; the upper end of the condenser 210 is provided with two second mounting brackets 212, which are respectively located on the left and right sides of the condenser 210. In other embodiments, the lower end of the condenser 210 can also be provided with one, three or other numbers of first mounting brackets 211, and the number of second mounting brackets 212 is the same. In addition, the positions of the first mounting brackets 211 and the second mounting brackets 212 can also be changed, for example, the first mounting brackets 211 are arranged at the upper end of the condenser 210, and the second mounting brackets 212 are arranged at the lower end of the condenser 210. It can be understood that the positions and numbers of the buffer structures change with the positions and numbers of the mounting brackets.

[0055] The first buffer structure 220 is used to connect the condenser 210 and the adapter bracket 300, the adapter bracket 300 is used to connect the anti-collision beam structure 100 and the first buffer structure 220, and the second buffer structure 230 is used to connect the condenser 210 and the vehicle frame (not shown in the figure). In the embodiment shown in FIG. 1, the upper end of the condenser 210 is hung on the vehicle frame through the second buffer structure 230, and the lower end is connected with the anti-collision beam structure 100 through the first buffer structure 220.

[0056] The first buffer structure 220 and the second buffer structure 230 both have the function of buffering and damping. Taking the first buffer structure 220 shown in FIG. 3 as an example, the first buffer structure 220 includes a first mounting member 221 and a first damping member 222. The first mounting member 221 is used to connect with the adapter bracket 300, and the first damping member 222 is used to connect with the first mounting bracket 211. The first mounting member 221 has a receiving cavity, and the first damping member 222 is arranged in the receiving cavity and connected with the first mounting member 221 through two elastic arms 2221. The outer periphery of the first damping member 222 is further provided with an elastic protrusion 2222, which is used to abut with the cavity wall of the receiving cavity. Thus, through the elastic deformation of the elastic arms 2221 and the elastic protrusion 2222, the first damping member 222 and the first mounting member 221 can filter out the slight vibration.

[0057] It should be noted that the connection between the first buffer structure 220 and the adapter bracket 300 is a movable connection. In the normal driving process, the first buffer structure 220, the adapter bracket 300 and the anti-collision beam structure 100 are sequentially connected, and the first buffer structure 220 can filter out the vibration of the anti-collision beam structure 100. In the event of a frontal collision, the anti-collision beam structure 100 can push the first buffer structure 220 to move, and make the condenser 210 rotate as a whole, so that the first buffer structure 220 is separated from the adapter bracket 300, to cut off the conduction path of the impact force, and reduce the probability of damage to the condenser 210.

[0058] In addition, the second buffer structure 230 remains in flexible connection with the vehicle frame, which can allow the condenser 210 to rotate to separate from the adapter bracket 300, and can remain connected with the condenser 210 after the condenser 210 is separated from the adapter bracket 300, thereby avoiding damage to the condenser 210 due to falling.

[0059] In some embodiments, the main body part (such as the fan, filter screen, etc.) of the condenser 210 has relatively low structural strength, and the anti-collision beam structure 100 is directly abutted with the main body part of the condenser 210 during the collision, which is also easy to cause the condenser 210 to be damaged by impact. Therefore, as shown in FIGS. 3 and 4, a pushing member 223 is connected to the first buffer structure 220, which is arranged corresponding to the anti-collision beam structure 100, and is used to abut with the anti-collision beam structure 100 and push the condenser 210 to move backward during the collision.

[0060] The first buffer structure 220 includes a first mounting member 221 made of hard material, which has relatively high structural strength. The pushing member 223 is connected with the first mounting member 221 and extends forward to shorten the gap between the pushing member 223 and the anti-collision beam structure 100. In addition, if the anti-collision beam structure 100 has a vertical offset during the collision, it is easy to cause the anti-collision beam structure 100 to fail to accurately abut with the pushing member 223, thereby causing the risk of buffer failure. Therefore, as shown in FIG. 3, the anti-collision beam structure 100 further includes a positioning member 132 arranged on the side of the anti-collision beam structure 100 facing the first buffer structure 220, which is arranged corresponding to the pushing member 223 and extends towards the pushing member 223.

[0061] The positioning member 132 and the pushing member 223 are inserted into each other. In the embodiment shown in FIG. 3, one side of the pushing member 223 is provided with a guide groove 2231 extending in the impact direction, and an end of the guide groove 2231 facing the crash beam structure 100 is provided with an opening through which the positioning member 132 is inserted into the guide groove 2231. When impacted, the positioning member 132 can slide relative to the pushing member 223 in the impact direction. The vertical groove wall of the guide groove 2231 limits the vertical displacement range of the positioning member 132, so that the crash beam structure 100 is guided by the positioning member 132 to abut against the pushing member 223, and then the first buffer structure 220 is separated from the adapter bracket 300. In other embodiments, the positioning member 132 is provided with the guide groove 2231, and the pushing member 223 is inserted into the positioning member 132.

