CN218892528U - Anti-collision beam assembly and vehicle - Google Patents
Anti-collision beam assembly and vehicle Download PDFInfo
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- CN218892528U CN218892528U CN202222918355.1U CN202222918355U CN218892528U CN 218892528 U CN218892528 U CN 218892528U CN 202222918355 U CN202222918355 U CN 202222918355U CN 218892528 U CN218892528 U CN 218892528U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The application discloses an anti-collision beam assembly and a vehicle. The crashproof roof beam assembly includes: an anti-collision cross beam; the main energy absorption assembly comprises a main energy absorption box and a longitudinal beam, and the main energy absorption box is connected between the anti-collision cross beam and the longitudinal beam; the auxiliary energy absorption assembly comprises an auxiliary energy absorption box and side reinforcement beams, wherein the auxiliary energy absorption box is connected between the anti-collision cross beam and the side reinforcement beams, and the side reinforcement beams and the longitudinal beams are arranged at intervals; the auxiliary energy absorption boxes and the main energy absorption boxes are arranged side by side and support the same end of the anti-collision cross beam, and the side reinforcing beam is located on one side of the longitudinal beam. Through the mode, the anti-collision beam assembly that this application provided can effectively promote anti-collision beam assembly's energy-absorbing efficiency and have better protectiveness.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to an anti-collision beam assembly and a vehicle.
Background
The front end collision protection structure of the traditional vehicle generally comprises a front cross beam, an energy absorption box and a longitudinal beam. The energy absorption box deforms to absorb energy when low-speed collision occurs, and the longitudinal beam does not deform; when high-speed collision occurs, the longitudinal beam is bent and deformed after the deformation of the energy absorption box, so that more collision energy is absorbed.
For the occurrence of collision accidents with small overlapping rate, the energy absorption boxes and the longitudinal beams do not participate in deformation energy absorption, so that the passenger cabin directly participates in the collision process, the deformation of the passenger cabin is heavy, and the damage cost of the vehicle is high.
And to the accident that takes place the vehicle to bumping, because the vehicle height is different, longeron intensity is different because of the car, and vehicle weight is different again, traditional vehicle front end collision protective structure easily leads to often the vehicle that body structure is stronger can cause very big deformation by crashing the vehicle front deck, serious probably can extrude crashing the vehicle passenger cabin, causes abominable result.
Disclosure of Invention
The application mainly provides an anticollision roof beam assembly and vehicle to solve the front end collision protective structure of vehicle and easily become serious problem when the collision because of energy-absorbing inefficiency leads to.
In order to solve the technical problems, one technical scheme adopted by the application is as follows: an impact beam assembly is provided. The crashproof roof beam assembly includes: an anti-collision cross beam; the main energy absorption assembly comprises a main energy absorption box and a longitudinal beam, and the main energy absorption box is connected between the anti-collision cross beam and the longitudinal beam; the auxiliary energy absorption assembly comprises an auxiliary energy absorption box and side reinforcement beams, wherein the auxiliary energy absorption box is connected between the anti-collision cross beam and the side reinforcement beams, and the side reinforcement beams and the longitudinal beams are arranged at intervals; the auxiliary energy absorption boxes and the main energy absorption boxes are arranged side by side and support the same end of the anti-collision cross beam, and the side reinforcing beam is located on one side of the longitudinal beam.
In some embodiments, the side reinforcement beams are upwardly arched.
In some embodiments, the side reinforcement beams are hollow beams that form a closed cavity.
In some embodiments, an end area of the side reinforcement beam away from the secondary energy box is greater than an end area of the side reinforcement beam toward the secondary energy box.
In some embodiments, the spacing between the side reinforcement beam and the longitudinal beam is gradually increased along the extending direction of the longitudinal beam, and one end of the side reinforcement beam, which is far away from the auxiliary energy absorption box, is fixedly connected to the door post.
In some embodiments, an end of the longitudinal beam facing away from the primary energy absorber box is used to connect to a chassis, and an end of the side reinforcement beam facing away from the secondary energy absorber box is connected to an a-pillar.
In some embodiments, the primary energy absorber box and the secondary energy absorber box are both detachably connected to the impact beam, the primary energy absorber box is non-detachably connected to the side rail, and the secondary energy absorber box is non-detachably connected to the side reinforcement beam.
In some embodiments, the primary energy absorber box and the secondary energy absorber box are both in threaded connection with the anti-collision cross beam, the primary energy absorber box is welded with the longitudinal beam, and the secondary energy absorber box is welded with the side reinforcement beam.
