CN219838527U - Front anti-collision beam connecting structure and vehicle - Google Patents

Abstract

The utility model provides a front anti-collision beam connecting structure and a vehicle. The front anti-collision beam connecting structure comprises an anti-collision beam, an energy absorption box and a connecting bracket, wherein the anti-collision beam and the energy absorption box are connected through the connecting bracket, and the connecting bracket and the anti-collision beam jointly form a first cavity positioned outside the energy absorption box. The connecting bracket and the anti-collision beam form a cavity at the outer side of the energy-absorbing box together, so that the small offset collision force can be better transferred from the anti-collision beam to the energy-absorbing box under the condition of small offset collision of the vehicle.

Description

Front anti-collision beam connection structure and vehicle

Technical field

The present application relates to the technical field of vehicles, and relates to a front anti-collision beam connection structure and a vehicle.

Background technique

When a car is hit by a collision, the front anti-collision beam and energy-absorbing box absorb the collision energy. The anti-collision beam and the energy-absorbing box are connected through a connecting structure. The existing connecting structure cannot well transfer the collision force from the anti-collision beam to the energy-absorbing box and then to the longitudinal beam under a small offset collision.

Aluminum alloy front anti-collision beams are widely used in new energy vehicles due to their lightweight. Aluminum alloy front anti-collision beam assemblies mostly use extrusion technology. According to the requirements of front-end layout, safety, lightweight and other requirements of the vehicle body, parameters such as the number of cross-sectional cavities, cross-sectional dimensions, and wall thickness of the front anti-collision beam and energy-absorbing box are reasonably defined. The traditional connection method between front anti-collision beams and energy-absorbing boxes mostly uses carbon dioxide shielded welding. Because aluminum is highly brittle and has poor ductility, after high-temperature welding, the properties of the aluminum base material will be damaged to varying degrees, affecting the connection performance. and collision deformation stability.

Therefore, it is necessary to provide an improved front anti-collision beam connection structure and vehicle to solve the above problems.

Utility model content

This application provides a front anti-collision beam connection structure and a vehicle that are firmly connected.

This application discloses a front anti-collision beam connection structure, which includes an anti-collision beam, an energy-absorbing box and a connecting bracket; the anti-collision beam and the energy-absorbing box are connected through the connecting bracket; the connecting bracket is connected to the The anti-collision beams together form a first cavity located outside the crash box.

Further, the connecting bracket includes a first connecting piece disposed outside the crash box, and the first cavity is formed by the first connecting piece and the anti-collision beam.

Further, the first connecting member includes a rear connecting plate, an outer connecting plate and a bending plate connecting the rear connecting plate and the outer connecting plate; the bending plate and the rear side wall of the anti-collision beam together form the first cavity.

Further, the first connecting piece includes an upper connecting plate and a lower connecting plate extending from both upper and lower sides of the rear connecting plate; the upper connecting plate and the lower connecting plate are respectively connected with the anti-collision beam. The top wall and the bottom wall are fixed; the upper connecting plate and the lower connecting plate are respectively fixed to the top wall and the bottom wall of the energy absorbing box.

Further, the connecting bracket includes a second connecting piece disposed inside the crash box; the second connecting piece and the anti-collision beam jointly form a second cavity located inside the crash box.

Further, the second connecting member includes a front side panel connected to the anti-collision beam, an inner side panel connected to the crash box, and an inclined plate provided between the front side panel and the inner side panel; the inclined plate The plate is tilted relative to both the anti-collision beam and the energy-absorbing box.

Further, a weight-reducing hole is provided in the middle of the inclined plate; a reinforcing rib is provided on each upper and lower side of the weight-reducing hole; a collapse rib is provided on the energy-absorbing box; and the second connector is provided on the collapse rib. The front side of the shrink rib is provided with a second anti-shear flange.

Further, the energy-absorbing box is provided with a crushing rib; the first connecting member is provided with a first anti-shear flange on the front side of the crushing rib; the first connecting member is close to the anti-collision beam and the energy-absorbing box are respectively provided with flanges for guiding assembly.