[0062] Further, the positioning member 132 and the pushing member 223 have an insertion relationship but not an abutting relationship. As shown in FIG. 3, the positioning member 132 is supported by the crash beam structure 100 and suspended in the pushing member 223, and has a certain gap with the groove wall of the guide groove 2231 of the pushing member 223, so that the positioning member 132 has a certain vertical movement freedom in the guide groove 2231. Since the crash beam structure 100 is connected to the vehicle body, it will have some vibration during driving due to road conditions. The gap between the positioning member 132 and the pushing member 223 can avoid the vibration of the crash beam structure 100 being transmitted to the condenser 210 through the positioning member 132 and the pushing member 223.

[0063] Further, since the end of the pushing member 223 connected to the first mounting member 221 needs to be stably connected, as shown in FIG. 3, the rear end of the pushing member 223 abuts against the outer peripheral wall of the first mounting member 221, and as shown in FIG. 4, the pushing member 223 is further provided with an abutting portion extending to the side surface of the first mounting member 221 and abutting against the boss on the side surface. In addition, as shown in FIG. 4, the pushing member 223 and the first mounting member 221 are connected as an integral structure by screws.

[0064] In order to realize the lightweight of the pushing member 223, the pushing member 223 has a shape with a small front end and a large rear end as shown in FIGS. 3 and 4. Correspondingly, the inner diameter of the end of the guide groove 2231 close to the positioning member 132 is smaller than the inner diameter of the end of the guide groove 2231 close to the first mounting member 221, so that after the positioning member 132 is inserted into the guide groove 2231, the up-and-down swinging range of the positioning member 132 is limited.

[0065] It should be noted that, in order to realize the driving of the pusher 223 of the anti-collision beam structure 100 to move to separate the first buffer structure 220 and the adapter bracket 300, the adapter bracket 300 is provided with a mounting hole with an opening. Specifically, as shown in FIG. 4, the front-end anti-collision assembly further includes a first connecting piece, which can be a bolt, a screw, etc. The adapter bracket 300 is provided with a first mounting hole 310, and the first connecting piece is arranged in the first mounting hole 310 and connected with the first buffer structure 220, so as to connect the adapter bracket 300 and the condenser 210 as an integral structure.

[0066] It should be noted that the first mounting hole 310 is a single-sided opening structure, which has an opening at the end facing the vehicle tail, so that the first connecting piece can be separated from the opening. When the anti-collision beam structure 100 pushes the first buffer structure 220 in the direction of the vehicle tail, the first connecting piece moves backward with the first buffer structure 220, and the adapter bracket 300 connected with the energy-absorbing box 120 does not move, so that the first connecting piece moves relative to the adapter bracket 300 and is separated from the first mounting hole 310, so that when the impact force is transmitted to the energy-absorbing box 120, the force transmission path between the energy-absorbing box 120, the adapter bracket 300 and the condenser 210 is cut off, and thus the impact force will not affect the condenser 210.

[0067] In some embodiments, the anti-collision beam structure 100 includes a beam 110, an energy-absorbing box 120 and a baffle 130, which can be formed by extrusion of metal materials or spliced by welding. As shown in FIGS. 5 and 6, the beam 110 extends along the width direction of the vehicle, and is usually a long rod with a certain curvature, and the inside is a hollow structure. According to the strength design requirements of the beam 110, reinforcing ribs or other structures can be designed in the cavity of the beam 110 to achieve lightweight while having good structural strength. The energy-absorbing box 120 is a metal thin-walled member. When the vehicle is subjected to a frontal impact, the energy-absorbing box 120 is subjected to a longitudinal impact force along the length direction of the vehicle, and progressive collapse deformation occurs from front to back during the transmission of the longitudinal impact force, thereby absorbing the impact energy to reduce the impact on the condenser 210 and the subframe.

[0068] It should be noted that, as shown in FIG. 5, since the thickness of the energy-absorbing box 120 in the vertical direction is greater than the thickness of the beam 110 in the vertical direction, if the beam 110 is directly connected with the energy-absorbing box 120, the stress at the connection between the energy-absorbing box 120 and the beam 110 will be concentrated during the collision, which may cause the energy-absorbing box 120 to be torn through by the beam 110.

