CN111347991A - Front impact beam structure for vehicle - Google Patents
Front impact beam structure for vehicle Download PDFInfo
- Publication number
- CN111347991A CN111347991A CN201811583406.1A CN201811583406A CN111347991A CN 111347991 A CN111347991 A CN 111347991A CN 201811583406 A CN201811583406 A CN 201811583406A CN 111347991 A CN111347991 A CN 111347991A
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- Prior art keywords
- impact beam
- front impact
- beam structure
- structure according
- energy absorption
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The present invention relates to a front impact beam structure for a vehicle, the front impact beam structure including: a front impact beam (1) configured to have an elongated structure that is located on a front side of a vehicle body and extends in a lateral direction of the vehicle body; the energy absorption box (2) is arranged at the transverse tail end of the front anti-collision beam respectively, is constructed into a hollow column, one end of the energy absorption box is connected to the front anti-collision beam, the other end of the energy absorption box is connected with a vehicle frame, ribs are constructed on the outer side surface of the energy absorption box, and the ribs continuously extend for at least one circle on the outer side surface of the energy absorption box.
Description
Technical Field
The present invention relates to a front impact beam structure for a vehicle.
Background
The anti-collision beam is a device for reducing the shock force applied to a vehicle, and the two ends of the anti-collision beam are connected with energy absorption boxes and then are connected to the longitudinal beam of the vehicle body through bolts. The energy-absorbing box can effectively absorb collision energy when a vehicle is collided at a low speed, so that the damage of the collision force to a vehicle body longitudinal beam is reduced as much as possible, and the vehicle is protected by the energy-absorbing box.
The front impact beam structure on the market at present generally comprises a front impact beam and an energy absorption box structure on the front impact beam.
Disclosure of Invention
The invention aims to provide a front anti-collision beam structure for a vehicle, which realizes a good energy absorption effect in the collision process, thereby improving the anti-collision performance; the problem of front and back movement during assembly of the energy absorption box is limited, stable installation is realized, and the assembly can be simple, so that the labor and the financial resources are saved. In addition, the front anti-collision beam structure is low in weight and simple in structure. For example, the energy absorbed by the front anti-collision beam structure during collision is 35000J, so that the invasion amount to a passenger cabin is less than 100mm, and the standard of C-NCAP five stars can be achieved.
The front impact beam structure for a vehicle according to the present invention includes: a front impact beam configured to have an elongated structure that is located on a front side of a vehicle body and extends in a lateral direction of the vehicle body; the energy absorption box is a hollow cylinder, one end of the energy absorption box is connected to the front anti-collision beam, the other end of the energy absorption box is connected with a vehicle frame, a rib is formed on the outer side surface of the energy absorption box, and the rib continuously extends for at least one circle on the outer side surface of the energy absorption box.
According to a preferred embodiment of the invention, the ribs are arranged annularly on an outer side surface of the crash box.
According to a preferred embodiment of the invention, the ribs extend helically on the outer side surface of the crash box.
According to a preferred embodiment of the invention, the rib runs according to the curvature of the connection between the front impact beam and the rib when the rib is arranged in a loop.
According to a preferred embodiment of the invention, the rib, when arranged helically, has a course which, on a side parallel to the front impact beam, corresponds to the curvature of the connection of the front impact beam thereto.
According to a preferred embodiment of the invention, the ribs are concave or convex ribs.
According to a preferred embodiment of the invention, the side of the crash box facing the front impact beam is closed.
According to a preferred embodiment of the present invention, both longitudinal ends of the front impact beam are open. Thereby reducing the weight of the front impact beam and simplifying the structure.
According to a preferred embodiment of the invention, the cross section of the front impact beam is configured in a lying down "concave" shape, and the front impact beam is connected to the crash box on the side of the opening of the "concave" shape.