Further, the first connecting piece is connected to the crash box through rivets and connected to the anti-collision beam through bolts; one of the bolts penetrates the upper connecting plate, the lower connecting plate and the anti-collision beam. Liang.

This application also discloses a vehicle, including the above-mentioned front anti-collision beam connection structure.

Compared with the existing technology, the connecting bracket and the anti-collision beam of this application jointly form a cavity located outside the energy-absorbing box. In the case of a small offset collision of the vehicle, the small offset collision force can be better transferred from the anti-collision beam to the absorption box. Can be delivered in a box.

It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and do not limit this specification.

Description of the drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and together with the description, serve to explain the principles of the specification.

Figure 1 is a top view of the connection structure of the front anti-collision beam of the present application.

Figure 2 is a partial perspective view of the front anti-collision beam connection structure of the present application.

Figure 3 is a partial perspective view of the front anti-collision beam connection structure of the present application from another angle.

FIG. 4 is a perspective view of the first connecting member in FIG. 2 .

FIG. 5 is a perspective view of the second connecting member in FIG. 3 .

Explanation of reference numbers: anti-collision beam, 10; energy-absorbing box, 20; collapse rib, 21; connecting bracket, 30; first connecting piece, 31; rear connecting plate, 311; first anti-shear flange, 3111; Assembly hole, 3112; outer connecting plate, 312; bending plate, 313; upper connecting plate, 314; first upper flange, 3141; second upper flange, 3142; lower connecting plate, 315; first lower flange , 3151; second lower flange, 3152; first cavity, 32; second connector, 33; front side panel, 331; inner side panel, 332; second anti-shear flange, 3321; inclined plate, 333; Weight reduction hole, 3331; reinforcement rib, 3332; second cavity, 34; bolt, 40; rivet, 50.

Detailed ways

Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings refer to the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this specification. Rather, they are merely examples of apparatus and methods consistent with certain aspects of this specification, as detailed in the appended claims.

The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the specification. As used in this specification and the appended claims, the singular forms "a," "the" and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. It will also be understood that the term "and/or" as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

It should be understood that although the terms first, second, third, etc. may be used in this specification to describe various information, the information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this specification, the first information may also be called second information, and similarly, the second information may also be called first information. Depending on the context, the word "if" as used herein may be interpreted as "when" or "when" or "in response to determining."

Next, the embodiments of this specification will be described in detail.

As shown in FIGS. 1 to 5 , this application discloses a front anti-collision beam connection structure, which includes an anti-collision beam 10 , an energy-absorbing box 20 and a connecting bracket 30 . The anti-collision beam 10 and the crash box 20 are connected through a connecting bracket 30 .

The connecting bracket 30 includes a first connecting member 31 located outside the energy absorbing box 20 and a second connecting member 33 located inside the energy absorbing box 20 . The first connecting member 31 cooperates with the anti-collision beam 10 and the crash box 20 to form a first cavity 32 . The second connecting member 33 cooperates with the anti-collision beam 10 and the crash box 20 to form a second cavity 34 .

As shown in FIGS. 2 and 4 , the first connecting member 31 includes a rear connecting plate 311 , an outer connecting plate 312 , a bending plate 313 connecting the rear connecting plate 311 and the outer connecting plate 312 , an upper connecting plate 314 and a lower connecting plate 315 . The rear connecting plate 311 is formed into a "U"-shaped structure and is sleeved on the energy-absorbing box 20 and fixed with the upper surface, outer side and lower surface of the energy-absorbing box 20 . The outer connecting plate 312 is fixed to the rear side wall of the anti-collision beam 10 , the upper connecting plate 314 is fixed to the top wall of the anti-collision beam 10 , and the lower connecting plate 315 is fixed to the bottom wall of the anti-collision beam 10 .

