WO2022061625A1 - 一种后防撞梁总成结构及车辆 - Google Patents

一种后防撞梁总成结构及车辆 Download PDF

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Publication number
WO2022061625A1
WO2022061625A1 PCT/CN2020/117292 CN2020117292W WO2022061625A1 WO 2022061625 A1 WO2022061625 A1 WO 2022061625A1 CN 2020117292 W CN2020117292 W CN 2020117292W WO 2022061625 A1 WO2022061625 A1 WO 2022061625A1
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WIPO (PCT)
Prior art keywords
collision beam
collision
assembly structure
rear bumper
beam assembly
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2020/117292
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English (en)
French (fr)
Inventor
颜俊明
王长飞
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
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Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Geely Automobile Research Institute Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to PCT/CN2020/117292 priority Critical patent/WO2022061625A1/zh
Priority to CN202080102601.7A priority patent/CN115803233A/zh
Publication of WO2022061625A1 publication Critical patent/WO2022061625A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact

Definitions

  • the present application relates to the technical field of vehicles, and in particular, to a rear anti-collision beam assembly structure and a vehicle.
  • Automobile rear anti-collision beam assembly generally includes anti-collision beam body, left/right energy absorbing box upper/lower plate (inner/outer plate), left/right mounting plate, tow hook reinforcement plate, rear bumper mounting bracket and other parts (parts).
  • the car tow hook and rear bumper mounting bracket are arranged on the main body structure of the lower body and are not included in the anti-collision beam assembly).
  • the lightweight of the anti-collision beam is closely related to the cost of the parts. It is very important to realize the lightweight of the anti-collision beam on the basis of ensuring the collision performance of the anti-collision beam.
  • the energy-absorbing box in the prior art is an integrated energy-absorbing box that is self-welded by bending four sides of the periphery.
  • the mounting plate is integrated into one part, which greatly improves the light weight level.
  • the design of the integrated energy-absorbing box needs to cut off the surrounding excess sheet materials when blanking, and the material utilization rate is relatively low.
  • multiple installation points need to be set inside the energy-absorbing box.
  • the distance between the installation points is very close, and the force surface is small during collision, which is easy to lose stability.
  • the purpose of the present application is to provide a rear anti-collision beam assembly structure and a vehicle, which can improve material utilization efficiency and collision stability.
  • the application provides a rear anti-collision beam assembly structure, comprising a rear anti-collision beam main body and an energy-absorbing box arranged at both ends of the rear anti-collision beam main body;
  • the energy-absorbing box includes a box body and a mounting plate, the box body is a semi-closed structure formed by bending a plate, and includes a first opening and a second opening that communicate with each other, and the first opening is connected to the main body of the rear anti-collision beam.
  • the second opening is provided with the mounting plate, and the mounting plate is turned to the outside of the box body.
  • the box body includes a base surface, a connecting surface and oppositely arranged side surfaces; the base surface and the connecting surface are arranged opposite to each other, and the connecting surface is formed by the bending connection of the plate, and the side surface is formed.
  • the mounting plate is provided.
  • a positioning hole is provided on the mounting plate, and the positioning hole is used for mounting the rear bumper beam assembly structure on the vehicle body.
  • the energy-absorbing box is further provided with a plurality of crushing ribs, and the crushing ribs are arranged at the bends of the box body for inducing the crushing of the energy-absorbing box when a collision occurs.
  • the rear anti-collision beam assembly structure further includes a plurality of rear bumper mounting brackets, one end of the plurality of rear bumper mounting brackets is fixed on the back of the rear bumper beam main body, and a plurality of the rear bumper The other end of the mounting bracket is connected to the rear bumper of the vehicle.
  • the rear protection mounting bracket includes a welding part and a connecting part, the welding part is arranged at one end of the rear protection installation bracket and is welded with the main body of the rear bumper beam, and the connecting part is arranged at the rear bumper. Connect the other end of the mounting bracket to the rear bumper of the vehicle.
  • the connecting portion is a welding nut.
  • the plurality of rear protection mounting brackets include a middle rear protection installation bracket and a left/right rear protection installation bracket, the middle rear protection installation bracket is fixed in the middle of the rear anti-collision beam body, and the left/right rear protection installation bracket is The right rear bumper mounting bracket is fixed on the left and right sides of the rear bumper main body, and the left/right rear bumper mounting brackets are symmetrically arranged relative to the middle rear bumper mounting bracket.
  • the rear anti-collision beam assembly structure further includes an antenna bracket, and the antenna bracket is arranged on the back of the rear anti-collision beam main body and is used for installing a vehicle antenna.
