CN220163996U - Vehicle body end structure and vehicle - Google Patents

Abstract

The utility model provides a vehicle body end structure and a vehicle, wherein the vehicle body end structure comprises an anti-collision beam assembly connected with the ends of left and right side vehicle body longitudinal beams; the end parts of the longitudinal beams of the vehicle body at two sides are provided with anti-collision beam mounting plates, and the anti-collision beam assemblies are connected to the anti-collision beam mounting plates at two sides; the anti-collision beam mounting plates on all sides are respectively provided with a collision energy absorption structure, and the collision energy absorption structures on all sides are positioned on the same side, and the side, facing the outside of the vehicle, of the longitudinal beam of the vehicle body. The vehicle body end part structure can increase the absorption effect of collision energy during collision, and is beneficial to improving the collision safety of the whole vehicle.

Description

Vehicle body end structure and vehicle

Technical Field

The utility model relates to the technical field of vehicle bodies, in particular to a vehicle body end structure. The utility model also relates to a vehicle provided with the vehicle body end structure.

Background

Currently, with the increasing attention of consumers to vehicle collision safety, the whole vehicle safety design has become an important content in the research and development work of various vehicle enterprises. In the whole car crash safety design, 50MPDB (50%Mobile Progressive Deformable Barrier, frontal 50% overlap mobile progressive deformable barrier crash) and 64SOL (64km Small Over Lap,25% overlap 64km frontal rigid barrier crash) have high design requirements for the position of the impact beam. However, the anti-collision beam structure in the existing vehicle type still has the defects of insufficient energy absorption of the energy absorption box, easy tearing of welding spots, large intrusion of front wall and foot pits during collision and the like, thereby being not beneficial to the improvement of the collision safety of the whole vehicle.

Disclosure of Invention

In view of the above, the present utility model aims to provide a vehicle body end structure that is advantageous for improving the collision safety of the whole vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

a vehicle body end structure includes an impact beam assembly connected to the ends of left and right side vehicle body sills;

the end parts of the longitudinal beams of the vehicle body at two sides are provided with anti-collision beam mounting plates, and the anti-collision beam assemblies are connected to the anti-collision beam mounting plates at two sides;

the anti-collision beam mounting plates on all sides are respectively provided with a collision energy absorption structure, and the collision energy absorption structures on all sides are positioned on the same side, and the side, facing the outside of the vehicle, of the longitudinal beam of the vehicle body.

Further, the impact energy absorbing structure includes a structural body coupled to the impact beam mounting plate and a cavity is formed within the structural body and/or between the structural body and the impact beam mounting plate.

Further, the structural body and the anti-collision beam mounting plate are integrally formed, and/or the cavities are arranged in a separated mode.

Further, extension beams are arranged at the end parts of the longitudinal beams of the vehicle body on two sides, the extension beams on the two sides are located on the same side, the longitudinal beams of the vehicle body face to one side outside the vehicle, and the end parts of the extension beams on the two sides are connected to the rear of the collision energy absorption structure on the same side.

Further, the anti-collision beam assembly comprises an energy absorption box connected with each side of the anti-collision beam mounting plate and an anti-collision beam connected with each side of the energy absorption box;

the energy-absorbing box is connected with a reinforcing pull belt on two sides, the reinforcing pull belt on each side extends along the front-back direction of the whole automobile, one end of the reinforcing pull belt on each side is connected to the anti-collision beam, and the other end of the reinforcing pull belt on each side is connected to the same side on the anti-collision beam mounting plate.

Further, the reinforcing pull belt and the energy absorption box are welded and connected with each other, and the reinforcing pull belt and the anti-collision beam are welded and connected with each other; and/or the number of the groups of groups,

each side of the reinforcing pull belt is connected to the anti-collision beam mounting plate on the same side through a screw structure.

Further, each side of the energy absorption box comprises a box body extending along the front-rear direction of the whole car and a reinforcing rib plate arranged in the box body;

the cross section of the box body is polygonal, each angular position of the box body is provided with a crumple structure, and each angular position of the box body is provided with a plurality of crumple structures which are arranged at intervals along the front and rear directions of the whole car.