According to a preferred embodiment of the invention, the front impact beam is provided with a limit weld stud at the mounting location with respect to the energy absorption box for limiting the longitudinal movement of the energy absorption box along the front impact beam before the mounting is completed.
According to a preferred embodiment of the present invention, the limit weld studs are respectively located on two convex portions of the "concave" shaped front impact beam and are arranged in a staggered manner in the lateral direction of the vehicle body.
According to a preferred embodiment of the invention, the energy-absorbing box has, at the end facing the front impact beam, two jaws which are opposite each other and which project towards the front impact beam, the jaws being able to be clipped onto the upper and lower sides of the front impact beam in order to pre-fix the energy-absorbing box on the front impact beam.
According to a preferred embodiment of the invention, the crash box is provided with two limit projections between the two claws on the side facing the front impact beam, the top faces of the limit projections being able to bear against the projections of the front impact beam when mounted.
According to a preferred embodiment of the invention, the two limiting projections are each formed with a recess which can receive and stop the limiting weld stud.
The energy absorption box and the front anti-collision beam can be basically limited in relative movement in space through the interaction of the claws, the limiting bulges and the grooves on the energy absorption box with the upper side and the lower side of the front anti-collision beam, the bulges and the limiting welding studs correspondingly, so that the energy absorption box and the front anti-collision beam are pre-fixed together, labor can be saved, and an operator can complete installation work at the moment. Through the above limiting mode, the problems of play and instability during the assembly and the pre-fixing of the energy absorption box are solved in an optimized mode.
According to a preferred embodiment of the invention, each crash box is provided with more than one rib.
According to a preferred embodiment of the invention, each crash box is provided with two ribs, the distance between the two ribs being one third to one half of the length of the crash box.
According to a preferred embodiment of the invention, the pitch of the helical rib is between one third and one half of the total length of the crash box.
Drawings
FIG. 1 illustrates a prior art front impact beam structure;
fig. 2 shows a top view of a front impact beam structure according to the invention;
fig. 3 shows a part of a front impact beam of the front impact beam structure according to the present invention;
FIGS. 4 a-4 d illustrate an energy absorber box of a front impact beam structure according to the present invention;
fig. 5 a-5 c show partial views of the front impact beam structure according to the invention after attachment of the energy absorption box.
List of reference numerals
1 front anti-collision beam 2 energy absorption box
3 limit welding stud and 4 limit welding stud
5-rib 6-jaw
7 limiting lug boss 8 groove
Detailed Description
The following detailed description of the preferred embodiments of the present invention, taken in conjunction with the accompanying drawings, is intended to be illustrative, and not restrictive, and it is intended that all such modifications and equivalents be included within the scope of the present invention.
In the following detailed description, directional terms, such as "left", "right", "upper", "lower", "front", "rear", and the like, are used with reference to the orientation as illustrated in the drawings. Components of embodiments of the present invention can be positioned in a number of different orientations and the directional terminology is used for purposes of illustration and is in no way limiting.
Fig. 1 shows a front impact beam structure in the related art. The front anti-collision beam structure comprises a strip-shaped front anti-collision beam 1 and energy absorption boxes 2 arranged at the transverse tail ends of the front anti-collision beam 1 respectively. As can be seen from fig. 1, the front impact beam 1 is configured to have an elongated structure which is located on the front side of the vehicle body and extends in the lateral direction of the vehicle body, the front impact beam 1 is a plate member configured like a "C" in cross section, the crash box is configured in a columnar shape and is configured with ribs on the outer surface thereof, the ribs are configured only intermittently on the outer side surface of the columnar crash box, that is, the ribs do not extend continuously on the outer side surface. The crash box 2 is connected at one end thereof to the front impact beam structure and has a connection plate at the other end for connection to a vehicle frame.
The front anti-collision beam structure in the prior art has poor energy absorption effect and difficult installation, and generally requires at least two operators to be installed in a matching way.