The outer connecting plate 312 is connected to the rear connecting plate 311 through a bending plate 313. The bending plate 313 first extends outward from the front end of the rear connecting plate 311, then bends and extends toward the rear side wall of the anti-collision beam 10, and is connected to the outer connecting plate 312. The bending plate 313 and the rear side wall of the anti-collision beam 10 jointly form a first cavity 32 located outside the crash box 20 . The upper side of the rear connecting plate 311 extends toward the top wall of the anti-collision beam 10 to form an upper connecting plate 314 . The lower side of the rear connecting plate 311 extends toward the bottom wall of the anti-collision beam 10 to form a lower connecting plate 315 .

An assembly hole 3112 is provided in the middle of the rear connecting plate 311 . The rear connecting plate 311 is connected to the outer surface of the energy absorbing box 20 through five rivets 50 arranged vertically. The rear connecting plate 311 is connected to the upper surface and the lower surface of the energy absorbing box 20 through two rivets 50 respectively. The outer connecting plate 312 , the upper connecting plate 314 and the lower connecting plate 315 are connected to the anti-collision beam 10 through bolts 40 . One of the bolts 40 penetrates the upper connecting plate 314 , the lower connecting plate 315 and the anti-collision beam 10 .

The upper connecting plate 314 and the lower connecting plate 315 are respectively provided with a first upper flange 3141 and a first lower flange 3151 near the anti-collision beam 10. The first upper flange 3141 and the first lower flange 3151 assist in connecting the bracket. 30 is assembled to the anti-collision beam 10 . The rear connecting plate 311 is respectively provided with a second upper flange 3142 and a second lower flange 3152 at both ends of the "U"-shaped structure. The second upper flange 3142 and the second lower flange 3152 assist in assembling the connecting bracket 30 to the Energy absorbing box 20. During the assembly process, the flange provided on the first connecting member 31 can guide the assembly and prevent damage to the parts due to collision.

As shown in FIGS. 3 and 5 , the second connecting member 33 is located inside the crash box 20 . The second connecting member 33 includes a front side plate 331 , an inner side plate 332 and a slope plate 333 . The front side panel 331 is connected to the rear side wall of the anti-collision beam 10 . The inner panel 332 is connected to the inner wall of the energy absorbing box 20 . The inclined plate 333 is inclined relative to both the anti-collision beam 10 and the crash box 20 .

The inclined plate 333 extends obliquely from the inner side plate 332 toward the rear side wall of the anti-collision beam 10 and is connected to the front side plate 331 . The inclined plate 333 , the anti-collision beam 10 and the crash box 20 together form a second cavity 34 located inside the crash box 20 .

The inner side plate 332 is connected to the inner side of the crash box 20 through two bolts 40 , and the front side plate 331 is connected to the rear side wall of the anti-collision beam 10 through two bolts 40 . A square weight-reducing hole 3331 is provided in the middle of the inclined plate 333. Reinforcing ribs 3332 are respectively provided on the upper and lower sides of the weight reduction hole 3331, and the reinforcing ribs 3332 are arranged transversely. The arrangement of the weight-reducing holes 3331 reduces the weight of the component and at the same time makes the component easy to install. When a vehicle collides, the reinforcing ribs 3332 can better transmit the force from the anti-collision beam 10 to the energy-absorbing box 20 .

Collapse ribs 21 are respectively provided on both sides of the energy-absorbing box 20 . The rear ends of the first connecting member 31 and the second connecting member 33 are respectively provided with a first anti-cut flange 3111 and a second anti-cut flange 3321. The first anti-shear flange 3111 and the second anti-shear flange 3321 are located on the front side of the crushing rib 21 .

When the vehicle is impacted, the first connecting member 31 and the second connecting member 33 will transmit force from the anti-collision beam 10 to the crash box 20, causing the crash box 20 to collapse. As a result, the first connecting member 31 and the second connecting member 33 may be sheared to the crash box 20 . Providing an anti-shear flange on the front side of the collapse rib 21 can effectively prevent the connector from shearing to the energy-absorbing box 20 when the energy-absorbing box 20 collapses, thereby improving the stability of the energy-absorbing box 20 when collapsing.