  • the rear anti-collision beam assembly structure further includes a rear anti-collision beam reinforcing plate, and the rear anti-collision beam reinforcing plate is arranged on the front of the rear anti-collision beam main body.
  • the cross section of the main body of the rear crash beam is an arc structure, and the arc structure extends toward the rear of the vehicle.
  • the present application also provides a vehicle, the vehicle is provided with a rear bumper, and the rear anti-collision beam assembly structure as described above, wherein the rear bumper is fixed on the rear anti-collision beam assembly on the structured rear bumper mounting bracket.
  • the rear anti-collision beam assembly structure and the vehicle described in this application have the following beneficial effects:
  • a rear anti-collision beam assembly structure and a vehicle described in this application form an energy-absorbing box structure by bending a plate, which greatly reduces the excess material removed and improves the utilization efficiency of the plate.
  • the mounting plate of the energy-absorbing box is arranged outside the energy-absorbing box, and the force-bearing area of the mounting point increases during a collision, which improves the stability of the collision .
  • the rear anti-collision beam assembly structure and vehicle described in this application can reduce the number of parts and save the welding process of the energy-absorbing box through the bending and forming of a whole plate, which can greatly reduce The weight of the anti-collision beam assembly reduces the cost.
  • a reinforcing plate is arranged on the front of the rear anti-collision beam main body, which can effectively increase the overlap between the anti-collision beam and the collision pendulum, thereby improving the rear anti-collision Collision performance of beams.
  • FIG. 1 is a schematic structural diagram of a rear anti-collision beam assembly structure described in the present application.
  • Fig. 2 is the structural representation of the energy absorbing box in Fig. 1;
  • Figure 3 is a schematic front view of the structure of the rear anti-collision beam assembly in Figure 1;
  • FIG. 4 is a top view of the structure of the rear anti-collision beam assembly in FIG. 1;
  • FIG. 5 is a schematic view of the rear of the rear anti-collision beam assembly structure in FIG. 1 .
  • the embodiments of the present specification provide a rear crash beam assembly structure.
  • FIG. 1 it is a schematic diagram of the structure of the rear anti-collision beam assembly provided in the embodiment of the present specification.
  • the rear anti-collision beam assembly structure includes a rear anti-collision beam main body 1 and an energy-absorbing box 2 disposed at both ends of the rear anti-collision beam main body 1;
  • the energy-absorbing box 2 includes a box body 21 and a mounting plate 22.
  • the box body 21 is a semi-closed structure formed by bending a plate, and includes a first opening and a second opening that communicate with each other.
  • the anti-collision beam main body 1 is fixedly connected, the second opening is provided with the mounting plate 22 , and the mounting plate 22 is turned to the outside of the box body 21 .
  • the structure of the energy-absorbing box uses the installation bottom surface as the base surface for bending, and the four peripheral surfaces are bent to form the main surface of the energy-absorbing box. Therefore, in the actual preparation work, it is necessary to cut off the excess plates around the periphery during the blanking process.
  • the utilization rate of the material is very low, about 40%-50%, and the installation points of the conventional rear crash beam are arranged inside the energy-absorbing box, and the distance between the installation points is relatively close.
  • the force-bearing surface of the energy-absorbing box is relatively small, and it is easy to become unstable, which leads to the fracture of the connection between the energy-absorbing box and the rear anti-collision beam.
  • the box body 21 includes a base surface 211, a connecting surface 212 and an opposite side surface 213; the base surface 211 is opposite to the connecting surface 212, and the connecting surface 212 is formed at the bending connection of the plate On the upper side, the mounting plate 22 is provided on the side surface 213 .
  • each surface of the energy absorbing box body 21 is only an embodiment of this specification.
  • the longitudinal section of the box body 21 is rectangular, so that in the event of a collision, each All surfaces can be used as support surfaces to improve the stability and energy-absorbing capacity of the energy-absorbing box.
  • the board extends in the X direction.
  • the width of the base surface 211 is set according to the preset size requirements, and so
  • the base surface 211 is the basis, and the two sides are bent 90° around the X axis to form, and the bent part forms other component surfaces of the energy-absorbing box, such as the side surface 213, and the two ends of the plate are connected to form the connecting surface 212,
  • the structure of the energy-absorbing box can be formed by spot welding, seam welding, etc. Since it is a single integral plate, the box body 21 of the energy-absorbing box can be formed by bending more, which can improve the utilization rate of the plate and the material utilization rate.
  • the energy-absorbing box is formed by bending a single sheet, which reduces the problem of many parts and processes in the traditional split-type energy-absorbing box and mounting plate structure, thereby saving the number of parts and processing steps, and only welding on one side can realize energy absorption
  • the forming of the box can reduce the number of welding points or the length of the welding seam, and the integrated design of the energy-absorbing box can improve the stability and compression resistance of the overall energy-absorbing box.