[0069] To this end, in the present embodiment, the projection area of the energy absorption box 120 on the baffle 130 falls within the range of the baffle 130 along the length direction of the vehicle by switching through the baffle 130. The baffle 130 is connected with the cross beam 110 and the energy absorption box 120 respectively, so that the cross beam 110, the baffle 130 and the energy absorption box 120 are connected as an integral structure. The front end of the energy absorption box 120 is connected with the baffle 130 along the length direction of the vehicle, and the connection mode can be welding, bolt connection, etc. The rear end of the energy absorption box 120 is connected with the subframe, and the connection mode is detachable connection such as bolt connection, so as to facilitate replacement of the front end vulnerable parts such as the cross beam 110 and the energy absorption box 120 after an accident.

[0070] When a collision accident occurs, the impact force borne by the cross beam 110 will be transmitted to the baffle 130 and the energy absorption box 120 in turn. Since the size of the baffle 130 along the width direction of the vehicle and along the vertical direction is greater than the size of the energy absorption box 120, the impact force borne by the baffle 130 will be uniformly transmitted to the energy absorption box 120, avoiding the stress concentration and tearing at the connection between the energy absorption box 120 and the baffle 130, and being conducive to improving the stability of the energy absorption box 120 crushing.

[0071] In order to avoid the baffle 130 being pierced by the energy absorption box 120 when a collision occurs, the baffle 130 is a plate structure with certain thickness and strength. Specifically, as shown in FIG. 7, the baffle 130 is a hollow structure, and a first damping cavity is defined in the inside to realize the light weight of the baffle 130. In order to make the baffle 130 have better strength to transmit the impact force, at least one first reinforcing rib 131 is arranged in the first damping cavity. In the embodiment shown in FIG. 7, a plurality of first reinforcing ribs 131 are arranged in the first damping cavity, and each first reinforcing rib 131 is horizontally arranged and connected with the front cavity wall and the rear cavity wall of the first damping cavity respectively. In other embodiments, the first reinforcing rib 131 can also be vertically arranged and connected with the front cavity wall and the rear cavity wall of the first damping cavity respectively. Alternatively, the first reinforcing rib 131 can be wave-shaped, bent-shaped, circular, etc., arranged in the first damping cavity, and play a role in supporting and reinforcing the baffle 130.

[0072] In the embodiments shown in FIGS. 1, 5 and 6, one baffle 130 is arranged at each end of the cross beam 110, and is connected with one energy absorption box 120 through the baffle 130 respectively. The two energy absorption boxes 120, the two baffles 130 and the cross beam 110 are arranged around the condenser 210, wherein the cross beam 110 is located at the front end of the condenser 210, and the two energy absorption boxes 120 are located at the two sides of the condenser 210 respectively. In other embodiments, a plurality of groups of baffles 130 and energy absorption boxes 120 can also be arranged, and the plurality of groups of baffles 130 and energy absorption boxes 120 are distributed on the two sides of the condenser 210, so as to improve the energy absorption effect when impacting by increasing the number of energy absorption boxes 120.

[0073] It should be noted that, for the convenience of subsequent description, the two walls of the cross beam 110 arranged opposite in the vertical direction are respectively named as the bottom wall and the top wall, the two walls arranged opposite in the length direction of the vehicle are respectively named as the front wall and the rear wall, the cross beam 110 has two end faces in the length direction of the vehicle, and the relative connection positions of the cross beam 110, the energy absorption box 120 and the baffle 130 can be any of the following schemes:

[0074] 1. The baffle 130 is connected with the top wall of the cross beam 110, or the baffle 130 is connected with the bottom wall of the cross beam 110. In the embodiment shown in FIGS. 5 and 6, the bottom wall surface of the baffle 130 is connected with the top wall of the cross beam 110, and the front end wall surface of the baffle 130 is flush with the front wall of the cross beam 110. If the baffle 130 collides with the leg of a pedestrian, the impact load is distributed more uniformly due to the larger contact area, which can reduce the damage to the leg of the pedestrian. The same is true when the baffle 130 is connected with the bottom wall of the cross beam 110.

[0075] 2. The baffle 130 is connected with the front wall of the cross beam 110, or the baffle 130 is connected with the rear wall of the cross beam 110. Taking the example that the front end wall surface of the baffle 130 is connected with the rear wall of the cross beam 110, in this implementation, the impact on the cross beam 110 can be directly transmitted to the energy absorption box 120 in the length direction of the vehicle, without problems such as bending moment, reducing the risk of bending of the energy absorption box 120 and improving the crushing effect of the energy absorption box 120.