Further, the cross section of the anti-collision beam is provided with two vertical plates which are arranged oppositely, and a transverse plate connected between the two vertical plates;

the transverse plates are arranged at intervals, each transverse plate is bent, and at least one transverse plate is bent in the opposite direction to the other transverse plates.

Further, an anti-collision beam reinforcing plate is arranged on the anti-collision beam, the anti-collision beam reinforcing plate extends along the length direction of the anti-collision beam, and the anti-collision beam reinforcing plate is positioned in the middle of the length direction of the anti-collision beam.

Compared with the prior art, the utility model has the following advantages:

according to the vehicle body end part structure, the collision energy absorption structure positioned on one side of the vehicle body longitudinal beam, facing the outside of the vehicle, is arranged on the anti-collision beam mounting plate, so that the collision energy absorption area of the vehicle body end part can be increased, the absorption effect on collision energy can be increased when the vehicle collides, particularly small overlap collision occurs, and the improvement of the collision safety of the whole vehicle is facilitated.

In addition, the collision energy-absorbing structure is composed of a structural main body connected to the collision beam mounting plate, and a cavity is formed in the collision energy-absorbing structure, so that the collision energy-absorbing structure has certain structural strength, and the crumple energy-absorbing effect is improved. The integrated forming of the structural main body and the anti-collision beam mounting plate can be beneficial to the integrated design of the anti-collision beam mounting plate, can reduce unnecessary connection technology, and is beneficial to reducing the cost of parts. The plurality of cavities are arranged separately, so that the crumple energy absorbing capacity of the collision energy absorbing structure can be improved better.

Secondly, through setting up the extension roof beam to make extension roof beam tip and collision energy-absorbing structure be connected, can be in the collision, especially offset when bumping the operating mode, make automobile body longeron participate in collision energy-absorbing and biography better, help promoting collision security. Through setting up the enhancement stretching strap to make crashproof roof beam, energy-absorbing box and crashproof roof beam mounting panel link together through strengthening the stretching strap, the connection and the enhancement effect of usable enhancement stretching strap promote the joint strength between crashproof roof beam assembly and the crashproof roof beam mounting panel, can avoid crashproof roof beam assembly not to tear because of the solder joint with barrier contact one side and take place to pull out unstability condition under the biasing and bump the operating mode, and influence collision power transmission effect.

Furthermore, the reinforcing pull belt is welded with the energy absorption box and the anti-collision beam, so that the connection between the reinforcing pull belt and the energy absorption box can be realized conveniently. The reinforcing pull belt is connected with the anti-collision beam mounting plate through a screw structure, so that the anti-collision beam assembly structure can be maintained and replaced in the later period. The energy-absorbing box is composed of a box body with a polygonal cross section and an inner reinforcing rib plate, so that the preparation of the energy-absorbing box can be facilitated, and the structural strength of the energy-absorbing box can be ensured. The corner of the box body is provided with a crumple structure, so that crumple energy absorption effect of the energy absorption box during collision is improved.

In addition, the anticollision roof beam has the riser of relative arrangement to and connect the diaphragm between the riser, and make the diaphragm for buckling the form, and the direction of buckling of some diaphragm sets up in opposite directions, not only through the inside cavity structure that forms of anticollision roof beam, the direction of buckling of diaphragm is different to combine, make the anticollision roof beam have appropriate structural strength, also can utilize the design of buckling of each diaphragm simultaneously, the deformation is contracted to the induction anticollision Liang Kui when the collision, is favorable to promoting the energy-absorbing effect of collapsing of anticollision roof beam. Through set up crashproof roof beam reinforcing plate in the middle part of crashproof roof beam, can reduce crashproof roof beam's degree of bending when the offset collision, be favorable to the collision force to the opposite side transmission, reduce crashproof roof beam unilateral atress to enclose before reducing and foot pit's invasion volume.

Another object of the present utility model is to propose a vehicle in which the vehicle body end structure as described above is provided.