In some embodiments, the anti-collision beam assembly comprises two groups of the main energy absorbing components and two groups of the auxiliary energy absorbing components, and the two groups of the main energy absorbing components and the two groups of the auxiliary energy absorbing components are respectively supported at two ends of the anti-collision cross beam, wherein the two longitudinal beams are positioned between the two side reinforcing beams.
In order to solve the technical problems, another technical scheme adopted by the application is as follows: a vehicle is provided. The vehicle comprises an anti-collision beam assembly as described above
The beneficial effects of this application are: unlike the prior art, the application discloses an anti-collision beam assembly and a vehicle. According to the energy absorption device, through structural optimization of the anti-collision beam assembly, on one hand, the double-absorption energy box structure of the main energy box and the auxiliary energy box is adopted at the same end part of the anti-collision beam, so that the energy absorption efficiency of all collision forms under high speed, medium speed and low speed can be effectively improved, the energy absorption efficiency under the collision protection of the small overlapping rate can be improved, on the other hand, the energy absorption device is connected with the auxiliary energy box through the side reinforcing beam, and a front force transmission path is relatively newly increased, so that the energy absorption device has wider protection range, stronger energy absorption efficiency and better protection performance compared with the structure of the traditional single longitudinal beam and the main energy box.
Drawings
For a clearer description of embodiments of the present application or of the solutions of the prior art, the drawings that are required to be used in the description of the embodiments or of the prior art will be briefly described, it being apparent that the drawings in the description below are only some embodiments of the present application, and that other drawings may be obtained, without inventive effort, by a person skilled in the art from these drawings, in which:
FIG. 1 is a schematic top view of one embodiment of an impact beam assembly provided herein;
fig. 2 is a schematic side view of the impact beam assembly of fig. 1.
Detailed Description
The following description of the technical solutions in the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The terms "first," "second," "third," and the like in the embodiments of the present application are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", and "a third" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the present application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments.
Referring to fig. 1 and 2, fig. 1 is a schematic top view of an embodiment of an impact beam assembly provided in the present application, and fig. 2 is a schematic side view of the impact beam assembly shown in fig. 1.
The impact beam assembly 100 may be used as a front impact beam assembly on a vehicle or as a rear impact beam assembly.
The anti-collision beam assembly 100 comprises an anti-collision beam 10, a main energy absorption assembly 20 and a secondary energy absorption assembly 30, wherein the main energy absorption assembly 20 comprises a main energy absorption box 22 and a longitudinal beam 24, and the main energy absorption box 22 is connected between the anti-collision beam 10 and the longitudinal beam 24; the auxiliary energy absorption assembly 30 comprises an auxiliary energy absorption box 32 and a side reinforcement beam 34, wherein the auxiliary energy absorption box 32 is connected between the anti-collision cross beam 10 and the side reinforcement beam 34, and the side reinforcement beam 34 and the longitudinal beam 24 are arranged at intervals; the auxiliary energy absorption boxes 32 and the main energy absorption boxes 22 are arranged side by side, and support the same end of the anti-collision cross beam 10, and the side reinforcing beams 34 are positioned on one side of the longitudinal beam 24.
In this embodiment, the bumper beam assembly 100 includes two sets of primary energy absorbing assemblies 20 and two sets of secondary energy absorbing assemblies 30, and are respectively supported at two ends of the bumper beam 10, wherein two longitudinal beams 24 are located between two side reinforcement beams 34, and further the side reinforcement beams 34 can also protect the opposite inner longitudinal beams 24, so as to reduce the damage to the longitudinal beams 24 when the vehicle is impacted laterally.
The impact beam assembly 100 is a device for absorbing impact energy when a vehicle is impacted, wherein the impact beam 10, the primary energy absorbing assembly 20 and the secondary energy absorbing assembly 30 can absorb impact energy effectively when the vehicle is impacted at a low speed, so that the damage of impact force to the longitudinal beam of the vehicle body is reduced as much as possible, and the protection effect of the impact beam on the vehicle is exerted.
The bumper beam 10 is used to directly accept a collision to reduce the extent of damage to the rest of the vehicle; the primary and secondary crash boxes 22, 32 are plastically deformed in the event of a strong crash, and absorb a portion of the crash energy to protect the occupant of the vehicle. The primary and secondary crash boxes 22, 32 are both crash boxes, which may be a thin-walled metal member or the like that is susceptible to buckling during a crash to effectively absorb crash energy during a low-speed crash of the vehicle and minimize impact damage to the vehicle body. Both the stringers 24 and the side reinforcement beams 34 may also absorb energy through collapse to further protect occupants within the vehicle.