[0076] 3. The baffle 130 is connected with the end face of the cross beam 110. In this implementation, the side wall of the baffle 130 is connected with the end face of the cross beam 110 as a whole structure by welding or other connection methods. The baffle 130 can be understood as a part of the cross beam 110 and also plays a protective role.

[0077] In some embodiments, the anti-collision cross beam structure 100 further comprises a support 140, the two ends of the support 140 are respectively connected with the energy absorption box 120 and the cross beam 110, so as to improve the stability of the structure between the energy absorption box 120, the baffle 130 and the cross beam 110. Further, in the embodiment shown in FIG. 6, the baffle 130 is connected with the top wall of the cross beam 110, one end of the support 140 is connected with the bottom wall of the energy absorption box 120, and the other end is connected with the cross beam 110, so as to form a triangular structure between the cross beam 110, the baffle 130 and the energy absorption box 120. It can be understood that the triangular structure has good stability to avoid bending of the cross beam 110 and failure caused by the bending when the cross beam 110 is impacted. Similarly, when the top end wall surface of the baffle 130 is connected with the bottom wall of the cross beam 110, the support 140 is arranged on the top wall of the energy absorption box 120 and connected with the cross beam 110, so as to form a triangular structure between the cross beam 110, the baffle 130 and the energy absorption box 120.

[0078] In some embodiments, as shown in FIG. 8, the energy absorption box 120 is also a hollow structure. The interior of the energy absorption box 120 defines a second damping cavity, and at least one second reinforcing rib 121 is arranged in the second damping cavity. The second reinforcing rib 121 can be arranged vertically to connect the top cavity wall and the bottom cavity wall of the second damping cavity, and the second reinforcing rib 121 can also be arranged horizontally to connect the left side cavity wall and the right side cavity wall of the second damping cavity. It should be noted that the second reinforcing rib 121 divides the second damping cavity into a plurality of chambers extending in the length direction of the vehicle, so as to have a better energy absorption effect.

[0079] In some embodiments, as shown in FIG. 8, a first connecting hole 122 is arranged on the opposite wall surface of the energy absorption box 120. It should be noted that the first connecting hole 122 can be arranged on the left side wall surface and the right side wall surface of the energy absorption box 120, or the first connecting hole 122 can be arranged on the top wall surface and the bottom wall surface of the energy absorption box 120. In the embodiment shown in FIG. 8, the top wall surface of the energy absorption box is provided with two first connecting holes 122, and the bottom wall surface is also provided with two first connecting holes 122 in correspondence. Each first connecting hole 122 is in communication with the second damping cavity, and the first connecting holes 122 on the opposite wall surfaces are coaxially arranged. The first connecting hole 122 is used to connect with the auxiliary frame. As shown in FIG. 8, the crash beam structure 100 is further connected with a second adapter 160. After aligning the connecting hole positions on the second adapter 160 with the first connecting holes 122, the bolt is passed through the second adapter 160 and the energy absorption box 120, and then the nut is tightened to realize fixation.

[0080] In order to avoid the tearing of the energy absorption box 120 caused by the stress concentration of the hole wall of the first connecting hole 122 and the bolt during the collision process, a first sleeve 123 is further arranged in the second damping cavity. The two ends of the first sleeve 123 are connected with the cavity walls of the second damping cavity, respectively. The interior of the first sleeve 123 defines a hollow pipe, and the two ends of the hollow pipe are in communication with the first connecting holes 122. Thus, the bolt can pass through the first connecting hole 122 and the first sleeve 123. The arrangement of the first sleeve 123 strengthens the structural strength of the periphery of the first connecting hole 122, and improves the crushing stability of the rear end of the energy absorption box 120.

[0081] Further, since the energy absorption box 120 is extruded, both ends of the length direction of the energy absorption box 120 are open. For the convenience of subsequent description, as shown in FIG. 8, the open end located at the rear end of the energy absorption box 120 and communicating with the second damping cavity is named as the first opening 124, and the anti-collision beam structure 100 further comprises a first adapter 150, as shown in FIG. 6, which is connected to the rear end of the energy absorption box 120 and seals the first opening 124. The first adapter 150 is used to connect with the subframe, and it should be noted that since the energy absorption box 120 is a thin-walled structure, if it is directly connected with the subframe, it may intrude into the subframe during the collapse of the energy absorption box 120. Therefore, the first adapter 150 in the form of a plate structure is arranged between the subframe and the energy absorption box 120, which is beneficial to make the energy absorption box 120 collapse on the first adapter 150, avoiding the impact on the subframe.

