CN115431914A - Automobile anti-collision structure and vehicle - Google Patents

Abstract

The invention relates to an automobile anti-collision structure and a vehicle, comprising: the two front anti-collision plates are arranged in parallel, and at least one front anti-collision rod is fixed between the two front anti-collision plates; the two first anti-collision assemblies correspond to the two front anti-collision plates one by one, and are fixed on the corresponding front anti-collision plates; and the reinforced anti-collision cross beam is fixed between the two first anti-collision assemblies. When the automobile bumper disclosed by the invention is collided at a low speed, the front anti-collision plate and the front anti-collision rod can be preliminarily collapsed to absorb energy; when the collision strength is overlarge, the residual energy can be continuously transmitted to one position of the anti-collision assembly, and the crumple energy absorption is carried out again, so that the reliability of the automobile anti-collision structure is improved, and meanwhile, the reinforced anti-collision cross beam is used for reinforcing the automobile anti-collision structure to prevent the rear structure from deforming; and finally, the residual energy is transmitted to a front longitudinal beam assembly of the whole vehicle to slightly deform the front longitudinal beam assembly, so that the safety of a cabin and passengers is protected.

Description

Automobile anti-collision structure and vehicle

Technical Field

The invention relates to the field of automobile bumper structures, in particular to an automobile bumper structure and a vehicle.

Background

With the development of automobile manufacturing technology, the automobile holding capacity is continuously improved, and the automobile becomes an indispensable tool for transportation in people's life. When selecting and purchasing automobiles, people often pay more attention to the safety of the automobiles, particularly to the safety performance of an anti-collision structure in the collision process.

In the related technology, the automobile bumper structure is insufficient in rigidity, easy to deform and influence the feeling of passengers, and even cracks occur in serious conditions, so that the life and property safety of people is seriously influenced. Therefore, the rigidity and the strength of the front bumper reinforcing structure of the off-road vehicle have great influence on the use safety of the vehicle.

Disclosure of Invention

The embodiment of the invention provides an automobile anti-collision structure and an automobile, and aims to solve the problems that in the related technology, an automobile anti-collision bar structure is insufficient in rigidity, is easy to deform, influences the feeling of passengers, and even cracks in serious cases.

In a first aspect, an automotive crash structure is provided, comprising: the two front anti-collision plates are arranged in parallel, and at least one front anti-collision rod is fixed between the two front anti-collision plates; the two first anti-collision assemblies correspond to the two front anti-collision plates one by one, and are fixed on the corresponding front anti-collision plates; and the reinforced anti-collision cross beam is fixed between the two first anti-collision assemblies.

The technical effect of the scheme is that the front anti-collision plate and the front anti-collision rod can be preliminarily collapsed for energy absorption during low-speed collision; when the collision strength is overlarge, the residual energy can be continuously transmitted to the first part of the anti-collision assembly, and the crumple energy absorption is carried out again, so that the reliability of the automobile anti-collision structure is improved, meanwhile, the anti-collision beam is reinforced to strengthen the automobile anti-collision structure, the deformation of the rear structure is prevented, the parts of an engine room are protected, and the maintenance economy is improved; and finally, the residual energy is transmitted to a front longitudinal beam assembly of the whole vehicle to slightly deform the front longitudinal beam assembly, so that the safety of a cabin and passengers is protected.

In some embodiments, each of the front fender panels comprises a vertical section and a curved section connected to each other, such that the front fender panels are substantially L-shaped; one end of the first anti-collision assembly is fixed on the corresponding vertical section of the front anti-collision plate, and the other end of the first anti-collision assembly is used for being fixed with a front longitudinal beam assembly of the whole vehicle; and the bending section of each front anti-collision plate is used for being fixed with a front cross beam assembly of the whole vehicle.