The vehicle and the vehicle body end structure have the same beneficial effects and are not described in detail herein.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

FIG. 1 is a schematic view of a vehicle body end structure according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of a portion of the structure of FIG. 1;

FIG. 3 is a schematic view of an impact beam assembly according to an embodiment of the present utility model;

FIG. 4 is a schematic diagram of a portion of the structure of FIG. 3;

FIG. 5 is a schematic view of a structural view of an impact beam mounting plate according to an embodiment of the present utility model;

FIG. 6 is a schematic structural view of a reinforced draw tape according to an embodiment of the present utility model;

FIG. 7 is a schematic structural view of an energy absorber box according to an embodiment of the present utility model;

FIG. 8 is a cross-sectional view of the position A-A of FIG. 3;

FIG. 9 is a schematic structural view of an impact beam stiffener according to an embodiment of the present disclosure;

reference numerals illustrate:

1. a body rail; 2. an anti-collision beam assembly; 3. an anti-collision beam mounting plate; 4. reinforcing the drawstring; 5. an anti-collision beam reinforcing plate; 6. front wheel cover side beams; 7. a front shock absorber;

1a, an extension beam; 201. an energy absorption box; 2011. a case body; 2012. reinforcing rib plates; 2013. a crush structure; 202. an anti-collision beam; 2021. a riser; 2022. a cross plate; 301. a collision energy absorbing structure; 301a, a structural body; 301b, cavity; 302. an L-shaped connecting plate; 4a, an anti-collision beam connecting section; 4b, an energy absorption box connecting section; 4c, a transition section; 4d, mounting the connecting section; 4e, connecting bolts.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present utility model, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a vehicle body end structure including, as a whole, an impact beam assembly 2 connected to the ends of left and right side vehicle body stringers 1 as shown in fig. 1 to 4.

Wherein, all be provided with crashproof roof beam mounting panel 3 at the tip of both sides automobile body longeron 1, above-mentioned crashproof roof beam assembly 2 is connected on crashproof roof beam mounting panel 3 of both sides promptly. Meanwhile, the collision energy absorbing structures 301 are respectively arranged on the side collision beam mounting plates 3, and the side collision energy absorbing structures 301 are specifically positioned on one side of the same-side vehicle body longitudinal beam 1 facing the outside of the vehicle.

In this case, with the above configuration, by providing the impact absorbing structure 301 on the side of the side member 1 facing the outside of the vehicle on the impact beam mounting plate 3, the impact absorbing region at the end of the vehicle body can be enlarged in this embodiment, and the effect of absorbing the impact energy can be increased when the vehicle collides, particularly, when the vehicle collides with a small overlap.

Based on the above general description, specifically, as shown in fig. 1 and 2, it is preferable that the vehicle body end structure of the present embodiment may be a related structure of the vehicle body front end, and at this time, the above-described vehicle body side member 1, specifically, a front cabin side member in the front cabin, and the above-described impact beam assembly 2, specifically, an impact beam structure located at the vehicle body front end.

However, it should be noted that, in addition to the vehicle body front end structure, the vehicle body end structure of the present embodiment may be a related structure located at the vehicle body rear end, and in this case, the vehicle body side member 1 is specifically a rear floor side member of the vehicle body rear portion, and the impact beam assembly 2 is an impact beam structure located at the vehicle body rear end.

In this embodiment, as shown in fig. 5, taking as an example of the crash energy absorbing structure 301 on one side of the crash beam mounting plate 3, as a preferred implementation, the crash energy absorbing structure 301 specifically includes a structural body 301a connected to the crash beam mounting plate 3, and a cavity 301b is formed in the structural body 301a and between the structural body 301a and the crash beam mounting plate 3.

At this time, it can be understood that the collision energy absorbing structure 301 is made up of the structural body 301a connected to the impact beam mounting plate 3, and the cavity 301b is formed in the collision energy absorbing structure 301, which can make the collision energy absorbing structure 301 have a certain structural strength, so as to be beneficial to enhancing the crumple energy absorbing effect of the collision energy absorbing structure 301.

Further, except as shown in fig. 5, cavities 301b are formed inside the structural body 301a, and between the structural body 301a and the impact beam mounting plate 3, respectively. Of course, in the implementation, it is also possible to form the cavity 301b only in the structural body 301a, or form the cavity 301b only between the structural body 301a and the impact beam mounting plate 3. Which is selected according to the structural shape of the structural body 301a and based on the number of cavities 301b designed.