[0082] In some embodiments, as shown in FIGS. 9-12, the second buffer structure 230 comprises a second mounting member 231 and a second damping member 232, the second mounting member 231 is used to connect with the frame (not shown in the figure), which can be the main frame or the headlamp support, etc. The second mounting member 231 is made of metal material or hard plastic, which has good strength and can serve as the mounting basis of the second damping member 232.

[0083] The second damping member 232 is connected with the second mounting member 231 in the form of glue joint, injection molding joint, clamping joint, etc. to form an integral structure, and the second damping member 232 is made of rubber or other materials with good toughness. Specifically, the second damping member 232 comprises a main body part 2321, a connecting part 2322 and an elastic part 2323, the main body part 2321 is connected with the second mounting member 231, as shown in FIGS. 9 and 10, the main body part 2321 is embedded in the second mounting member 231 by injection molding. The connecting part 2322 is used to connect with the condenser 210, as shown in FIGS. 1, 2 and 14, the upper end of the condenser 210 is provided with a second mounting bracket 212, and the connecting part 2322 can be sleeved on the second mounting bracket 212, so that the second damping member 232 is connected with the condenser 210. As shown in FIGS. 9-11, the elastic part 2323 is connected with the main body part 2321 and the connecting part 2322 respectively, and the elastic part 2323 can be elastically deformed. When the condenser 210 is impacted, the elastic part 2323 of the second damping member 232 is elastically deformed to absorb and disperse the impact energy, thereby reducing the damage to the condenser 210. This design can effectively improve the service life and stability of the condenser 210.

[0084] In the embodiments of the present application, the second buffering structure 230 is first installed on the second mounting bracket 212 of the condenser 210, and then the second buffering structure 230 is connected with the vehicle frame. In other embodiments, the installation sequence can also be exchanged according to the specific installation structure. After the condenser 210 and the vehicle frame are connected through the second buffering structure 230, the condenser 210 and the vehicle frame form a flexible connection relationship, and the condenser 210 can swing or move to a certain extent relative to the vehicle frame, so as to play a role of dispersing load and damping in the driving process of the vehicle or in the collision process.

[0085] For example, when the vehicle frame vibrates when passing through a speed bump, a pothole or other rough road surface, the elastic deformation of the elastic part 2323 can absorb part of the vibration to reduce the influence on the condenser 210, and avoid damage to the condenser 210 in the vibration. Alternatively, when the vehicle is subjected to a frontal impact and the condenser 210 is impacted, the elastic part 2323 can elastically deform to enable the condenser 210 to rotate or swing to a certain extent, thereby having the effects of buffering energy absorption, avoiding the impact point, etc., to protect the condenser 210 and the vehicle frame.

[0086] With reference to the front-end anti-collision assembly shown in FIG. 1, the upper end of the condenser 210 is connected with the vehicle frame through the second buffering structure 230, and the lower end of the condenser 210 is connected with the anti-collision beam structure 100. When a frontal collision occurs, the beam 110 pushes the lower end of the condenser 210 to move backward and separate from the anti-collision beam structure 100 to buffer. It can be understood that if the upper end of the condenser 210 is rigidly connected with the vehicle frame, the setting posture of the condenser 210 should be determined, and the backward movement of the lower end of the condenser 210 will cause damage to the condenser 210 and / or the vehicle frame. The embodiments of the present application realize the flexible connection of the condenser 210 and the vehicle frame through the second buffering structure 230, thereby avoiding damage to the condenser 210 or the vehicle frame in the condenser 210 backward movement buffering process.

[0087] In some embodiments, the second damping part 232 is an integrally formed structure, as shown in FIGS. 10 and 11, the main body part 2321, the connecting part 2322 and the elastic part 2323 are integrally injection molded. The middle part of the second damping part 232 is provided through to define an installation cavity, the connecting part 2322 is arranged in the installation cavity, and the connecting part 2322 needs to maintain a certain gap with the cavity wall of the installation cavity, and the connecting part 2322 is connected with the cavity wall of the installation cavity through the elastic part 2323. Thus, as shown in FIG. 11, the connecting part 2322 and the main body part 2321 define an annular damping groove 2326, which is not a closed annular, and the two ends of the damping groove 2326 are arranged at intervals, and the elastic part 2323 is defined between the main body part 2321 and the connecting part 2322.

[0088] Since there is a gap between the connecting portion 2322 and the main body portion 2321 and the connecting portion 2322 and the main body portion 2321 are flexibly connected, the connecting portion 2322 can sway or swing in the mounting cavity, for example, sway in the left-right direction as shown in FIG. 14 or swing in the up-down direction as shown in FIG. 14.