The technical effect of adopting the above scheme is that when the anti-collision structure encounters a collision, the energy of the anti-collision structure is firstly absorbed by the front anti-collision plate and the front anti-collision rod and then is transmitted to the anti-collision assembly at the vertical section of the anti-collision structure, the anti-collision structure further collapses and absorbs the energy, the rest energy is transmitted to the front longitudinal beam assembly of the whole vehicle to be absorbed, meanwhile, the rest energy can be dispersed and transmitted to the bent section of the front anti-collision plate and finally transmitted to the front cross beam assembly of the whole vehicle, the whole bearing impact force of the front longitudinal beam assembly can be reduced, so that the bent section of the front anti-collision plate can well disperse the impact energy coming from the front side, the impact force is dispersed to the front cross beam assembly, and the life safety of drivers in the vehicle is ensured. The transmission path of the force in the collision process is greatly improved, and the energy in the collision process is effectively dispersed and transmitted to the front cross beam assembly.

In some embodiments, each of the first bumper assemblies comprises: the two connecting longitudinal beams are arranged in the height direction of the automobile body at intervals, and one ends of the two connecting longitudinal beams are fixed with the corresponding front anti-collision plate.

The technical effect who adopts above-mentioned scheme does, and the connection longeron adopts upper and lower two-layer structure, and its anticollision structure takes place to turn over inefficacy among the collision process of preventing. The central height of the connecting longitudinal beam is basically the same as that of the front cross beam assembly, so that the moment is reduced, and the force transmission is facilitated.

In some embodiments, each of the first bumper assemblies comprises: the connecting inclined beam is fixed between one of the connecting longitudinal beams and the corresponding front anti-collision plate.

The technical effect who adopts above-mentioned scheme does, connects the sloping and makes to be connected fixedly between the longeron and the first half of preceding crashproof board to when the first half of preceding crashproof board was towards the collision, its impact force can disperse to transmit to connecting longeron department through connecting the sloping and crumple the energy-absorbing, has solved the weak problem of its first half crashproof ability of current anti-collision structure.

In some embodiments, the vehicle impact structure includes: the two second anti-collision assemblies correspond to the two first anti-collision assemblies one by one; every two narrow one ends of anticollision assembly are all used for guaranteeing fixedly with the front of whole car, and wide one end all with correspond anticollision assembly one is fixed.

The technical effect of the scheme is that when the second anti-collision assembly can face the side collision, the impact force of the second anti-collision assembly is transmitted to the first anti-collision assembly to be dispersed, so that a side protection effect is achieved; a conical structure is formed between the second anti-collision assembly and the first anti-collision assembly, and the capability of the structure for defending oblique impact can be enhanced.

In some embodiments, each of the second bumper assemblies includes: one end of each side anti-collision rod I is fixed on the corresponding anti-collision assembly I, and the other end of each side anti-collision rod I is used for being fixed with a front bumper of the whole vehicle; the side anti-collision rod is bent and extended towards the outer side of the vehicle body and towards the rear upper part of the vehicle body.

The technical effect who adopts above-mentioned scheme does, when the side crash bar face side collision, disperses its impact force transmission to anticollision assembly department, plays a side guard action.

In some embodiments, each of the second bumper assemblies includes: one end of each side anti-collision rod II is fixed on the corresponding anti-collision assembly I, and the other end of each side anti-collision rod II is fixed with the side anti-collision rod I; the curved path of the second side impact beam is substantially the same as the curved path of the first side impact beam.

The technical effect of adopting the scheme is that when the side impact bar II is in collision, the dispersion degree of the side impact force can be improved, partial energy is dispersed to the first anti-collision assembly, the side impact bar II and the side impact bar I are approximately positioned on the same plane, and the frontal collision area can be increased.

In some embodiments, each of the second bumper assemblies includes: one end of each side anti-collision rod III is fixed on the corresponding anti-collision assembly I, and the other end of each side anti-collision rod III is fixed with the side anti-collision rod I; the third side anti-collision rod and the first side anti-collision rod are arranged in a crossed mode.

The technical effect of adopting above-mentioned scheme does, and side crash bar three can further improve side crash bar two and side crash bar one and receive the collision strength, plays good support intensity, has better intensity and stability.

In some embodiments, at least one crash reinforcement bar is fixed inside each front crash panel.

The technical effect of adopting above-mentioned scheme does, and when crashproof board was in the front when colliding in the face of the front, when certain structural strength was guaranteed to the anticollision stiffener, also can play good crumple energy-absorbing simultaneously.