  • the integrated energy-absorbing box at both ends reduces 4 sub-parts compared with the traditional energy-absorbing box, which can save the welding process of the energy-absorbing box and reduce the welding seam or corresponding welding point by at least 600mm. Lightweight and cost reduction of crash beam assembly.
  • the longitudinal section of the box body 21 may also be in other shapes, such as a circle, that is, the side surface 213 may be in the shape of an arc.
  • the energy absorbing box can be improved 2 ductile deformation ability to avoid brittle fracture when subjected to increased collision.
  • the mounting plate 22 is arranged on the side surface 213 and is turned outward.
  • the mounting plate 22 It is integrally formed with the plate of the box body 21, so that the position of the mounting plate 22 can be set during the blanking process. After the bending of the plate is completed, the mounting plate 22 can be turned over.
  • the optimized arrangement can improve the strength of the overall structure of the energy absorbing box 2 .
  • the mounting plate 22 can also be disposed at one end of the base surface 211, so that the energy absorbing box can also be connected to the vehicle body, so that the mounting plate 22 can also be integrally formed with the box body , the position of the mounting plate 22 will not be affected during the bending process of the plate.
  • the mounting plate 22 can also be disposed on one side of the connecting surface 212, so that the mounting plate 22 can be connected to the connecting surface 212 by welding, because the connecting surface 212 is The joints of the above-mentioned plates are fixed by welding or other methods. When receiving a lateral impact force, the force will be uneven. By fixing the mounting plate 22 on the side of the connecting surface 212, it can improve the The stability and strength of the side surface of the connection surface 212 .
  • the plate may be steel, and other high-strength materials are also within the scope of protection claimed in the present application.
  • a positioning hole 221 may be provided on the mounting plate 22 , and the positioning hole 221 is used to mount the rear bumper beam assembly structure on the vehicle body, since the mounting plate 22 is turned outward relative to the box body 21 , and the positioning holes 221 are distributed around the energy-absorbing box 2, the collision area is subjected to large force, and the collision stability is greatly improved.
  • the mounting plate 22 and the positioning holes 221 thereon can be evenly distributed Around the energy absorbing box 2 , the collision force carried by the dispersed energy absorbing boxes 2 can be evenly distributed, thereby preventing the energy absorbing box 2 from being broken due to uneven force.
  • the energy-absorbing box 2 is further provided with a plurality of crushing ribs 23 , and the crushing ribs 23 are arranged on the folds of the box body 21 .
  • the bend is used to induce the collapse of the energy absorbing box 2 in the event of a collision.
  • the crushing rib 23 can be a triangular rib, which can greatly improve the energy absorbing effect of the energy absorbing box 2 and improve the stability of collision.
  • the cross section of the rear crash beam main body 1 is an arc structure, and the arc surface of the arc structure faces the rear of the vehicle body.
  • the main body of the beam is better stressed and not easy to break.
  • the rear bumper beam assembly structure may further include a plurality of rear bumper mounting brackets 3 , and one end of the plurality of rear bumper mounting brackets 3 is fixed on the On the back of the rear bumper main body 1, the other ends of the plurality of rear bumper mounting brackets 3 are connected to the rear bumper of the vehicle.
  • the rear bumper mounting bracket 3 includes a welding portion 31 and a connecting portion 32.
  • the welding portion 31 is disposed at one end of the rear bumper mounting bracket 3 and is welded with the rear bumper main body 1.
  • the connecting portion 32 is arranged at the other end of the rear bumper mounting bracket 3 and is connected to the rear bumper of the vehicle.
  • the welding portion 31 is welded on the rear bumper main body 1, so as to limit the position of the rear bumper mounting bracket 3, and the connecting portion 32 is used for connecting the rear bumper.
  • the connecting portion 32 may be a welding nut, which facilitates the disassembly and installation of the rear bumper.
  • the connecting portion 32 may be a projection welding nut.
  • the plurality of rear bumper mounting brackets 3 include a middle rear bumper mounting bracket and a left/right rear bumper mounting bracket, and the middle rear bumper mounting bracket is fixed on the rear bumper main body 1
  • the left/right rear bumper mounting brackets are fixed on the left and right sides of the rear anti-collision beam main body 1
  • the left/right rear bumper mounting brackets are symmetrically arranged relative to the middle rear bumper mounting bracket, as shown in Figure 1
  • the middle rear bumper mounting bracket 3a and the symmetrically arranged left/right rear bumper mounting brackets 3b, 3c can be designed as universal parts.