[0089] Since the second damping members 232 are each made of an elastic material such as rubber, in order to make the elastic deformation concentrate on the elastic portion 2323 and make the stability of the elastic deformation of the second damping member 232 better, the width of the elastic portion 2323 is smaller than the width of the connecting portion 2322.

[0090] Based on the foregoing, the connecting portion 2322 is made of a material with good toughness such as rubber and can elastically deform under stress. If the connecting portion 2322 is directly connected with the mounting bracket of the condenser 210, there can be a risk that the condenser 210 falls off due to loose and insecure connection. Therefore, in some embodiments, as shown in FIGS. 9 and 10, the connecting portion 2322 is provided with a through hole 23221, and the second buffering structure 230 further includes a second sleeve 233, which is arranged in the through hole 23221 and connected with the connecting portion 2322 by interference fit, adhesion or the like. The second sleeve 233 is used to connect with the condenser 210, so that the connecting portion 2322 is connected with the condenser 210 through the second sleeve 233. It should be noted that the material strength of the second sleeve 233 is greater than that of the connecting portion 2322, and the second sleeve 233 is not easy to elastically deform under stress, and can keep stable connection with the condenser 210.

[0091] It should be noted that during the assembly of the condenser 210 and the second buffering structure 230, the relative connection positions of the elastic portion 2323 and the connecting portion 2322 have a corresponding relationship with the relative arrangement position of the condenser 210. For example, in the embodiment shown in FIGS. 11 and 14, for the convenience of subsequent description, the part of the main body portion 2321 used to connect with the elastic portion 2323 is named as the connecting segment 23211, the connecting portion 2322, the elastic portion 2323 and the connecting segment 23211 are arranged in sequence along the front-to-back direction, and the upper end of the condenser 210 is provided with a mounting bracket arranged in the connecting portion 2322. When the condenser 210 is impacted, the lower end of the condenser 210 moves relative to the upper end to make the entire condenser 210 rotate, the elastic portion 2323 is driven to bend and deform downward, and the connecting portion 2322 is raised downward. Similarly, the connecting portion 2322, the elastic portion 2323 and the connecting portion can also be arranged in sequence along the back-to-front direction, so that when the condenser 210 is impacted, the elastic portion 2323 is driven to bend and deform upward, and the connecting portion 2322 is raised upward.

[0092] With reference to the embodiment shown in FIG. 14, if the connecting portion 2322, the elastic portion 2323 and the connecting segment 23211 are arranged in a left-to-right or right-to-left direction, when the condenser 210 is impacted, the elastic portion 2323 will be deformed by torsion, on the one hand, the threshold of the torsion deformation is high, the second buffer structure 230 cannot timely disperse the load by deformation, on the other hand, the stress concentration at the connecting position of the elastic portion 2323 and the connecting segment 23211 is easy to tear, resulting in a lower service life of the elastic portion 2323.

[0093] Further, in order to ensure that the second buffer structure 230 and the condenser 210 are connected in a preset posture, the through hole 23221 on the connecting portion 2322 is arranged in an irregular shape, and the shape of the second sleeve 233 corresponds to the shape of the through hole 23221. For example, in the embodiments shown in FIGS. 10 and 11, the through hole 23221 is provided with a straight segment at one end towards the connecting portion 2322 and an arc segment at one end away from the connecting portion 2322, so that when the second sleeve 233 is also correspondingly arranged to have a shape with a straight segment and an arc segment, when the second sleeve 233 is inserted into the through hole 23221, the straight segment of the second sleeve 233 and the straight segment of the through hole 23221 are correspondingly arranged, and the arc segment of the second sleeve 233 and the arc segment of the through hole 23221 are correspondingly arranged, thereby ensuring that the second sleeve 233 and the connecting portion 2322 are connected in a preset posture.

[0094] In addition, as shown in FIG. 13, the second sleeve 233 defines a second connecting hole 2331 for connecting with the condenser 210, and at least one groove 2332 extending in the axial direction of the second connecting hole 2331 is arranged on the hole wall of the second connecting hole 2331. Correspondingly, a protrusion is correspondingly arranged on the outer circumferential surface of the second mounting bracket 212 of the condenser 210, and the protrusion slides in the groove 2332 to move in a guided manner during the process of the second mounting bracket 212 being inserted into the second connecting hole 2331. Moreover, the arrangement of the protrusion and the groove 2332 ensures that the second sleeve 233 and the second mounting bracket 212 are connected in a preset posture.