In a second aspect, a vehicle is provided that includes the above-described automotive crash structure.

The technical effect of the scheme is that the collision-proof structure of the automobile is used for absorbing impact force generated when the automobile is collided, so that the deformation of an automobile body is reduced, further the protection of passengers on the automobile is realized, and the disassembly and the maintenance are convenient; the structure is welded, the structure is simple, and the maintainability is good.

The technical scheme provided by the invention has the beneficial effects that: when the automobile collides at a low speed, the front anti-collision plate and the front anti-collision rod can be preliminarily collapsed for energy absorption; when the collision strength is overlarge, the residual energy can be continuously transmitted to one part of the anti-collision assembly, and the crumple energy absorption is performed again, so that the reliability of the automobile anti-collision structure is improved, meanwhile, the reinforced anti-collision cross beam reinforces the automobile anti-collision structure, the deformation of the rear structure is prevented, the parts of an engine room are protected, and the maintenance economy is improved; and finally, the residual energy is transmitted to a front longitudinal beam assembly of the whole vehicle to slightly deform the front longitudinal beam assembly, so that the safety of a cabin and passengers is protected.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is a schematic perspective view of an automotive anti-collision structure according to an embodiment of the present invention;

fig. 2 is an exploded view of an anti-collision structure of an automobile according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a force analysis of an automobile anti-collision structure according to an embodiment of the present invention;

FIG. 4 is a schematic structural view of a bumper assembly according to an embodiment of the present invention mounted to a front rail assembly and a front cross member assembly;

fig. 5 is a schematic structural view of a bumper assembly according to an embodiment of the present invention.

In the figure: 1. a front fender; 11. an anti-collision reinforcing rod; 2. a front bumper bar; 3. a first anti-collision assembly; 31. connecting the longitudinal beams; 32. connecting the inclined beams; 4. reinforcing the anti-collision cross beam; 5. a second anti-collision assembly; 51. a first side anti-collision rod; 52. a second side anti-collision rod; 53. a third side bumper bar; 6. a front rail assembly; 7. a front cross beam assembly; 8. and (6) performing pre-insurance.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

The embodiment of the invention provides an automobile anti-collision structure and an automobile, and aims to solve the problems that in the related technology, an automobile anti-collision bar structure is insufficient in rigidity, is easy to deform, influences the feeling of passengers, and even cracks in serious cases.

As shown in fig. 1, an embodiment of the present invention provides an automobile anti-collision structure, which includes: the anti-collision device comprises two front anti-collision plates 1, wherein the two front anti-collision plates 1 are arranged in parallel, and at least one front anti-collision rod 2 is fixed between the two front anti-collision plates 1; the two first anti-collision assemblies 3 correspond to the two front anti-collision plates 1 one by one, and the two first anti-collision assemblies 3 are fixed on the corresponding front anti-collision plates 1; and the reinforced anti-collision cross beam 4 is fixed between the two anti-collision assemblies I3. As shown in fig. 3 and 4, the front bumper plate 1 is fixedly mounted on a front longitudinal beam assembly 6 of the whole vehicle through a corresponding first anti-collision assembly 3.

Specifically, as shown in fig. 1, when a collision occurs at a low speed, the front bumper plate 1 and the front bumper bar 2 can initially collapse and absorb energy; when the collision strength is too high, the residual energy can be continuously transmitted to the first 3 parts of the collision-prevention assembly, the collapse energy absorption is carried out again, the reliability of the automobile collision-prevention structure is improved, meanwhile, the reinforced collision-prevention cross beam 4 is used for reinforcing the automobile collision-prevention structure, the deformation of the rear structure of the whole automobile is prevented, the parts of an engine room are protected, and the maintenance economy is improved; finally, the residual energy is transferred to the front longitudinal beam assembly 6 of the whole vehicle, so that the front longitudinal beam assembly is slightly deformed, and the safety of a cabin and passengers is protected.

In some alternative embodiments, as shown in fig. 1, the front impact beam 2 may be provided in a plurality of numbers and arranged in parallel in the height direction of the vehicle body, which can further improve the structural strength of the front impact plate 1 and the front impact beam 2 and improve the collision performance thereof. Specifically, both ends of the front bumper bar 2 are installed inside the two front bumper plates 1 in a penetrating manner, so that the structural performance of the front bumper bar 2 can be further improved.