Fig. 2 shows a top view of a front impact beam structure according to the invention. The front impact beam structure according to the invention shown therein comprises a front impact beam 1, which is configured to have an elongated structure located on the front side of the vehicle body and extending in the transverse direction of the vehicle body, and an energy absorption box 2. The energy absorption boxes 2 are respectively arranged at the transverse tail ends of the front anti-collision beam 1, are constructed into hollow columns, are connected to the front anti-collision beam at one ends, and are connected to a vehicle frame at the other ends. The structure of the front impact beam 1 and the crash box 2 according to the invention is explained in detail below.
Fig. 3 shows a part of a front impact beam 1 of a front impact beam structure according to the invention. As can be seen from fig. 3, the cross section of the front impact beam 1 is configured in a lying down "concave" shape. The front impact beam 1 is open at both longitudinal ends, of which only one end is visible in fig. 3. The front anti-collision beam 1 is connected with the energy absorption box 2 on one side of the opening of the concave shape. The front anti-collision beam 1 is provided with limit welding studs 3 and 4 at the installation position relative to the energy absorption box 2, and the limit welding studs are used for limiting the longitudinal movement of the energy absorption box 2 along the front anti-collision beam 1 before the installation is completed.
Furthermore, as can be seen from fig. 3, the limit weld studs 3, 4 are respectively located on two convex portions of the front impact beam 1 in the shape of a Chinese character 'ao', and are arranged in a staggered manner in the transverse direction of the vehicle body. The limit weld studs 3, 4 are for example 5-10mm in diameter and the welding force requirement is greater than 50N.
Other shapes of the cross-section of the impact beam are of course also conceivable, such as a "D" shape or the like.
Figures 4 a-4 d illustrate the construction of the crash box 2 of the front impact beam structure according to the invention. The crash box is configured as a hollow cylinder and is connected at one end to the front impact beam and at the other end to the vehicle frame. The crash box is configured in the illustrated embodiment as a truncated pyramid, but any other cylindrical shape is also contemplated. The crash box can be formed, for example, by welding sheet metal parts. The crash box is configured on its outer side surface with a rib, in this embodiment a rib 5, which extends continuously over the outer side surface of the crash box for at least one revolution.
It should be mentioned here that the ribs can be concave ribs or convex ribs.
As can be seen from fig. 4a and 4b, the ribs 5 are arranged annularly on the outer side surface of the crash box 2. As can be seen from fig. 4c to 4d, the ribs 5 extend helically on the outer side surface of the crash box 2.
As can also be seen in fig. 4 a-4 d, the side of the crash box 2 facing the front impact beam 1 is closed, and the joint is welded with a carbon dioxide gas shield during welding. Wherein the end on the closed side has two claws 6 facing each other and projecting towards the front impact beam 1, said claws 6 being able to catch on the upper and lower sides of the front impact beam 1 to pre-fix the crash box 2 to the front impact beam, as can be seen in fig. 5 a-5 c. By pre-fixing the jaws of the crash box 2 on the front impact beam, the crash box 2 is at least prevented from moving in a direction perpendicular to the longitudinal direction of the front impact beam, in particular from moving.
In addition, the energy absorption box 2 is provided with two limiting convex parts 7 on one side facing the front anti-collision beam 1 and between the two claws 6, and the top surfaces of the limiting convex parts 7 can abut against the two convex parts of the front anti-collision beam 1 in a shape like a Chinese character 'ao' when being installed, so that the energy absorption box is also limited when being installed.
The longitudinal movement of the energy absorption box 2 along the front anti-collision beam 1 during installation is also limited by the matching of the groove 8 of the limiting bulge 7 on the energy absorption box 2 and the limiting welding studs 3 and 4 on the front anti-collision beam 1.