[0095] In some embodiments, as shown in FIG. 12, the second mounting member 231 is a housing structure, and the inside of the housing structure has a receiving cavity 2311, and the main body part 2321 is arranged in the receiving cavity 2311. The outer circumferential surface of the second mounting member 231 is concave to form an injection molding groove 2312, and the groove wall of the injection molding groove 2312 is provided with an injection molding hole 2313 in communication with the receiving cavity 2311, and the second damping member 232 includes a first injection molding part 2324 and a second injection molding part 2325, the first injection molding part 2324 is formed in the injection molding groove 2312 by an injection molding process, the second injection molding part 2325 is formed in the injection molding hole 2313 by an injection molding process, and the first injection molding part 2324 is connected with the main body part 2321 located in the receiving cavity 2311 through the second injection molding part 2325, so that the first injection molding part 2324, the second injection molding part 2325 and the main body part 2321 are integrally injection molded. The first injection molding part 2324 is limited by the groove wall of the injection molding groove 2312 on both sides along the thickness direction of the second buffer structure 230, and the first injection molding part 2324 and the main body part 2321 are located on the inner and outer sides of the second mounting member 231 respectively, so that the second damping member 232 is connected with the second mounting member 231 as a whole structure, and the displacement of the second damping member 232 is limited by the second mounting member 231.

[0096] In some embodiments, the second mounting member 231 is provided with a connecting structure for connecting with the vehicle frame. The connecting structure can be a detachable connecting structure such as a bolt, a buckle, etc., so as to facilitate the disassembly and replacement of the condenser 210. In the embodiment as shown in FIG. 12, the opposite sides of the second mounting member 231 are provided with elastic buckles 2314, and the vehicle frame is provided with a matching clamping platform. During the installation of the second mounting member 231 to the vehicle frame, the operator pinches the two elastic buckles 2314 to make the elastic buckles 2314 deform under the action, so that the distance between the two elastic buckles 2314 is reduced, and then the elastic buckles 2314 can be inserted into the opening on the vehicle frame. Then, the elastic buckles 2314 are released to remove the driven state, and the elastic buckles 2314 are reset, the distance between the two elastic buckles 2314 is increased and abuts against the clamping platform on the vehicle frame, so as to realize the connection between the second buffer structure 230 and the vehicle frame.

[0097] It should be noted that the connection between the elastic buckles 2314 and the vehicle frame is achieved, on the one hand, the disassembly is relatively convenient, and on the other hand, the connection strength of the clamping connection is lower than that of the bolt connection and other connection modes. When the impact force of the vehicle accident exceeds the buffer threshold of the second buffer structure 230, the elastic buckles 2314 are broken to realize the separation of the condenser 210 and the vehicle frame, so as to reduce the damage to the vehicle frame.

[0098] The second aspect embodiment of the present application proposes a vehicle, which includes a vehicle body and the front-end anti-collision assembly mentioned in the above embodiments, and the front-end anti-collision assembly is connected with the vehicle body and located at the front end of the vehicle body.

[0099] It should be noted that the vehicle mentioned in the present application can be a private car, such as a sedan, an SUV, an MPV or a pickup truck, etc. The vehicle can also be an operating vehicle, such as a van, a bus, a small truck or a large trailer, etc. The vehicle can be an oil car or a new energy car. When the vehicle is a new energy car, it can be a hybrid car or a pure electric car.

[0100] The embodiments of the present application are described in detail above in combination with the drawings, but the present application is not limited to the above embodiments, and various changes can be made within the knowledge range of those skilled in the art without departing from the purpose of the present application. In addition, the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

Claims

1. A front-end crash assembly, comprising a crash beam structure, a condenser assembly and an adapter bracket: the condenser assembly comprises a condenser, a first buffer structure and a second buffer structure, the first buffer structure and the second buffer structure are respectively connected to two ends of the condenser in the vertical direction, the first buffer structure is connected with the adapter bracket, and the second buffer structure is used for being connected with a vehicle frame; the adapter bracket connects the crash beam structure and the first buffer structure; wherein when the front-end crash assembly is subjected to a frontal impact, the crash beam structure pushes the first buffer structure to separate from the adapter bracket, and the second buffer structure can keep flexible connection with the vehicle frame.

2. The front-end crash avoidance assembly of claim 1, wherein, the crash beam structure further comprises a positioning member, the positioning member is arranged on a side of the crash beam structure facing the first buffer structure, the first buffer structure comprises a pushing member, the pushing member extends towards the positioning member, and either of the positioning member and the pushing member is inserted into the other and can slide relatively along an impact direction to guide the crash beam structure to abut against the pushing member in a collision.