Certainly, the front bumper bar 2 at the lowest part can be approximately positioned on the same horizontal plane with the reinforced anti-collision cross beam 4 at the rear part, so that the front bumper bar 2 below the front bumper bar can firstly bear the impact force and plays a role in protecting the reinforced anti-collision cross beam 4 at the rear part, the integrity of the reinforced anti-collision cross beam 4 is ensured when the automobile is slightly impacted at a low speed, the maintenance cost is reduced, and the economical efficiency of the automobile anti-collision structure is improved.

In some alternative embodiments, both ends of the front bumper bar 2 can also be fixed between the two front bumper plates 1, so that a good front-side collision prevention effect can be achieved.

In some optional embodiments, as shown in fig. 2, the front fender 1 may include a hollow fender body and two packaging ribs, and the two packaging auxiliary boards are fixed on two opposite sides of the hollow fender body in a packaging manner, so as to improve the collapsing energy-absorbing effect of the front fender 1 and also lighten the crash-proof structure.

In some embodiments, as shown in fig. 2, 3 and 4, each of the front fender panels 1 includes a vertical section and a curved section connected to each other, so that the front fender panels 1 are substantially L-shaped; one end of the first anti-collision assembly 3 is fixed to the corresponding vertical section of the front anti-collision plate 1, and the other end of the first anti-collision assembly is used for being fixed to a front longitudinal beam assembly 6 of the whole vehicle; and the bending section of each front anti-collision plate 1 is used for being fixed with a front cross beam assembly 7 of the whole vehicle. When the anti-collision structure encounters collision, the energy of the anti-collision structure is absorbed by the front anti-collision plate 1 and the front anti-collision rod 2 and then is transmitted to the first anti-collision assembly 3 at the vertical section of the anti-collision structure, the anti-collision structure further collapses for absorbing energy, the rest energy is transmitted to the front longitudinal beam assembly 6 of the whole vehicle for absorbing, meanwhile, the rest energy can be dispersed and transmitted to the bent section of the front anti-collision plate 1 and finally transmitted to the front cross beam assembly 7 of the whole vehicle, so that the whole bearing impact force of the front longitudinal beam assembly 6 can be reduced, the bent section of the front anti-collision plate 1 can well disperse the impact energy coming from the front side, the impact force is dispersed to the front cross beam assembly 7, and the life safety of drivers in the vehicle is ensured. The transmission path of force in the collision process is greatly improved, and the energy in the collision process is effectively dispersed and transmitted to the front cross beam assembly 7.

Specifically, the bent section of the front anti-collision plate penetrates through the front cross beam assembly 7 and is fixed to the lower end face of the front longitudinal beam assembly 6 through two bolts and one mounting sleeve, so that the force transmission path is increased, and energy in the collision process is effectively dispersed and transmitted to the front cross beam assembly 7.

In some embodiments, as shown in fig. 2, each of the first collision avoidance assemblies 3 may include: two connect longeron 31, in the automobile body direction of height, two connect longeron 31 interval setting, and two connect longeron 31's one end all with corresponding preceding crashproof board 1 is fixed. The connecting longitudinal beam 31 is hollow, and can collapse and absorb energy when the impact force is applied. Wherein, connect longeron 31 and adopt two-layer structure from top to bottom, prevent that its anticollision structure of collision in-process from taking place to invert inefficacy. The central height of the connecting longitudinal beam 31 is basically the same as that of the front cross beam assembly 7, so that the moment is reduced, and the force transmission is facilitated.

Specifically, both ends of the reinforced anti-collision cross beam 4 are fixed on the side faces of the four connecting longitudinal beams 31, so that the connection strength of the reinforced anti-collision cross beam 4 is ensured, and the two ends of the reinforced anti-collision cross beam 4 can be fixed on one connecting longitudinal beam 31 independently. The reinforced anti-collision cross beam 4 reinforces the automobile anti-collision structure, prevents the deformation of the structure behind, protects the parts of the engine room and improves the maintenance economy.