  • the rear anti-collision beam reinforcement plate 5 is arranged on the front of the rear anti-collision beam main body 1 .
  • the positions of the rear anti-collision beam reinforcement plate 5 are also different.
  • the rear anti-collision beam reinforcement plate 5 is arranged on the main body of the rear anti-collision beam.
  • the rear anti-collision beam reinforcement plate 5 can greatly increase the overlap between the anti-collision beam and the collision pendulum, so that the collision energy can be better transmitted to the anti-collision beam and improve the anti-collision beam.
  • Collision performance in some compact and other small vehicles, for example, the anti-collision beams of individual models are designed to have a low height from the ground, in order to increase the overlap between the anti-collision beam and the collision pendulum, the rear anti-collision beam reinforcement plate 5 can also be provided At the upper middle position of the rear anti-collision beam main body 1, the effect of improving the collision performance of the anti-collision beam can also be achieved.
  • the rear anti-collision beam reinforcement plate 5 may be an arc-shaped structure and cooperate with the rear anti-collision beam main body 1, and the length of the rear anti-collision beam reinforcement plate 5 is set according to the actual situation, and it is recommended not to exceed the 1/2 of the overall length of the rear crash beam main body 1 .
  • the rear anti-collision beam assembly structure may further include an antenna bracket 4, the antenna bracket 4, the antenna bracket 4 is disposed on the back of the rear anti-collision beam main body 1, and is used for installation vehicle antenna. Specifically, the antenna bracket 4 is arranged in the middle of the rear anti-collision beam main body 1 , and the rear bumper mounting bracket 3 can be further fixed.
  • the embodiments of this specification also provide a vehicle, the vehicle is provided with a rear bumper, and the rear bumper is fixed on the rear anti-collision beam assembly. on the structured rear bumper mounting bracket.
  • a rear anti-collision beam assembly structure and a vehicle described in this application form an energy-absorbing box structure by bending a plate, which greatly reduces the removal of excess material and improves the utilization efficiency of the plate.