The connecting bracket 30 of the present application cooperates with the anti-collision beam 10 and the energy-absorbing box 20 to form two cavities, forming a "flare mouth" structure, which improves the collision force from the anti-collision beam 10 to the energy-absorbing box 20 under small offset collision conditions. In turn, the effective transmission to the longitudinal beam improves the deformation stability of the anti-collision structure during vehicle collision, thus improving the safety of the passenger compartment.

The connection bracket 30 of the present application connects the anti-collision beam 10 and the energy-absorbing box 20 through bolts 40 and rivets 50, thereby solving the problem of material damage when the anti-collision beam 10 and the energy-absorbing box 20 are connected by welding. When replacing components at the same time, the anti-collision beam 10 or the energy-absorbing box 20 can be selectively replaced without the need for complete replacement, thereby reducing maintenance costs and improving after-sales maintenance convenience.

This application also discloses a vehicle, including the above-mentioned front anti-collision beam connection structure.

The above descriptions are only preferred embodiments of the present application, and are not intended to limit the present application in any form. Although the present application has disclosed the above in preferred embodiments, it is not intended to limit the present application. Anyone familiar with the technology in this field will personnel, without departing from the scope of the technical solution of this application, can use the above

The disclosed technical content may be slightly changed or modified into equivalent implementations with equivalent changes. However, any simple modifications or equivalent changes made to the above implementations based on the technical essence of this application will not deviate from the content of the technical solution of this application. Modifications are still within the scope of the technical solution of this application.

Claims (10)

1. A front impact beam connection structure, comprising: an anti-collision beam, an energy absorption box and a connecting bracket; the anti-collision beam and the energy-absorbing box are connected through the connecting bracket; the connecting support and the anti-collision beam jointly form a first cavity positioned at the outer side of the energy absorption box.

2. The front impact beam connection structure according to claim 1, wherein the connection bracket includes a first connection member provided outside the crash box, and the first cavity is formed by the first connection member and the impact beam.

3. The front impact beam connection structure according to claim 2, wherein the first connection member includes a rear connection plate, an outer connection plate, and a bending plate connecting the rear connection plate and the outer connection plate; the bending plate and the rear side wall of the anti-collision beam jointly form a first cavity.

4. A front impact beam connection structure according to claim 3, wherein the first connection member includes an upper connection plate and a lower connection plate extending from upper and lower sides of the rear connection plate; the upper connecting plate and the lower connecting plate are respectively fixed with the top wall and the bottom wall of the anti-collision beam; the upper connecting plate and the lower connecting plate are respectively fixed with the top wall and the bottom wall of the energy absorption box.

5. The front impact beam connection structure according to claim 1, wherein the connection bracket includes a second connection member provided inside the crash box; the second connecting piece and the anti-collision beam jointly form a second cavity positioned at the inner side of the energy absorption box.

6. The front impact beam connection structure according to claim 5, wherein the second connection member includes a front side plate connected to the impact beam, an inner side plate connected to the energy absorber box, and an inclined plate provided between the front side plate and the inner side plate; the inclined plate is obliquely arranged relative to the anti-collision beam and the energy absorption box.

7. The front impact beam connection structure according to claim 6, wherein a weight reducing hole is provided at a middle portion of the swash plate; the upper side and the lower side of the lightening hole are respectively provided with a reinforcing rib; the energy absorption box is provided with a crumple rib; the second connecting piece is provided with a second shearing prevention flanging at the front side of the crumple rib.

8. The front impact beam connection structure according to claim 2, wherein the crash boxes are provided with crush ribs; the first connecting piece is provided with a first shearing prevention flanging at the front side of the crumple rib; the first connecting piece is close to the anti-collision beam and the energy-absorbing box are respectively provided with a flanging for guiding assembly.

9. The front impact beam connection structure according to claim 4, wherein the first connection member is connected to the crash box by rivets and to the impact beam by bolts; one of the bolts penetrates through the upper connecting plate, the lower connecting plate and the anti-collision beam.

10. A vehicle comprising a front impact beam connection structure according to any one of claims 1 to 9.