More specifically, as shown in fig. 3, the front side member assembly 6 and the connecting side member 31 are both provided with an anti-collision mounting plate at the end face close to each other, and the front side member assembly 6 and the connecting side member 31 are fixedly mounted by bolts through the anti-collision mounting plates on the front side member assembly and the connecting side member.

In some alternative embodiments, the number of the connecting longitudinal beams 31 on the same side can be three to four, and the reinforcing anti-collision cross beams 4 between the connecting longitudinal beams can be correspondingly thickened, so as to further improve the structural strength of the automobile anti-collision structure.

In some optional embodiments, the number of the connecting longitudinal beams 31 on the same side can also be set to three to four, and one reinforced anti-collision cross beam 4 is fixed to each of the two connecting longitudinal beams 31 on opposite sides and on the same horizontal plane, so that the impact energy of the reinforced anti-collision cross beam 4 facing the front surface in a large range can be improved, and the safety of the automobile anti-collision structure is further improved.

In some optional embodiments, two connecting longitudinal beams 31 on two opposite sides and on the same horizontal plane are in a group, and the reinforced anti-collision cross beam 4 can be set to be in a group at intervals for installation and fixation, so that the structural performance of the anti-collision assembly one 3 can be improved, and meanwhile, the manufacturing cost of the automobile anti-collision structure can be reduced.

In some embodiments, as shown in fig. 2 and 3, each of the first anti-collision assemblies 3 may include: and the connecting inclined beam 32 is fixed between one of the connecting longitudinal beams 31 and the corresponding front anti-collision plate 1. The connecting oblique beam 32 enables the connecting longitudinal beam 31 to be fixedly connected with the upper half part of the front anti-collision plate 1, so that when the upper half part of the front anti-collision plate 1 is collided, impact force of the connecting oblique beam 32 is dispersed and transmitted to the connecting longitudinal beam 31 for crumpling and energy absorption, the problem that the anti-collision capacity of the upper half part of the existing anti-collision structure is weak is solved, and the automobile anti-collision mechanism is prevented from being seriously deformed due to the overlong upper force arm of the front anti-collision plate 1.

In some alternative embodiments, one end of the connecting oblique beam 32 may be fixed to the corresponding front impact-proof plate 1, and the other end of the connecting oblique beam may be fixed to the upper end surface of the front side member assembly 6 of the entire vehicle, so that the energy transmitted by the connecting oblique beam 32 is transmitted to the front side member assembly 6 for energy absorption.

In some optional embodiments, the two connecting oblique beams 32 may be provided, one is fixed on the front impact-proof plate 1 and the connecting longitudinal beam 31, and the other is fixed between the front impact-proof plate 1 and the front longitudinal beam assembly 6 of the whole vehicle, so as to implement a plurality of force transmission paths, greatly improve the anti-collision performance of the vehicle anti-collision structure, implement the dispersion and transmission of impact energy concentrated at the front, ensure the safety of the vehicle travelers, and reduce the injury risk of the travelers to the greatest extent.

In some embodiments, as shown in fig. 1 and 2, the vehicle crash structure may include: the two second anti-collision assemblies 5 correspond to the two first anti-collision assemblies 3 one by one; every two 5 of anticollision assemblies are the toper setting, and every the two 5 narrow one ends of anticollision assembly all are used for with the whole car before protect 8 fixed, and wide one end all with correspond anticollision assembly 3 is fixed. Wherein, when its two 5 anticollision assemblies can face the side collision, transmit its impact force to anticollision assembly 3 and locate to disperse, play a side guard action, realize also can play the dispersion and transmit anticollision assembly 3 department facing the impact force of side direction, further improve the dispersion effect of power when the received impact of this automobile anti-collision structure.

Specifically, a conical structure is formed between the second anti-collision assembly 5 and the connecting longitudinal beam 31 and the connecting oblique beam 32, so that the capability of the structure for resisting oblique-direction impact can be enhanced.