3. The front-end crash avoidance assembly of claim 2, wherein, the first buffer structure further comprises a first mounting member, the first mounting member is connected with the pushing member, the pushing member defines a guide groove extending along the impact direction, and the positioning member is inserted into the guide groove; wherein an inner diameter of one end of the guide groove close to the positioning member is smaller than an inner diameter of one end of the guide groove close to the first mounting member.

4. The front-end crash avoidance assembly of claim 1, wherein, the front-end crash assembly further comprises a first connecting member, the adapter bracket is provided with a first mounting hole, and the first connecting member is arranged in the first mounting hole and connected with the first buffer structure; wherein one end of the first mounting hole facing a vehicle tail has an opening, when the crash beam structure pushes the first buffer structure in a direction facing the vehicle tail, the first connecting member is separated from the first mounting hole to separate the first buffer structure and the adapter bracket.

5. The front-end crash avoidance assembly of claim 1, wherein, the crash beam structure comprises a beam, an energy absorption box and a baffle, the beam extends along a width direction of a vehicle, the energy absorption box extends along a length direction of the vehicle, the baffle is connected with the beam and the energy absorption box respectively, the baffle comprises a first damping cavity, and at least one first reinforcing rib is arranged in the first damping cavity; wherein along the length direction of the vehicle, a projection area of the energy absorption box on the baffle falls within a range of the baffle.

6. The front-end crash avoidance assembly of claim 5, wherein, the first damping cavity has a front cavity wall and a rear cavity wall along the length direction of the vehicle, the first reinforcing rib extends along a horizontal direction and is connected with the front cavity wall and the rear cavity wall respectively.

7. The front-end crash avoidance assembly of claim 5, wherein, the crash beam structure further comprises a positioning member, the positioning member is connected with the baffle, the first buffer structure comprises a pushing member, the pushing member extends towards the positioning member, and either of the positioning member and the pushing member is inserted into the other and can slide relatively along an impact direction to guide the crash beam structure to abut against the pushing member in a collision.

8. The front-end crash avoidance assembly of claim 1, wherein, The second buffering structure comprises a second damping member and a second mounting member for connecting with the vehicle frame, the second damping member comprises a main body part, a connecting part and an elastic part, the main body part is connected with the second mounting member, the connecting part is used for connecting with the condenser, and the elastic part is connected with the main body part and the connecting part respectively; wherein the elastic part can be elastically deformed to buffer when the condenser is impacted.

9. The front-end crash avoidance assembly of claim 8, wherein, The main body part is defined with a mounting cavity, the connecting part is arranged in the mounting cavity, the connecting part is arranged in interval with the cavity wall of the mounting cavity, and the connecting part is connected with the cavity wall of the mounting cavity through the elastic part.

10. The front-end crash avoidance assembly of claim 3, wherein, The upper end and the lower end of the condenser are respectively provided with a first mounting bracket and a second mounting bracket, the first mounting bracket is used for connecting with the first buffering mechanism, and the second mounting bracket is used for connecting with the second buffering mechanism.

11. The front-end crash avoidance assembly of claim 10, wherein, The first buffering structure further comprises a first damping member, the first damping member is used for connecting with the first mounting bracket; wherein the first mounting member has a containing cavity, the first damping member is arranged in the containing cavity, and the first damping member is connected with the first mounting member through the elastic arm of the first damping member.

12. The front-end crash avoidance assembly of claim 5, wherein, The anti-collision cross beam structure further comprises a support member, two ends of the support member are respectively connected with the energy absorption box and the cross beam.

13. The front-end crash avoidance assembly of claim 5, wherein, The baffle is connected with the top wall of the cross beam, one end of the support member is connected with the bottom wall of the energy absorption box, and the other end of the support member is connected with the cross beam, so as to form a triangular structure between the cross beam, the baffle and the energy absorption box.

14. The front-end crash avoidance assembly of claim 5, wherein, The inside of the energy absorption box is defined with a second damping cavity, at least one second reinforcing rib is arranged in the second damping cavity, the at least one second reinforcing rib can be vertically arranged to connect the top cavity wall and the bottom cavity wall of the second damping cavity; or The second reinforcing rib can be horizontally arranged to connect the left side cavity wall and the right side cavity wall of the second damping cavity.

15. A vehicle comprising: a vehicle body; a front end anti-collision assembly according to any one of claims 1 to 14, the front end anti-collision assembly being connected with the vehicle body and located at the front end of the vehicle body.

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