In this embodiment, as a preferred implementation manner, as shown in fig. 5, the structural body 301a may be integrally formed with the impact beam mounting plate 3, and in a specific implementation manner, the impact beam mounting plate 3 and the structural body 301a may be made of, for example, aluminum alloy, and the impact beam mounting plate 3 and the structural body 301a located at one side of the impact beam mounting plate 3 may be integrally formed and connected together by an extrusion process. It can be appreciated that by integrally molding the structural body 301a and the impact beam mounting plate 3, the integrated design of the impact beam mounting plate 3 can be facilitated, and unnecessary connection processes can be reduced, thereby contributing to a reduction in component cost.

In this embodiment, again as a preferred embodiment, with continued reference to fig. 5, the cavities 301b at the impact absorbing structure 301 may be designed as a plurality of spaced apart arrangements. At this time, the above-mentioned cavities 301b are made into a plurality of cavities arranged separately, which obviously can better promote the crumple energy absorbing capability of the collision energy absorbing structure 301. Furthermore, in the implementation, for example, the cavities 301b may be designed as three as shown in fig. 5, and two of them are formed between the structural body 301a and the impact beam mounting plate 3, and the other one is located inside the structural body 301 itself.

As also shown in fig. 2, as a preferred embodiment, the present embodiment is provided with extension beams 1a at the ends of the side body stringers 1, each side extension beam 1a being located on the side of the same side body stringer 1 facing the outside of the vehicle, and the ends of each side extension beam 1a being also connected behind the same side impact energy absorbing structure 301. In this way, by arranging the extension beams 1a at the positions of the longitudinal beams 1 of each vehicle body and connecting the end parts of the extension beams 1a with the collision energy absorbing structures 301, the longitudinal beams 1 of the vehicle body can better participate in collision energy absorption and force transmission when the vehicle collides, particularly under the offset collision working condition, so that the safety of collision is improved.

It is noted that in practice, the side extension beams 1a described above may also preferably be provided with a gradual cross-section, and in particular in a direction towards the impact absorbing structure 301, such that the cross-section of the extension beam 1a is gradually smaller. In this way, the transmission of the collision force from the collision energy absorbing structure 301 to the vehicle body side member 1 can be facilitated more, so as to enhance the collision force transmission effect of the vehicle body end portion.

In addition, in the present embodiment, since the vehicle body end structure is a structure related to the vehicle body front end, when the extension beam 1a is provided, the front ends of the front wheel house side frames 6 on the left and right sides of the front cabin are connected to the extension beam 1a on the corresponding side, so that the connection between the front wheel house side frames 6 and the vehicle body side members 1 is achieved. Of course, similar to the front cabin structure in the existing vehicle, in addition to the front end of the front wheel cover side rail 6 being connected to the extension beam 1a of the end of the body side rail 1, a front shock tower 7 is also provided between each side of the front wheel cover side rail 6 and the body side rail 1 to achieve the support of the front wheel cover side rail 6 by the front shock tower 7 and at the same time also achieve the connection between the front wheel cover side rail 6 and the body side rail 1.

Still referring to fig. 3 and 4, and in combination with fig. 6, as a preferred embodiment, the impact beam assembly 2 of the present embodiment specifically includes crash boxes 201 connected to each side of the impact beam mounting plate 3, and impact beams 202 connected to both side of the crash boxes 201. Meanwhile, the two side energy absorption boxes 201 are also connected with reinforcing pull belts 4, each side reinforcing pull belt 4 extends along the front-back direction of the whole vehicle, one end (front end) of each side reinforcing pull belt 4 is connected to the anti-collision beam 202, and the other end (rear end) of each side reinforcing pull belt 4 is connected to the same side anti-collision beam mounting plate 3.