The energy absorption box 2 and the front impact beam 1 are substantially limited in relative movement in space by the interaction of the claws 6, limit projections 7 and recesses 8 on the energy absorption box 2 with the upper and lower sides of the front impact beam 1, the projections and limit weld studs 3, 4, respectively, so that they are pre-fixed together, which saves labor, for example, when an operator can complete the installation work. Through the above limiting mode, the problems of play and instability during the assembly and the pre-fixing of the energy absorption box are solved in an optimized mode.
Furthermore, figures 4 a-4 d show that each crash box has at least one rib 5, so that the crash box can be provided with more than one rib. For example, when the ribs are arranged in a ring on the outer surface of the crash box, two ribs are provided for each crash box, the distance between the two ribs being one third to one half of the length of the crash box. And when the rib extends spirally on the outer side surface of the crash box, the pitch of the spiral rib is one third to one half of the total length of the crash box. The number and pitch of the ribs can be set as desired.
It should furthermore be mentioned that the course of the rib preferably corresponds to the curvature of the connection of the front impact beam to the rib when the rib is arranged in a loop. When the ribs are arranged in a spiral shape, the direction of the ribs is in accordance with the curvature of the connecting part of the front anti-collision beam and the side surface parallel to the front anti-collision beam. In the embodiment shown, the curvature is, for example, at an angle of 30 degrees to the horizontal.
Fig. 5 a-5 c show partial views of the front impact beam structure according to the invention after attachment of the energy absorption box.
During installation, the front impact beam and the energy absorption box can be pre-installed together, and then the front impact beam and the energy absorption box are fixedly connected together through welding by means of a limit welding stud.
The anti-collision beam and the energy absorption box can be welded into a whole, and the scheme that the circumferential surfaces of the ribs on the energy absorption box are communicated has an energy absorption effect superior to that of the non-communicated ribs. The direction of the rib is consistent with the direction of the anti-collision beam, and the deformation stability of the energy absorption box is superior to that of a scheme with inconsistent curvature in the collision process.
The distance between the two ribs is the best deformation effect when the three branches of the total length of the energy absorption box are arranged, on the basis, the arrangement space is the most reasonable when the number of the ribs is 2, and when the number is more than or equal to 3, the energy absorption box is too long, so that the arrangement space of the front longitudinal beam can be influenced.
While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that these are by way of example only, and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and scope of the invention, and these changes and modifications are within the scope of the invention.
Claims (17)
1. A front impact beam structure for a vehicle, the front impact beam structure comprising:
-a front impact beam (1) configured to have an elongated configuration, located at the front side of the vehicle body and extending in the transverse direction of said body;
-energy-absorbing boxes (2), one at each lateral end of the front impact beam (1), the energy-absorbing boxes (2) being configured as hollow cylinders and being connected with one end to the front impact beam (1) and with the other end to the vehicle frame,
wherein the crash box (2) is formed with a rib (5) on its outer side surface, which extends continuously over the outer side surface of the crash box (2) for at least one revolution.
2. Front impact beam structure according to claim 1, characterized in that the ribs are arranged annularly on the outer side surface of the crash box (2).
3. Front impact beam structure according to claim 1, characterized in that the ribs run helically on the outer side surface of the crash box (2).
4. The front impact beam structure according to any one of claims 1 to 3, wherein the rib is a concave rib or a convex rib.
5. The front impact beam structure according to claim 2, wherein the rib runs in conformity with a curvature of a junction of the front impact beam and the rib.
6. The front impact beam structure according to claim 3, wherein the rib is oriented to conform to a curvature of a side of the front impact beam parallel to a junction thereof.
7. Front impact beam structure according to any one of claims 1 to 3, characterized in that the side of the energy absorption box (2) facing the front impact beam (1) is closed.
8. Front impact beam structure according to any one of claims 1 to 3, characterized in that the longitudinal ends of the front impact beam (1) are open.
9. Front impact beam structure according to any one of claims 1 to 3, characterized in that the cross-section of the front impact beam (1) is configured in the shape of a lying "concave" and that the front impact beam (1) is connected to the crash box (2) on the side of the opening of the "concave" shape.