In some embodiments, each of the two bumper assemblies 5 may include: one end of each side anti-collision rod 51 is fixed on the corresponding anti-collision assembly 3, and the other end of each side anti-collision rod 51 is fixed with the front bumper 8 of the whole vehicle; the first side impact beam 51 is bent and extended towards the outer side of the vehicle body and towards the rear upper part of the vehicle body. Specifically, as shown in fig. 2 and 5, one end of the first side impact beam 51 is fixed to the uppermost connecting longitudinal beam 31, and the other end thereof is fixedly mounted to the side impact mounting plate on the front bumper 8 through the side impact mounting plate. When the first side impact bar 51 is in side collision, the impact force is transmitted to the uppermost connecting longitudinal beam 31 to be dispersed, and a side protection effect is achieved.

In some embodiments, each of the two bumper assemblies 5 may include: one end of each side anti-collision rod II 52 is fixed on the corresponding anti-collision assembly I3, and the other end of each side anti-collision rod II 52 is fixed with the corresponding side anti-collision rod I51; the curved path of the second side impact beam 52 is substantially the same as the curved path of the first side impact beam 51. Specifically, one end of the side impact bar II 52 is welded with the side impact bar I51, the other end of the side impact bar II is welded with the connecting oblique beam 32, on the basis of the side impact bar I51, when the side impact bar II 52 is in face-to-face collision, part of energy is dispersed to the connecting oblique beam 32 and then transmitted to the front impact plate 1, when side collision is realized, the energy can be dispersed to the first impact assembly 3 and the front impact plate 1, and the dispersion degree of side impact force is greatly improved.

Meanwhile, the second side impact beam 52 and the first side impact beam 51 are positioned on the same plane, so that the impact area of the side surface can be increased.

In some embodiments, as shown in fig. 2, each of the two crash assemblies 5 may include: one end of each side anti-collision rod three 53 is fixed on the corresponding anti-collision assembly one 3, and the other end of each side anti-collision rod three 53 is fixed with the side anti-collision rod one 51; the third side bumper bar 53 and the first side bumper bar 51 are arranged in a crossed manner. Specifically, one end of the side impact beam three 53 is fixed to the side impact beam one 51, and the other end thereof is fixed to the uppermost connecting longitudinal beam 31, but may be fixed to the lowermost connecting longitudinal beam 31. The third side impact bar 53 can further improve the collision strength of the second side impact bar 52 and the first side impact bar 51, and has good support strength.

Finally, the three round tubes of the second anti-collision assembly 5 are in a conical structure, so that the strength and the stability are better, and the impact force generated by side collision can be effectively transmitted to the two connecting longitudinal beams 31 and the connecting oblique beams 32 through the first side anti-collision rod 51, the second side anti-collision rod 52 and the third side anti-collision rod 53, so that the side protection effect is achieved.

In some embodiments, as shown in fig. 2, at least one crash reinforcement bar 11 is fixed inside each front fender 1. The height position of the crash reinforcement bar 11 is substantially on the same plane as the upper end of the connecting inclined beam 32, and when the front fender panel 1 is in a frontal collision, the crash reinforcement bar 11 can also perform good collapse energy absorption while ensuring a certain structural strength. Specifically, when a large amount of impact force is applied to the anti-collision reinforcing rod 11, the impact force is transmitted to the connecting oblique beam 32 behind the anti-collision reinforcing rod, so that the impact force can be dispersed and transmitted to the connecting longitudinal beam 31 through the connecting oblique beam 32, the impact force can be collapsed and absorbed through the first 3 positions of the anti-collision assembly, the force transmission path is increased, and the anti-collision capacity of the automobile anti-collision structure is enhanced.

To sum up, the sheet metal component adopts the superhigh intensity material among the automobile anti-collision structure in above some embodiments, mainly can adopt two kinds of overlap joint modes of welding and bolted connection.