At this time, by setting the reinforcing pull strap 4 at the energy-absorbing boxes 201 on each side and connecting the impact beam 202, the energy-absorbing boxes 201 and the impact beam mounting plate 3 together through the reinforcing pull strap 4, the connection and reinforcing effect of the reinforcing pull strap 4 can be utilized to improve the connection strength between the impact beam assembly 2 and the impact beam mounting plate 3, and the connection between the impact beam assembly 1a and the impact energy-absorbing structure 301 is currently based, that is, the connection strength between the impact beam assembly 2 and the vehicle body longitudinal beam 1 is improved. Therefore, the embodiment can avoid the situation that the side of the anti-collision beam assembly 2 which is not contacted with the barrier is pulled out and unstably due to the tearing of the welding point under the offset collision working condition, thereby influencing the collision force transmission effect.

In this embodiment, it should be noted that, in the implementation, the reinforcing pull straps 4 on each side and the crash boxes 201 on the same side, and the reinforcing pull straps 4 on each side and the crash beam 202 may be welded together. At this time, the reinforcing tension band 4 is welded to the crash box 202 and the impact beam 201, so that the connection between them can be easily achieved. In order to facilitate the welding between the reinforcing tension strap and the crash beam 202 and the crash box 201, still referring to fig. 6, in a specific structure, the reinforcing tension strap 4 may be made up of a crash beam connecting section 4a, a crash box connecting section 4b, and a transition section 4c and a mounting plate connecting section 4d that are connected in sequence.

The adjacent sections forming the reinforcing pull strap 4 are bent and arranged, so that a certain included angle is formed between the adjacent sections, meanwhile, the anti-collision beam connecting section 4a is attached to the anti-collision beam 202 so as to be welded and connected with the anti-collision beam 202, and the energy absorption box connecting section 4b can be attached to the energy absorption box 201 so as to be welded and connected with the energy absorption box 201. The transition section 4c is obliquely arranged between the energy absorption box 201 and the anti-collision beam mounting plate 3 so as to adapt to the corner position between the energy absorption box 201 and the anti-collision beam mounting plate 3, and the transition between the two is realized, and of course, the oblique arrangement of the transition section 4c is also beneficial to the transmission of acting force brought by collision on the reinforced pull belt 4.

The mounting plate connecting section 4d is used for connecting the reinforcing pull strap 4 and the anti-collision beam mounting plate 3, and as a preferred implementation form, the embodiment can enable the reinforcing pull strap 4 on each side to be connected to the anti-collision beam mounting plate 3 on the same side through a screw structure. In this way, the reinforcing pull belt 4 is connected with the anti-collision beam mounting plate 3 through the screw structure, so that the anti-collision beam assembly 2 can be maintained and replaced in the later structural stage. In particular, the screw structure may include a connecting bolt 4e and a threaded hole correspondingly disposed on the anti-collision beam mounting plate 3, where the connecting bolt 4e passes through the reinforcing pull strap 4 and is then screwed into the threaded hole on the anti-collision beam mounting plate 3.

Of course, the threaded holes may be directly formed on the impact beam mounting plate 3, or projection welding nuts may be provided on the impact beam mounting plate 3, and connection vias may be provided corresponding to the projection welding nuts. The connecting bolts 4e pass through the connecting through holes on the reinforcing pull belt 4 and the anti-collision beam mounting plate 3 together and are then screwed into the projection welding nuts.

As further shown in fig. 7, as a preferred embodiment, the crash boxes 201 on each side in the present embodiment each include a box body 2011 extending in the front-rear direction of the entire vehicle, and reinforcing ribs 2012 provided in the box body 2011. Meanwhile, the cross section of the case 2011 is polygonal, and each corner position of the case 2011 is provided with a crush structure 2013, and the crush structures 2013 at each corner position are also a plurality of crush structures arranged at intervals along the front-rear direction of the whole vehicle.

At this time, it can be understood that the energy-absorbing box 201 is formed by the box body 2011 with a polygonal cross section and the inner reinforcing rib 2012, so that the energy-absorbing box 201 can be conveniently prepared, and the structural strength of the energy-absorbing box 201 can be ensured. By providing crush structures 2013 at the corners of the box 2011, it helps to enhance the crush and energy absorption effects of the crash box 201 during a collision.

In addition, in the embodiment, the reinforcement rib 2012 disposed in the box 2011 may be one or a plurality of reinforcement ribs arranged at intervals, so that the cross section of the box 2011 may be in a shape of "ri", "mu" or other shapes that can increase the structural strength of the crash box 201 itself. The above crush structures 2013 located at the corners of the case 2011 may be crush holes or crush ribs.