According to the energy absorption structure, through structural optimization of the anti-collision beam assembly 100, on one hand, the double-energy-absorption box structure of the main energy-absorption box 22 and the auxiliary energy-absorption box 32 is adopted at the same end part of the anti-collision beam 10, so that the energy absorption efficiency of all collision forms under high speed, medium speed and low speed can be effectively improved, the energy absorption efficiency under the collision protection of the small overlapping rate can be improved, on the other hand, the front force transmission path is relatively newly increased through the connection of the side reinforcing beam 34 and the auxiliary energy-absorption box 32, and the energy absorption structure has wider protection range, stronger energy absorption efficiency and better protection performance compared with the structure of the longitudinal beam 24 and the main energy-absorption box 22 which are singly adopted in the prior art.
That is, in the present application, the auxiliary energy absorption boxes 32 and the main energy absorption boxes 22 are arranged side by side and support the same end of the anti-collision beam 10, so that the main energy absorption assembly 20 and the auxiliary energy absorption assembly 30 define a front force transmission path respectively, and the two force transmission paths are independent of each other, so that the same energy absorption effect can be achieved, and the protection strength range of the anti-collision beam assembly 100 can be remarkably enhanced.
In the embodiment, the main energy absorption box 22 and the auxiliary energy absorption box 32 are detachably connected with the anti-collision beam 10 so as to facilitate the replacement of the anti-collision beam 10; the primary crash boxes 22 are non-detachably connected to the stringers 24 and the secondary crash boxes 32 are non-detachably connected to the side reinforcement beams 34 to promote the reliability of the force transfer, ensuring that crash energy is effectively transferred to the stringers 24 and side reinforcement beams 34 so that the stringers 24 and side reinforcement beams 34 further absorb energy through collapse.
Specifically, the anti-collision beam 10 is provided with flange mounting plates, and the two ends of the main energy absorption box 22 and the auxiliary energy absorption box 32 are respectively welded with the mounting plates, and the mounting plates are connected with the flange mounting plates through bolts; or one end of the main crash box 22 and the auxiliary crash box 32 are directly bolted to the impact beam 10. The primary crash boxes 22 are welded to the stringers 24 and the secondary crash boxes 32 are welded to the side reinforcement beams 34.
In this embodiment, the stringers 24 are located relatively on the inside and the side reinforcement beams 34 are located relatively on the outside, wherein the side reinforcement beams 34 are in an upward arch to bypass the tire envelope boundary, such that the other end of the side reinforcement beams 34 remote from the secondary energy absorber boxes 32 is connected to the door pillar 40, which can be an a-pillar or a C-pillar, of the door pillar 40.
The spacing between the side reinforcement beam 34 and the longitudinal beam 24 increases gradually along the extending direction of the longitudinal beam 24, and the end of the side reinforcement beam 34 away from the secondary energy absorber 32 is fixedly connected to the door pillar 40.
Specifically, the end of the side member 24 facing away from the primary crash box 22 is configured to connect to the chassis of the vehicle and the end of the side reinforcement beam 34 facing away from the secondary crash box 32 is configured to connect to the A-pillar.
The side reinforcing beam 34 may be an i-beam, a channel beam, or the like.
In this embodiment, the side reinforcement beam 34 is a hollow beam, which is formed with a closed cavity, so that the weight can be reduced, the bending resistance is better, and the energy absorption efficiency can be increased.
Specifically, the side reinforcing beam 34 adopts a sheet metal cavity structure, and is integrally of an arch-shaped design, so that the energy absorption efficiency can be increased while the bending resistance of the side reinforcing beam is improved.
The end area of the side reinforcement beam 34 away from the auxiliary energy absorption box 32 is larger than the end area of the side reinforcement beam 34 facing the auxiliary energy absorption box 32, and one end of the side reinforcement beam 34 away from the auxiliary energy absorption box 32 is welded on the vehicle door post 40, so that the pressure of the side reinforcement beam 34 on the unit area of the vehicle door post 40 can be dispersed by utilizing the end area of the side reinforcement beam 34 away from the auxiliary energy absorption box 32, and the strength and rigidity requirements of the side reinforcement beam on the vehicle door post 40 are reduced, thereby being beneficial to supporting the auxiliary energy absorption box 32 and conducting the side reinforcement beam 34 on the force.
