CN219838527U

CN219838527U - Front anti-collision beam connecting structure and vehicle

Info

Publication number: CN219838527U
Application number: CN202321040135.1U
Authority: CN
Inventors: 于兵; 徐超; 唐华平; 张朝辉; 王勇
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Priority date: 2023-05-04
Filing date: 2023-05-04
Publication date: 2023-10-17
Anticipated expiration: 2033-05-04

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 connecting structure and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a front anti-collision beam connecting structure and a vehicle.

Background

When the automobile is impacted, the front anti-collision beam and the energy absorption box play a role in absorbing collision energy. The anti-collision beam and the energy-absorbing box are connected through a connecting structure, and the existing connecting structure cannot well transfer collision force from the anti-collision beam to the energy-absorbing box under small offset collision, so as to transfer the collision force to the longitudinal beam.

The front anti-collision beam made of aluminum alloy is widely applied to new energy automobiles due to light weight. The aluminum alloy front anti-collision beam assembly adopts an extrusion process, and parameters such as the number of cavities of the front anti-collision beam and the cross section of the energy-absorbing box, the cross section size, the wall thickness and the like are reasonably defined according to the requirements of arrangement, safety, light weight and the like of the front end of the automobile body. The traditional front anti-collision cross beam and the energy-absorbing box are connected by carbon dioxide welding, and the aluminum material is high in brittleness and poor in ductility, and after high-temperature welding, the aluminum material base material is damaged to different extents, so that the connection performance and the collision deformation stability are affected.

Accordingly, there is a need for an improved front impact beam connection structure and vehicle that address the above-described issues.

Disclosure of Invention

The utility model provides a front anti-collision beam connecting structure with stable connection and a vehicle.

The utility model discloses a front anti-collision beam connecting structure, which comprises an anti-collision beam, an energy absorption box and a connecting bracket, wherein the energy absorption box is arranged on the front anti-collision beam; 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.

Further, the connecting bracket comprises a first connecting piece arranged on the outer side of the energy absorption box, and the first cavity is formed by the first connecting piece and the anti-collision beam.

Further, the first connecting piece comprises a rear connecting plate, an outer connecting plate and a bending plate for connecting the rear connecting plate and the outer connecting plate; the bending plate and the rear side wall of the anti-collision beam jointly form a first cavity.

Further, the first connecting member includes an upper connecting plate and a lower connecting plate extending from upper and lower sides of the rear connecting 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.

Further, the connecting bracket comprises a second connecting piece arranged on the inner side of the energy absorption 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.

Further, the second connecting piece comprises a front side plate connected with the anti-collision beam, an inner side plate connected with the energy absorption box and an inclined plate arranged 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.

Further, a lightening hole is formed in the middle of the inclined 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.

Further, the energy absorption box is provided with a crumple rib; 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.

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

The utility model also discloses a vehicle comprising the front anti-collision beam connecting structure.

Compared with the prior art, the connecting bracket and the anti-collision beam form a cavity at the outer side of the energy-absorbing box together, so that 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.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

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.

Fig. 1 is a top view of a front impact beam connection structure of the present utility model.

Fig. 2 is a partial perspective view of a front impact beam connection structure of the present utility model.

Fig. 3 is a partial perspective view of another angle of the front impact beam connection structure of the present utility model.

Fig. 4 is a perspective view of the first connector of fig. 2.

Fig. 5 is a perspective view of the second connector of fig. 3.

Reference numerals illustrate: an anti-collision beam 10; a crash box 20; crush tendons, 21; a connection bracket 30; a first connector 31; a rear connection plate 311; a first shear flange 3111; a fitting hole 3112; an outer connection plate 312; bending plates, 313; upper connection plates 314; a first upturn 3141; a second upturn 3142; a lower connecting plate 315; a first lower flange 3151; a second downward flange 3152; a first cavity, 32; a second connector 33; a front side plate 331; an inner panel 332; a second anti-shear flange, 3321; a swash plate 333; weight reducing holes, 3331; reinforcing ribs, 3332; a second cavity, 34; bolts, 40; rivets, 50.

Detailed Description

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

The terminology used in the description presented herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the description. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or 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, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, the first information may also be referred to as second information, and similarly, the second information may also be referred to as first information, without departing from the scope of the present description. The word "if" as used herein may be interpreted as "at … …" or "at … …" or "responsive to a determination", depending on the context.

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

As shown in fig. 1 to 5, the present utility model discloses a front impact beam connection structure, which includes an impact beam 10, an energy absorber 20, and a connection bracket 30. The impact beam 10 and the crash box 20 are connected by a connection bracket 30.

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

As shown in fig. 2 and 4, the first connector 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 sleeved on the energy absorption box 20 in a U-shaped structure and is fixed with the upper surface, the outer side surface and the lower surface of the energy absorption box 20. The outer connecting plate 312 is fixed to the rear side wall of the impact beam 10, the upper connecting plate 314 is fixed to the top wall of the impact beam 10, and the lower connecting plate 315 is fixed to the bottom wall of the impact beam 10.