  • the mounting plate of the energy-absorbing box is arranged outside the energy-absorbing box, and the force-bearing area of the mounting point increases during a collision, which improves the stability of the collision .
  • the rear anti-collision beam assembly structure and vehicle described in this application can reduce the number of parts and save the welding process of the energy-absorbing box by bending and forming a whole plate, which can greatly reduce The weight of the anti-collision beam assembly reduces the cost.
  • a reinforcing plate is designed on the main body of the anti-collision beam, which can effectively increase the overlap between the anti-collision beam and the collision pendulum, thereby improving the safety of the anti-collision beam. crash performance.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种后防撞梁总成结构及车辆，所述后防撞梁总成结构包括后防撞梁主体（1）和设置在所述后防撞梁主体（1）两端的吸能盒（2）；所述吸能盒（2）包括盒体（21）和安装板（22），所述盒体（21）为板材折弯形成的半封闭结构，包括连通的第一开口和第二开口，所述第一开口与所述后防撞梁主体（1）固定连接，所述第二开口上设有所述安装板（22），所述安装板（22）向所述盒体（21）的外部翻转。基于上述后防撞梁总成结构，通过板材折弯形成吸能盒（2）结构，减少了切除余料，提高板材的利用效率，吸能盒（2）的安装板（22）设置在吸能盒（2）的外部，在碰撞时安装点受力面积增大，提升了碰撞的稳定性，通过整块板材的折弯成型，减少了零件个数，同时节省了吸能盒（2）的焊接工序，可以极大的减轻后防撞梁总成的重量，降低成本。

Description

一种后防撞梁总成结构及车辆 技术领域
本申请涉及车辆技术领域，特别涉及一种后防撞梁总成结构及车辆。
背景技术
随着世界汽车工业的飞速发展，各种新技术和新工艺层出不穷，汽车轻量化水平大大提高。研究显示，若汽车整车质量降低10％，燃油效率可提高6％-8％，因此，汽车轻量化已经成为汽车发展的趋势。
汽车后防撞梁总成一般包括防撞梁本体、左/右吸能盒上/下板(内/外板)、左/右安装板、拖车钩加强板、后保安装支架等零件(部分汽车拖车钩和后保安装支架布置在下车身主体结构上，不包含在防撞梁总成里)。防撞梁的轻量化与零件的成本息息相关，在保证防撞梁碰撞性能的基础上实现防撞梁的轻量化变得十分重要。
防撞梁的轻量化最主要的途径是采用新材料和新工艺，例如采用铝合金、复合材料等。但是采用了新材料提升轻量化的同时，会造成零件的成本比使用传统材料的防撞梁高。在行业中，还有一种轻量化方案，采用传统材料和工艺的同时，通过结构优化将多个零件集成到一个零件上，在不增加成本的基础上通过减少零件数量达到减重降本的目的，现有技术中吸能盒是通过周边四面折弯自焊接成集成式吸能盒，该集成式吸能盒将传统结构中吸能盒上/下板(内/外板)和防撞梁安装板集成为一个零件，轻量化水平大大提升，但是该集成式吸能盒的设计在落料时需要切除周边多余板料，材料利用率比较低，同时吸能盒内部需要设置多个安装点，安装点之间距离非常近，碰撞时受力面小，容易失稳。
发明内容
针对现有技术的上述问题，本申请的目的在于，提供一种后防撞梁总成结构及车辆，能够提高材料利用效率以及碰撞的稳定性。
为了解决上述技术问题，本申请的具体技术方案如下：
一方面，本申请提供一种后防撞梁总成结构，包括后防撞梁主体和设置在所 述后防撞梁主体两端的吸能盒；
所述吸能盒包括盒体和安装板，所述盒体为板材折弯形成的半封闭结构，包括连通的第一开口和第二开口，所述第一开口与所述后防撞梁主体固定连接，所述第二开口上设有所述安装板，所述安装板向所述盒体的外部翻转。
进一步地，所述盒体包括基础面、连接面和相对设置的侧面；所述基础面与所述连接面相对设置，所述板材的折弯连接处形成所述连接面上，所述侧面上设有所述安装板。
进一步地，所述安装板上设有定位孔，所述定位孔用于将所述后防撞梁总成结构安装在车身上。