Based on experiments, compared with the traditional single-energy-absorbing box structure in a collision mode that the front collision and the overlapping rate are more than 40%, the energy-absorbing efficiency of the double-energy-absorbing box structure is improved by about one time, meanwhile, the overall stability of the main energy-absorbing box 22 is improved when offset collision occurs, and the main energy-absorbing box 22 is not easy to tear; in other words, the anti-collision beam assembly 100 provided by the application can improve the energy absorption efficiency in low-speed collision, reduce the deformation of the front end structure, and better protect valuable and vulnerable parts such as a radiator in a cabin; further, the side reinforcing beam 34 adopts a sheet metal cavity structure and is integrally arched, so that the energy absorption efficiency can be improved while the bending rigidity of the side reinforcing beam is relatively increased; in addition, the lateral reinforcement beam 34 in combination with the secondary crash box 32 provides a wider range of protection against frontal collisions than conventional crash protection structures. Therefore, the impact beam assembly 100 provided by the present application can effectively improve the energy absorption efficiency of all impact forms such as high speed, medium speed, low speed, etc., compared to the conventional structural form.
Based thereon, the present application also provides a vehicle comprising an impact beam assembly 100 as described above. The impact beam assembly 100 may be a front impact beam assembly or a rear impact beam assembly of the vehicle, which may be a new energy vehicle or an oil vehicle.
In this embodiment, the vehicle may be specifically a new energy vehicle driven by electric energy. The new energy vehicle can be a hybrid electric vehicle, a pure electric vehicle, a fuel cell electric vehicle or the like, or can be a vehicle adopting a super capacitor, a flywheel battery or a flywheel energy accumulator or other high-efficiency energy accumulator as an electric energy source.
The foregoing description is only exemplary embodiments of the present application and is not intended to limit the scope of the present application, and all equivalent structures or equivalent processes using the descriptions and the drawings of the present application, or direct or indirect application in other related technical fields are included in the scope of the present application.
Claims (8)
1. An impact beam assembly, comprising:
an anti-collision cross beam;
the main energy absorption assembly comprises a main energy absorption box and a longitudinal beam, and the main energy absorption box is connected between the anti-collision cross beam and the longitudinal beam;
the auxiliary energy absorption assembly comprises an auxiliary energy absorption box and side reinforcement beams, wherein the auxiliary energy absorption box is connected between the anti-collision cross beam and the side reinforcement beams, and the side reinforcement beams and the longitudinal beams are arranged at intervals;
the auxiliary energy absorption boxes and the main energy absorption boxes are arranged side by side and support the same end part of the anti-collision cross beam, and the side reinforcing beam is positioned on one side of the longitudinal beam;
the side reinforcing beams are of an upward arch structure; the side stiffening beams are hollow beams, and a closed cavity is formed in the side stiffening beams.
2. The impact beam assembly of claim 1, wherein an end area of the side reinforcement beam away from the secondary energy absorber box is greater than an end area of the side reinforcement beam toward the secondary energy absorber box.
3. The impact beam assembly of claim 2, wherein a distance between the side reinforcement beam and the longitudinal beam is gradually increased along an extending direction of the longitudinal beam, and an end of the side reinforcement beam away from the secondary energy absorption box is fixedly connected to a door post.
4. A bumper beam assembly according to claim 3, wherein the end of the side rail facing away from the primary energy absorber box is adapted to connect to a chassis, and the end of the side reinforcement beam facing away from the secondary energy absorber box is adapted to connect to an a-pillar.
5. The impact beam assembly of claim 1, wherein the primary and secondary energy boxes are both detachably connected to the impact beam, the primary energy box is non-detachably connected to the longitudinal beam, and the secondary energy box is non-detachably connected to the side reinforcement beam.
6. The impact beam assembly of claim 5, wherein the primary and secondary energy boxes are both bolted to the impact beam, the primary energy box is welded to the side rail, and the secondary energy box is welded to the side reinforcement beam.
7. The impact beam assembly of claim 1, comprising two sets of the primary energy absorbing members and two sets of the secondary energy absorbing members supported at opposite ends of the impact beam, respectively, wherein two of the stringers are positioned between two of the side reinforcement beams.
8. A vehicle comprising an impact beam assembly as claimed in any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222918355.1U CN218892528U (en) | 2022-10-31 | 2022-10-31 | Anti-collision beam assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222918355.1U CN218892528U (en) | 2022-10-31 | 2022-10-31 | Anti-collision beam assembly and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN218892528U true CN218892528U (en) | 2023-04-21 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222918355.1U Active CN218892528U (en) | 2022-10-31 | 2022-10-31 | Anti-collision beam assembly and vehicle |
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| Country | Link |
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| CN (1) | CN218892528U (en) |
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2022
- 2022-10-31 CN CN202222918355.1U patent/CN218892528U/en active Active
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