In some embodiments, a vehicle may be equipped with the above-mentioned vehicle impact structure. When the vehicle collides at a low speed, the front anti-collision plate 1 and the front anti-collision rod 2 can be initially collapsed to absorb energy; when the collision strength is too high, the residual energy can be continuously transmitted to the first anti-collision assembly 3 to be collapsed and absorbed again, so that the reliability of the automobile anti-collision structure is improved, meanwhile, the reinforced anti-collision cross beam 4 is used for reinforcing the automobile anti-collision structure, the deformation of the rear structure is prevented, the parts of a cabin are protected, and the maintenance economy is improved; the last residual energy is transmitted to a front longitudinal beam assembly 6 of the whole vehicle, and simultaneously, the impact energy of the front longitudinal beam assembly is dispersed and transmitted to a front cross beam assembly 7, so that the front longitudinal beam assembly is slightly deformed, and the cabin and passengers are protected to be safe; the structure is welded, the structure is simple, and the maintainability is better.

In the description of the present invention, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

It is to be noted that, in the present invention, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising one of 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. An automotive crash-proof structure, characterized in that it comprises:

the anti-collision device comprises two front anti-collision plates (1), wherein the two front anti-collision plates (1) are arranged in parallel, and at least one front anti-collision rod (2) is fixed between the two front anti-collision plates (1);

the two first anti-collision assemblies (3) correspond to the two front anti-collision plates (1) one by one, and the two first anti-collision assemblies (3) are fixed on the corresponding front anti-collision plates (1);

and the reinforced anti-collision cross beam (4) is fixed between the two anti-collision assemblies I (3).

2. The automobile crash structure as recited in claim 1, wherein: each front anti-collision plate (1) comprises a vertical section and a bent section which are connected with each other, so that the front anti-collision plates (1) are approximately L-shaped;

one end of the first anti-collision assembly (3) is fixed on the corresponding vertical section of the front anti-collision plate (1), and the other end of the first anti-collision assembly is used for being fixed with a front longitudinal beam assembly (6) of the whole vehicle;

the bending section of each front anti-collision plate (1) is used for being fixed with a front beam assembly (7) of the whole vehicle.

3. The automobile crash structure as recited in claim 1, wherein: each of the first anti-collision assemblies (3) comprises:

two connect longeron (31), in the automobile body direction of height, two connect longeron (31) interval setting, and two the one end of connecting longeron (31) all with correspond preceding crashproof board (1) is fixed.

4. A crash structure for a vehicle as set forth in claim 3, wherein: each of the first anti-collision assemblies (3) comprises:

the connecting oblique beam (32) is fixed between one of the connecting longitudinal beams (31) and the corresponding front anti-collision plate (1).

5. The automobile crash structure as recited in claim 1, wherein: the automobile anti-collision structure includes:

the two second anti-collision assemblies (5) correspond to the two first anti-collision assemblies (3) one by one;

every two (5) of anticollision assemblies are the toper setting, and every the narrow one end of two (5) of anticollision assemblies all is used for guaranteeing (8) fixedly with the front of whole car, and wide one end all with correspond anticollision assembly (3) are fixed.

6. The automotive crash structure as recited in claim 5, wherein: each of the second anti-collision assemblies (5) comprises:

one end of each side anti-collision rod I (51) is fixed on the corresponding anti-collision assembly I (3), and the other end of each side anti-collision rod I (51) is fixed with a front bumper (8) of the whole vehicle;

the first side impact beam (51) is bent and extended towards the outer side of the vehicle body and towards the rear upper part of the vehicle body.

7. The automobile crash structure as recited in claim 6, wherein: each of the second anti-collision assemblies (5) comprises:

one end of each side anti-collision rod II (52) is fixed on the corresponding anti-collision assembly I (3), and the other end of each side anti-collision rod II (52) is fixed with the corresponding side anti-collision rod I (51);

the curved path of the side impact beam II (52) is substantially the same as the curved path of the side impact beam I (51).

8. The automobile crash structure as recited in claim 6 or 7, wherein: each of the second anti-collision assemblies (5) comprises:

one end of each side anti-collision rod III (53) is fixed on the corresponding anti-collision assembly I (3), and the other end of each side anti-collision rod III (53) is fixed with the side anti-collision rod I (51);

the third side impact-proof rod (53) and the first side impact-proof rod (51) are arranged in a crossed manner.

9. The automotive crash structure as recited in claim 1, wherein: at least one anti-collision reinforcing rod (11) is fixed in each front anti-collision plate (1).

10. A vehicle, characterized in that: comprising a vehicle crash structure according to any one of claims 1-9.

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