进一步地，所述吸能盒还设有多个压溃筋，所述压溃筋设置在所述盒体的折弯处，用于在发生碰撞时诱导所述吸能盒的压溃。
进一步地，所述后防撞梁总成结构还包括多个后保安装支架，多个所述后保安装支架的一端固定在所述后防撞梁主体的背面上，多个所述后保安装支架的另一端与车辆后保险杠连接。
进一步地，所述后保安装支架包括焊接部和连接部，所述焊接部设置在所述后保安装支架的一端，与所述后防撞梁主体焊接，所述连接部设置在所述后保安装支架的另一端，与车辆后保险杠连接。
作为可选地，所述连接部为焊接螺母。
进一步地，多个所述后保安装支架中包括中间后保安装支架和左/右后保安装支架，所述中间后保安装支架固定在所述后防撞梁主体的中部，所述左/右后保安装支架固定在所述后防撞梁主体的左右侧，并且所述左/右后保安装支架相对所述中间后保安装支架呈对称设置。
进一步地，所述后防撞梁总成结构还包括天线支架，所述天线支架设置在所述后防撞梁主体的背面上，用于安装车辆天线。
进一步地，所述后防撞梁总成结构还包括后防撞梁加强板，所述后防撞梁加强板设置在所述后防撞梁主体的正面。
作为可选地，所述后防撞梁主体横截面呈弧形结构，并且所述弧形结构向车辆尾部延伸。
另一方面，本申请还提供一种车辆，所述车辆上设有后保险杠，以及如上述所述的后防撞梁总成结构，其中，所述后保险杠固定在后防撞梁总成结构的后保 安装支架上。
采用上述技术方案，本申请所述的一种后防撞梁总成结构及车辆具有如下有益效果：
1.本申请所述的一种后防撞梁总成结构及车辆，通过板材折弯形成吸能盒结构，大大减少了切除余料，提高板材的利用效率。
2.本申请所述的一种后防撞梁总成结构及车辆，吸能盒的安装板设置在吸能盒的外部，在碰撞时安装点受力面积增大，提升了碰撞的稳定性。
3.本申请所述的一种后防撞梁总成结构及车辆，通过整块板材的折弯成型，减少了零件个数，同时节省了吸能盒的焊接工序，可以极大的减轻后防撞梁总成的重量，降低成本。
4.本申请所述的一种后防撞梁总成结构及车辆，在后防撞梁主体的正面设置加强板，可有效提升防撞梁与碰撞摆锤的重叠量，从而提升后防撞梁的碰撞性能。
附图说明
为了更清楚地说明本申请的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单的介绍。显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它附图。
图1本申请所述的一种后防撞梁总成结构的结构示意图；
图2是图1中吸能盒的结构示意图；
图3是图1中后防撞梁总成结构正面示意图；
图4是图1中后防撞梁总成结构俯视图；
图5是图1中后防撞梁总成结构后面示意图。
图中：1-后防撞梁主体，2-吸能盒，3-后保安装支架，4-天线支架，5-后防撞梁加强板，21-盒体，22-安装板，31-焊接部，32-连接部，211-基础面，212-连接面，213-侧面，221-定位孔。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清 楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本申请保护的范围。
需要说明的是，本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本申请的实施例能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、装置、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
实施例1
为了提高吸能盒在形成过程中对材料的利用效率，以及吸能盒在发生碰撞时的稳定性，本说明书实施例提供一种后防撞梁总成结构。
如图1所示，为本说明书实施例提供的后防撞梁总成结构的示意图。
具体地，所述后防撞梁总成结构包括后防撞梁主体1和设置在所述后防撞梁主体1两端的吸能盒2；
所述吸能盒2包括盒体21和安装板22，所述盒体21为板材折弯形成的半封闭结构，包括连通的第一开口和第二开口，所述第一开口与所述后防撞梁主体1固定连接，所述第二开口上设有所述安装板22，所述安装板22向所述盒体21的外部翻转。
现有技术中，吸能盒结构是以安装底面作为折弯基础面，周边四个面折弯后形成吸能盒主面，因此在实际准备工作中，落料过程中需要切除周边多余的板料，导致材料的利用率很低，大概只有40％-50％，并且常规的后防撞梁的安装点布置在吸能盒的内部，安装点之间的距离比较近，在发生碰撞时，吸能盒的受力面比较小，容易失稳，从而导致吸能盒和后防撞梁连接的断裂。
而在本说明书实施例中提供的吸能盒通过单一板材的折弯形成半封闭结构，就能实现吸能盒主体结构，具体地，如图2所示，为所述吸能盒2的结构示意图，所述盒体21包括基础面211、连接面212和相对设置的侧面213；所述基 础面211与所述连接面212相对设置，所述板材的折弯连接处形成所述连接面212上，所述侧面213上设有所述安装板22。