In this embodiment, as further shown in fig. 8, as a preferred embodiment, the cross section of the impact beam 202 has two risers 2021 arranged opposite to each other, and a cross plate 2022 connected between the two risers 2021. The cross plates 2022 are arranged at intervals, each cross plate 2022 is also bent, and at least one cross plate 2022 can be bent in a direction opposite to that of other cross plates 2022.

At this time, as a preferable structural form, the above-described respective cross plates 2022 may be divided into two pairs arranged up and down as shown in fig. 8, for example, and the bending directions of the two cross plates 2022 in each pair are opposite, thereby making the two cross plates 2022 in each pair arranged in a symmetrical manner. However, in addition to the structure shown in fig. 8, it is needless to say that the cross plates 2022 may be provided in other manners under the principle that the bending directions of the cross plates 2022 are different, which is not limited to this embodiment.

It can be appreciated that in this embodiment, the impact beam 202 has opposite risers 2021 and transverse plates 2022 connected between the risers 2021, and the transverse plates 2022 are bent, and the bending directions of the transverse plates 2022 are opposite, which not only can be combined with the bending directions of the transverse plates 2022 through the cavity structure formed inside the impact beam 202, but also can use the bending design of the transverse plates 2022 to induce the crash beam 202 to crush and deform during the impact, thereby being beneficial to improving the crash and energy absorption effects of the impact beam 202.

In particular, the impact beam 202 of the present embodiment, which uses the cross section described above, is preferably made of an aluminum alloy and is formed by extrusion. Meanwhile, instead of the impact beam 202, an extruded aluminum structure may be used, and the crash boxes 2 on each side may be also used.

As a preferred embodiment, as shown in fig. 3 in combination with fig. 8 and 9, an impact beam reinforcement plate 5 may be provided on the impact beam 202 in the present embodiment. The cross section of the impact beam reinforcement plate 5 may be in the form of an "M", and it may be specifically disposed on the rear side end face of the impact beam 202. The impact beam mounting plate 5 may preferably extend along the longitudinal direction of the impact beam 202, and the impact beam reinforcing plate 5 may be disposed at the middle of the longitudinal direction of the impact beam 202, specifically by welding.

Thus, by providing the above-mentioned bumper beam reinforcement plate 5 in the middle of the bumper beam 202, the present embodiment can reduce the bending degree of the bumper beam 202 during offset collision, which is beneficial to the transmission of the collision force to the other side of the bumper beam 202, and can reduce the single-side stress of the bumper beam 202, thereby reducing the intrusion amount of the front wall and the foot pit into the passenger cabin.

In the vehicle body end portion structure of this embodiment, during assembly, the crash beam 202 and the crash boxes 201 on both sides may be connected by welding, and after the crash boxes 201 and the crash beam 202 are connected, the reinforcing pull strap 4 is welded to the crash beam 202 and the crash boxes 201. The two-sided crash boxes 201 can then be attached to the bumper beam mounting plates 3 by welding with the L-shaped attachment plates 302 on each side of the bumper beam mounting plates 3. After the energy absorption box 201 is connected with the anti-collision beam mounting plate 3, the reinforcing pull belt 4 is connected to the anti-collision beam mounting plate 3 through the connecting bolts 4 e.

The vehicle body end structure of this embodiment adopts the design as above, through setting up the collision energy absorbing structure 301 that is located the vehicle body longeron 1 and faces outside the car on crashproof roof beam mounting panel 3 to and through setting up structures such as reinforcing stretching strap 4 and crashproof roof beam reinforcing plate 5, it not only can increase the collision energy absorbing area of vehicle body end, also can increase crashproof roof beam assembly 2 and answer the ability that the biasing was bumped. Therefore, the embodiment can increase the absorption effect on collision energy when the vehicle collides, particularly small overlap collision, and is beneficial to the transmission and dispersion of collision force at the end part of the vehicle body, thereby being beneficial to the improvement of the collision safety of the whole vehicle.

Example two

The present embodiment relates to a vehicle in which the vehicle body end portion structure as described above is provided.