The outer connecting plate 312 is connected to the rear connecting plate 311 by a bent plate 313. The bending plate 313 extends outward from the front end of the rear connecting plate 311, then bends and extends toward the rear side wall of the impact beam 10, and is connected to the outer connecting plate 312. The bending plate 313 forms a first cavity 32 outside the crash box 20 together with the rear side wall of the impact beam 10. The upper side of the rear connection plate 311 extends toward the top wall of the impact beam 10 to form an upper connection plate 314. The lower side of the rear connection plate 311 extends toward the bottom wall of the impact beam 10 to form a lower connection plate 315.

The middle of the rear connection plate 311 is provided with a fitting hole 3112. The rear connection plate 311 is connected with the outer side surface of the energy-absorbing box 20 through five rivets 50 which are vertically arranged, and the rear connection plate 311 is connected with the upper surface and the lower surface of the energy-absorbing box 20 through two rivets 50 respectively. The outer connection plate 312, the upper connection plate 314, and the lower connection plate 315 are connected to the impact beam 10 by bolts 40, wherein one bolt 40 penetrates the upper connection plate 314, the lower connection plate 315, and the impact 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 end of the impact beam 10, and the first upper flange 3141 and the first lower flange 3151 assist in assembling the connecting bracket 30 to the impact beam 10. The rear connecting plate 311 is provided with a second upper flange 3142 and a second lower flange 3152 at both ends of the "U" -shaped structure, respectively, and the second upper flange 3142 and the second lower flange 3152 assist in assembling the connecting bracket 30 to the crash box 20. In the assembly process, the flange provided by the first connecting piece 31 can play a role in guiding assembly, and part damage caused by collision is prevented.

As shown in fig. 3 and 5, the second link 33 is located inside the crash box 20. The second link 33 includes a front side plate 331, an inner side plate 332, and an inclined plate 333. The front side plate 331 is connected to the rear side wall of the impact beam 10. The inner side plate 332 is connected to the inner side wall of the crash box 20. The sloping plate 333 is disposed obliquely to both the impact beam 10 and the crash box 20.

The sloping plate 333 extends obliquely from the inner side plate 332 toward the rear side wall of the impact beam 10 and is connected to the front side plate 331. The sloping plate 333 forms together with the impact beam 10 and the crash box 20 a second cavity 34 inside the crash box 20.

The inner side plate 332 is connected to the inner side surface of the crash box 20 by two bolts 40, and the front side plate 331 is connected to the rear side wall of the impact beam 10 by two bolts 40. A square lightening hole 3331 is provided in the middle of the inclined plate 333. The weight-reducing holes 3331 are provided with reinforcing ribs 3332 on upper and lower sides thereof, respectively, and the reinforcing ribs 3332 are provided in the lateral direction. The provision of the weight-reducing holes 3331 reduces the weight of the member while facilitating the installation of the member. The reinforcement ribs 3332 may better transfer forces from the impact beam 10 to the crash box 20 in the event of a vehicle collision.

Crush ribs 21 are respectively arranged on two sides of the energy-absorbing box 20. The first and second connectors 31 and 33 are provided at their rear ends with first and second anti-shearing flanges 3111 and 3321, respectively. The first and second shear cuffs 3111, 3321 are located on the front side of the crush rib 21.

When the vehicle is impacted, the first and second connectors 31, 33 transmit force from the impact beam 10 to the crash box 20, causing the crash box 20 to collapse. Resulting in the possibility that the first and second links 31 and 33 will shear to the crash box 20. The shearing prevention flanging is arranged on the front side of the crumple rib 21, so that the connecting piece can be effectively prevented from shearing the energy-absorbing box 20 when the energy-absorbing box 20 crumples, and the crumple stability of the energy-absorbing box 20 when the energy-absorbing box is crashed is improved.

The connecting bracket 30, the anti-collision beam 10 and the energy-absorbing box 20 are matched to form two cavities to form a horn mouth structure, so that the effective transmission of the collision force from the anti-collision beam 10 to the energy-absorbing box 20 and then to the longitudinal beam under the small offset collision working condition is improved, the deformation stability of the anti-collision structure in the collision process of the vehicle is improved, and the safety of a passenger cabin is further improved.

According to the utility model, the connecting bracket 30 is connected with the anti-collision beam 10 and the energy-absorbing box 20 through the bolts 40 and the rivets 50, so that the problem of damage to materials when the anti-collision beam 10 is connected with the energy-absorbing box 20 through welding is solved. Meanwhile, when the parts are replaced, the anti-collision beam 10 or the energy absorption box 20 can be selectively replaced without integral replacement, so that the maintenance cost is reduced, and the after-sale maintenance convenience is improved.

The above description is not intended to limit the utility model in any way, but rather to limit the utility model to the preferred embodiments disclosed, and any person skilled in the art may make use of the utility model without departing from the scope of the utility model

The disclosed technical content is changed or modified to be equivalent to the equivalent embodiment of the equivalent change, but any simple modification, equivalent change and modification of the above embodiment according to the technical substance of the present utility model still falls within the scope of the technical solution of the present utility model.

Claims

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.