需要说明的是，所述吸能盒盒体21的各个面的组成只是本说明书一个实施例，在本说明书一个实施例中，所述盒体21纵截面为矩形，这样在发生碰撞时，每个面都可以作为支撑面，提高吸能盒稳定性和吸能能力，在吸能盒制作过程中，板材呈X向延伸，通过预设设置的尺寸要求设置基础面211的宽度，并以所述基础面211为基础，两侧绕X轴折弯90°成型，被折弯的部分形成吸能盒的其他组成面，比如侧面213，所述板材的两端连接形成所述连接面212，可以通过点焊、缝焊等方式实现吸能盒的结构的形成，由于是单一整体的板材通过多从折弯形成吸能盒的盒体21，可以提高板材的利用率，材料利用率可以提升到80％以上，避免备材过程中的多次裁剪，提高了吸能盒的制备效率，而且只是通过板材两端连接部分的焊接就能实现吸能盒结构的稳定性，节省了焊接的步骤。
通过单一的板材折弯形成吸能盒，减少了传统分体式吸能盒及安装板结构零件多、工序多的问题，从而节约了零件的数量和加工工序，仅在一面焊接就能实现吸能盒的成型，可以减少焊点的数量或者是焊缝的长度，吸能盒集成化设计能提高整体吸能盒的稳定性和抗压能力。在具体实际应用中，集成后的两端吸能盒相比传统的吸能盒减小了4个子零件，可节省吸能盒的焊接工序，减少至少600mm的焊缝或相应焊点，实现后防撞梁总成的轻量化和降低成本。
在一些其他实施例中，所述盒体21的纵截面也可以是其他形状，比如圆形，即所述侧面213可以是圆弧状，通过圆弧状的设计，可以提高所述吸能盒2的韧性变形能力，避免在受到加大的碰撞时，发生脆性破裂。
在上述提供吸能盒盒体21的基础上，所述安装板22设置在所述侧面213上，并向外翻转，为了提高所述安装板22连接的强度和稳定性，所述安装板22和所述盒体21的板材为一体成型，这样在落料过程中就可以设置所述安装板22的位置，在所述板材折弯完成后，将所述安装板22进行翻转即可，一体化的设置，能提高所述吸能盒2整体结构的强度。
在一些其他实施例中，所述安装板22还可以设置在所述基础面211的一端，这样也可以将所述吸能盒与车身连接，这样安装板22还可以与所述盒体一体成型，在所述板材折弯过程中并不会影响所述安装板22的位置。
在一些其他实施例中，所述安装板22还可以设置在所述连接面212的一侧， 这样所述安装板22可以通过焊接与所述连接面212连接，由于所述连接面212为所述板材的连接处，并通过焊接等方式进行固定，在受到侧向碰撞力时，会出现受力不均的情况，通过将所述安装板22固定在所述连接面212的侧面，可以提高所述连接面212侧面的稳定性和强度。
在本说明书实施例中，所述板材可以是钢材，其他高强度材料也在本申请所要求保护的范围内。
在所述安装板22上可以设置定位孔221，所述定位孔221用于将所述后防撞梁总成结构安装在车身上，由于所述安装板22相对所述盒体21向外翻转，及所述定位孔221分布在所述吸能盒2的周围，碰撞面积受力大，碰撞稳定性大大提升，作为优选地，所述安装板22及其上的定位孔221可以均匀的分布在所述吸能盒2的周围，可以均分的分散的吸能盒2承载的碰撞力，从而避免所述吸能盒2受力不均发生破裂。
为了提高整个吸能盒2的抗压能力，在本说明书实施例中，所述吸能盒2还设有多个压溃筋23，所述压溃筋23设置在所述盒体21的折弯处，用于在发生碰撞时诱导所述吸能盒2的压溃。具体地，所述压溃筋23可以是三角筋，可以大大提高所述吸能盒2的吸能效果，提升了碰撞的稳定性。
在本说明书实施例中，所述后防撞梁主体1的横截面呈弧形结构，并且所述弧形结构的弧形面朝向车身的尾部，弧形结构的设计可以让所述后防撞梁主体受力更好，不容易断裂。
在本说明书实施例中，如图1、3和4所示，所述后防撞梁总成结构还可以包括多个后保安装支架3，多个所述后保安装支架3的一端固定在所述后防撞梁主体1的背面上，多个所述后保安装支架3的另一端与车辆后保险杠连接。
其中，所述后保安装支架3包括焊接部31和连接部32，所述焊接部31设置在所述后保安装支架3的一端，与所述后防撞梁主体1焊接，所述连接部32设置在所述后保安装支架3的另一端，与车辆后保险杠连接。
可以理解为，所述焊接部31焊接在所述后防撞梁主体1上，从而可以限定所述后保安装支架3的位置，所述连接部32则是用于连接后保险杠，在本说明书实施例中，所述连接部32可以是焊接螺母，便于后保险杠的拆卸与安装，作为优选地，所述连接部32可以是凸焊螺母。
在本说明书实施例中，多个所述后保安装支架3中包括中间后保安装支架 和左/右后保安装支架，所述中间后保安装支架固定在所述后防撞梁主体1的中部，所述左/右后保安装支架固定在所述后防撞梁主体1的左右侧，并且所述左/右后保安装支架相对所述中间后保安装支架呈对称设置，如图1所示，中间后保安装支架3a和对称设置的左/右后保安装支架3b、3c。需要说明的是，多个所述后保安装支架3可以设计为通用件。
在上述提供后防撞梁总成结构的基础上，为了提高整个后防撞梁总成结构的抗碰撞能力，在本说明书实施例中，如图5所示，还可以设置后防撞梁加强板5，所述后防撞梁加强板5设置在所述后防撞梁主体1的正面。作为可选地，根据不同车型，所述后防撞梁加强板5的位置也不同，比如在SUV等大中型车型时，所述后防撞梁加强板5设置在所述后防撞梁主体1的中间下部位置，在低速碰撞时，后防撞梁加强板5可以大大提升防撞梁与碰撞摆锤的重叠量，使得碰撞能量更好地传递到防撞梁上，提高防撞梁的碰撞性能；在一些紧凑型等小型车辆中，如个别车型防撞梁设计离地高度较低，为提升防撞梁与碰撞摆锤的重叠量，所述后防撞梁加强板5也可以设置在所述后防撞梁主体1的中间上部位置，同样也可以达到提升防撞梁碰撞性能的效果。
所述后防撞梁加强板5可以为弧形结构，并与所述后防撞梁主体1相配合，并且所述后防撞梁加强板5的长度根据实际情况设置，建议不超过所述后防撞梁主体1的整体长度的1/2。