The vehicle of this embodiment can increase the effect of absorbing collision energy when the vehicle collides, especially small overlap collision, by setting the vehicle body end structure in embodiment one, and be favorable to the transmission dispersion of collision force at the vehicle body end, help the promotion of whole car collision security, and have fine practicality.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A vehicle body end structure, characterized in that:

comprises an anti-collision beam assembly (2) connected with the end parts of the longitudinal beams (1) of the vehicle body on the left side and the right side;

the ends of the vehicle body longitudinal beams (1) at two sides are respectively provided with an anti-collision beam mounting plate (3), and the anti-collision beam assembly (2) is connected to the anti-collision beam mounting plates (3) at two sides;

the anti-collision beam mounting plates (3) on each side are respectively provided with a collision energy absorbing structure (301), and the collision energy absorbing structures (301) on each side are positioned on the same side on one side of the vehicle body longitudinal beam (1) facing the outside of the vehicle.

2. The vehicle body end structure according to claim 1, characterized in that:

the collision energy absorbing structure (301) comprises a structural body (301 a) connected to the collision beam mounting plate (3), and a cavity (301 b) is formed in the structural body (301 a) and/or between the structural body (301 a) and the collision beam mounting plate (3).

3. The vehicle body end structure according to claim 2, characterized in that:

the structural body (301 a) and the anti-collision beam mounting plate (3) are integrally formed, and/or the cavities (301 b) are arranged in a separated mode.

4. The vehicle body end structure according to claim 1, characterized in that:

the two sides the end parts of the car body longitudinal beam (1) are respectively provided with an extension beam (1 a), the extension beams (1 a) on each side are positioned on the same side on one side of the car body longitudinal beam (1) facing the outside of the car, and the end parts of the extension beams (1 a) on each side are connected to the rear of the collision energy absorption structure (301) on the same side.

5. The vehicle body end structure according to any one of claims 1 to 4, characterized in that:

the anti-collision beam assembly (2) comprises an energy absorption box (201) connected with each side of the anti-collision beam mounting plate (3), and an anti-collision beam (202) connected with each side of the energy absorption box (201);

both sides all be connected with on the energy-absorbing box (201) and strengthen stretching strap (4), each side strengthen stretching strap (4) all along whole car fore-and-aft direction, and each side strengthen stretching strap (4) one end is connected on crashproof roof beam (202), each side strengthen stretching strap (4) the other end is connected on the homonymy crashproof roof beam mounting panel (3).

6. The vehicle body end structure according to claim 5, characterized in that:

the reinforcing pull belt (4) and the energy absorption box (201) are welded and connected with each other, and the reinforcing pull belt (4) and the anti-collision beam (202) are welded and connected with each other; and/or the number of the groups of groups,

the reinforcing pull belts (4) on all sides are connected to the anti-collision beam mounting plates (3) on the same side through screw structures.

7. The vehicle body end structure according to claim 5, characterized in that:

each side of the energy absorption box (201) comprises a box body (2011) extending along the front-back direction of the whole vehicle and a reinforcing rib plate (2012) arranged in the box body (2011);

the cross section of the box body (2011) is polygonal, each angular position of the box body (2011) is provided with a crumple structure (2013), and the crumple structures (2013) at each angular position are arranged at intervals along the front-rear direction of the whole car.

8. The vehicle body end structure according to claim 5, characterized in that:

the cross section of the anti-collision beam (202) is provided with two vertical plates (2021) which are oppositely arranged, and a transverse plate (2022) connected between the two vertical plates (2021);

the transverse plates (2022) are arranged at intervals, each transverse plate (2022) is bent, and the bending direction of at least one transverse plate (2022) is opposite to that of other transverse plates (2022).

9. The vehicle body end structure according to claim 5, characterized in that:

be equipped with crashproof roof beam reinforcing plate (5) on crashproof roof beam (202), crashproof roof beam reinforcing plate (5) are followed the length direction of crashproof roof beam (202) extends, just crashproof roof beam reinforcing plate (5) are located crashproof roof beam (202) length direction's middle part.

10. A vehicle, characterized in that:

the vehicle is provided with the vehicle body end structure according to any one of claims 1 to 9.