10. Front impact beam structure according to claim 9, characterized in that the front impact beam (1) is provided with limit weld studs (3, 4) at the mounting position with respect to the energy absorption box (2), which limit weld studs are intended to limit the longitudinal movement of the energy absorption box (2) along the front impact beam (1) before the mounting is completed.
11. Front impact beam structure according to claim 10, characterized in that said limit weld studs (3, 4) are located on two raised portions of the "female" front impact beam (1), respectively, and are arranged offset in the transverse direction of the vehicle body.
12. Front impact beam structure according to claim 11, characterized in that the energy absorption box (2) has, at the end facing the front impact beam (1), two claws (6) facing each other and projecting towards the front impact beam (1), which claws can be clipped onto the upper and lower sides of the front impact beam (1) in order to pre-fix the energy absorption box to the front impact beam (1).
13. Front impact beam structure according to claim 12, characterized in that the energy absorption box (2) is provided with two limit projections (7) on the side facing the front impact beam (1) and between the two claws (6), the top faces of which limit projections can bear on the projections of the front impact beam (1) when mounted.
14. Front impact beam structure according to claim 13, characterized in that two limiting projections (7) are each configured with a groove that can receive and stop the limiting weld stud (3, 4).
15. Front impact beam structure according to claim 1 or 2, characterized in that each crash box (2) is provided with more than one rib.
16. Front impact beam structure according to claim 15, characterized in that each energy absorption box (2) is provided with two ribs, the distance between the two ribs being one third to one half of the length of the energy absorption box.
17. The front impact beam structure of claim 3, wherein the pitch of the helical rib is one-third to one-half of the total length of the crash box.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811583406.1A CN111347991A (en) | 2018-12-24 | 2018-12-24 | Front impact beam structure for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811583406.1A CN111347991A (en) | 2018-12-24 | 2018-12-24 | Front impact beam structure for vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN111347991A true CN111347991A (en) | 2020-06-30 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811583406.1A Pending CN111347991A (en) | 2018-12-24 | 2018-12-24 | Front impact beam structure for vehicle |
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| CN (1) | CN111347991A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101767555A (en) * | 2010-02-11 | 2010-07-07 | 凌云工业股份有限公司 | Front anticollision beam of automobile |
| US20110121587A1 (en) * | 2009-11-20 | 2011-05-26 | Benteler Automobiltechnik Gmbh | Bumper system |
| CN201849433U (en) * | 2010-10-19 | 2011-06-01 | 凌云工业股份有限公司 | Crash box structure capable of giving consideration to crash energy absorption and residual deformation for crash beam of automobile |
| CN202271942U (en) * | 2011-09-22 | 2012-06-13 | 重庆长安汽车股份有限公司 | Automobile front anticollision beam assembly |
| CN204488704U (en) * | 2015-01-29 | 2015-07-22 | 北京汽车股份有限公司 | Collision prevention of vehicle beam energy-absorption box |
-
2018
- 2018-12-24 CN CN201811583406.1A patent/CN111347991A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20110121587A1 (en) * | 2009-11-20 | 2011-05-26 | Benteler Automobiltechnik Gmbh | Bumper system |
| CN101767555A (en) * | 2010-02-11 | 2010-07-07 | 凌云工业股份有限公司 | Front anticollision beam of automobile |
| CN201849433U (en) * | 2010-10-19 | 2011-06-01 | 凌云工业股份有限公司 | Crash box structure capable of giving consideration to crash energy absorption and residual deformation for crash beam of automobile |
| CN202271942U (en) * | 2011-09-22 | 2012-06-13 | 重庆长安汽车股份有限公司 | Automobile front anticollision beam assembly |
| CN204488704U (en) * | 2015-01-29 | 2015-07-22 | 北京汽车股份有限公司 | Collision prevention of vehicle beam energy-absorption box |
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Application publication date: 20200630 |
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