本说明书实施例中，所述后防撞梁总成结构还可以包括天线支架4，所述天线支架4，所述天线支架4设置在所述后防撞梁主体1的背面上，用于安装车辆天线。具体地，所述天线支架4设置在所述后防撞梁主体1的中部位置，还可以进一步地固定所述后保安装支架3。
在上述提供的一种后防撞梁总成结构的基础上，本说明书实施例还提供一种车辆，所述车辆设有后保险杠，所述后保险杠固定在所述后防撞梁总成结构的后保安装支架上。
通过上述提供的一种后防撞梁总成结构及车辆，可以取得如下有益效果：
1)本申请所述的一种后防撞梁总成结构及车辆，通过板材折弯形成吸能盒结构，大大减少余料的切除，提高板材的利用效率。
2)本申请所述的一种后防撞梁总成结构及车辆，吸能盒的安装板设置在吸能盒的外部，在碰撞时安装点受力面积增大，提升了碰撞的稳定性。
3)本申请所述的一种后防撞梁总成结构及车辆，通过整块板材的折弯成型，减少了零件个数，同时节省了吸能盒的焊接工序，可以极大的减轻后防撞梁总成的重量，降低成本。
4)本申请所述的一种后防撞梁总成结构及车辆，在防撞梁上主体上设计加强板，可有效提升防撞梁与碰撞摆锤的重叠量，从而提升防撞梁的碰撞性能。
以上所述仅为本申请的较佳实施例，并不用以限制本申请，对于本领域技术人员而言，显然本申请不限于上述示范性实施例的细节，而且在不背离本申请的精神或基本特征的情况下，能够以其他的具体形式实现本申请。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本申请的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同要件的含义和范围内的所有变化囊括在本申请内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。
此外，应当理解，虽然本说明书按照实施方式加以描述，但并非每个实施方式仅包含一个独立的技术方案，说明书的这种叙述方式仅仅是为清楚起见，本领域技术人员应当将说明书作为一个整体，各实施例中的技术方案也可以经适当组合，形成本领域技术人员可以理解的其他实施方式。

Claims (12)

  1. 一种后防撞梁总成结构，其特征在于，包括后防撞梁主体(1)和设置在所述后防撞梁主体(1)两端的吸能盒(2)；
    所述吸能盒(2)包括盒体(21)和安装板(22)，所述盒体(21)为板材折弯形成的半封闭结构，包括连通的第一开口和第二开口，所述第一开口与所述后防撞梁主体(1)固定连接，所述第二开口上设有所述安装板(22)，所述安装板(22)向所述盒体(21)的外部翻转。
  2. 根据权利要求1所述的后防撞梁总成结构，其特征在于，所述盒体(21)包括基础面(211)、连接面(212)和相对设置的侧面(213)；所述基础面(211)与所述连接面(212)相对设置，所述板材的折弯连接处形成所述连接面(212)上，所述侧面(213)上设有所述安装板(22)。
  3. 根据权利要求2所述的后防撞梁总成结构，其特征在于，所述安装板(22)上设有定位孔(221)，所述定位孔(221)用于将所述后防撞梁总成结构安装在车身上。
  4. 根据权利要求1所述的后防撞梁总成结构，其特征在于，所述吸能盒(2)还设有多个压溃筋(23)，所述压溃筋(23)设置在所述盒体(21)的折弯处，用于在发生碰撞时诱导所述吸能盒(2)的压溃。
  5. 根据权利要求1所述的后防撞梁总成结构，其特征在于，还包括多个后保安装支架(3)，多个所述后保安装支架(3)的一端固定在所述后防撞梁主体(1)的背面上，多个所述后保安装支架(3)的另一端与车辆后保险杠连接。
  6. 根据权利要求5所述的后防撞梁总成结构，其特征在于，所述后保安装支架(3)包括焊接部(31)和连接部(32)，所述焊接部(31)设置在所述后保安装支架(3)的一端，与所述后防撞梁主体(1)焊接，所述连接部(32)设置在所述后保安装支架(3)的另一端，与车辆后保险杠连接。
  7. 根据权利要求6所述的后防撞梁总成结构，其特征在于，所述连接部(32)为焊接螺母。
  8. 根据权利要求5所述的后防撞梁总成结构，其特征在于，多个所述后保安装支架(3)中包括中间后保安装支架和左/右后保安装支架，所述中间后保安装支架固定在所述后防撞梁主体(1)的中部，所述左/右后保安装支架固定在所述后防撞梁主体(1)的左右侧，并且所述左/右后保安装支架相对所述中间后保安装支架呈对称设置。
  9. 根据权利要求1所述的后防撞梁总成结构，其特征在于，还包括天线支架(4)，所述天线支架(4)设置在所述后防撞梁主体(1)的背面上，用于安装车辆天线。
  10. 根据权利要求1所述的后防撞梁总成结构，其特征在于，还包括后防撞梁加强板(5)，所述后防撞梁加强板(5)设置在所述后防撞梁主体(1)的正面。
  11. 根据权利要求1所述的后防撞梁总成结构，其特征在于，所述后防撞梁主体(1)横截面呈弧形结构，并且所述弧形结构的弧形面朝向车身的尾部。
  12. 一种车辆，其特征在于，所述车辆上设有后保险杠，以及如权利要求1至11任一项所述的后防撞梁总成结构，其中，所述后保险杠固定在后防撞梁总成结构的后保安装支架上。
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