CN221213863U - Front longitudinal beam and front anti-collision beam connecting structure - Google Patents

Abstract

The utility model discloses a front longitudinal beam and front anti-collision beam connecting structure, wherein offset collision guide blocks are arranged at two ends of a front anti-collision beam, a guide supporting surface is arranged on the outer side of the front end of each front longitudinal beam, and the inner side surface of each offset collision guide block is a guide block inclined surface. When the vehicle collides in an offset manner, the end part of the front anti-collision beam deforms under the action of a collision object, the front end installation center of the energy-absorbing box is approximately used as a center point to deform backwards, the offset collision guide block can smash the guide supporting surface, and the inclined surface of the guide block is stuck on the guide supporting surface, so that the front longitudinal beam is driven to move along the stress direction by transverse force or lateral force or Y-direction force, the whole vehicle body is driven to leave the collision object, the time of hard collision between the vehicle body and the collision object is reduced, the occurrence of large-angle tail flicking caused by the hard collision can be effectively avoided, the maintenance of the basic driving direction of a driver is facilitated, and the offset collision performance and the driving safety of the vehicle are improved.

Description

Front longitudinal beam and front anti-collision beam connecting structure

Technical Field

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

Background

The front part of the automobile body is provided with a front anti-collision beam, and the front anti-collision beam is connected with the front longitudinal beam through an energy absorption box. During the frontal collision and the offset side collision, the front anti-collision beam transmits collision force to the energy-absorbing box and is absorbed by the deformation of the energy-absorbing box.

However, in the offset collision, particularly in the small offset collision condition with the overlapping amount of about 25%, the passenger cabin can encounter strong impact, and after the vehicle and the collided object have hard collision, the vehicle body is thrown out of tail at a large angle, so that the basic driving direction is difficult to maintain, and the offset collision performance is still to be improved.

In view of the above, it is necessary to provide a novel front side member and front impact beam connection structure.

Disclosure of utility model

The utility model aims to overcome the defects of the prior art, provides a connecting structure of a front longitudinal beam and a front anti-collision beam, when offset collision occurs, an offset collision guide block is used for smashing a guide supporting surface, and the front longitudinal beam is given a lateral (Y-direction) force to promote the whole body to move along the stress direction and leave a collision object, so that the time of hard collision between the body and the collision object is reduced, the occurrence of large-angle tail flicking caused by the hard collision can be effectively avoided, the maintenance of a basic driving direction by a driver is facilitated, and the offset collision performance and the driving safety of the vehicle are improved.

The technical scheme of the utility model provides a front longitudinal beam and front anti-collision beam connecting structure which is characterized by comprising two front longitudinal beams, two energy absorption boxes, a front anti-collision beam and two offset collision guide blocks;

The two energy absorption boxes are respectively connected to the front ends of the two front longitudinal beams, and the front anti-collision beam is connected with the two energy absorption boxes;

The two offset collision guide blocks are connected to the rear sides of the two ends of the front anti-collision beam, and are respectively positioned on the outer sides of the two energy absorption boxes;

The inner side surface of the offset collision guide block is a guide block inclined surface, and the distance between the guide block inclined surface and the energy absorption box is gradually increased along the front-to-back direction;

The outer side of the front end of the front longitudinal beam is provided with a guide supporting surface;

The center of the energy absorption box connected with the front anti-collision beam is a front end installation center, and the distances between the front end installation center and the front end and the rear end of the guide block inclined plane are respectively L ₁、L₂; the distance between the front end installation center and the front end and the rear end of the guide supporting surface is L ₃、L₄ respectively;

Then, L ₂≥L₃,L₁＜L₄.

In one optional aspect, at least a portion of the guide block inclined surface is in contact with the guide support surface when the offset crash guide block is in the crash guide state.

In one optional technical scheme, an included angle formed between a connecting line between the front end of the guide supporting surface and the front end installation center and the guide supporting surface is alpha ₁, and an included angle formed between the inclined surface of the guide block and the guide supporting surface is alpha ₂;

Then, α ₂＜α₁.

In one optional technical scheme, the offset collision guide block comprises a guide block body and a guide block connecting end integrally connected to the front end of the guide block body, wherein the guide block inclined surface is the inner side surface of the guide block body, and the front side of the guide block connecting end is provided with a connecting end groove;

The front anti-collision beam penetrates through the connecting end groove, and the front anti-collision beam is connected with the upper groove wall and the lower groove wall of the connecting end groove through fasteners.

In one of the alternative technical schemes, in the vertical direction, the guide block body is arranged in the middle of the connecting end of the guide block;

And reinforcing ribs are respectively connected between the upper surface and the lower surface of the guide block body and the connecting end of the guide block.

In one optional technical scheme, two ends of the front anti-collision beam are respectively provided with a sheath, the sheath penetrates through the connecting end groove, the fastener penetrates through the sheath, and the upper groove wall and the lower groove wall are respectively connected with the sheath;

And a support plate is arranged on the front anti-collision beam and positioned on the inner side of the sheath, and the front end of the energy absorption box is connected with the support plate.

In one optional technical scheme, the sheath comprises a front half sheath and a rear half sheath which are U-shaped, and the upper flanging and the lower flanging of the front half sheath are overlapped with the top flanging and the bottom flanging of the rear half sheath.

In one alternative, the rear half sheath is integrally connected to the support plate.

In one optional technical scheme, the front anti-collision beam is positioned between the upper end and the lower end of the support plate;

The upper flanging and the lower flanging of the front half sheath are respectively extended with a connecting sheet, and the connecting sheets are connected with the support plate.

In one alternative, the front bumper beam includes two cavities arranged at intervals up and down, and a front cavity wall of each cavity has a cavity wall curved portion curved into the cavity.

By adopting the technical scheme, the method has the following beneficial effects:

According to the front longitudinal beam and front anti-collision beam connecting structure provided by the utility model, offset collision guide blocks are arranged at two ends of a front anti-collision beam, a guide supporting surface is arranged on the outer side of the front end of each front longitudinal beam, and the inner side surface of each offset collision guide block is a guide block inclined surface. The distance between the rear end of the guide block inclined plane and the front end installation center of the energy-absorbing box is larger than the distance between the front end of the guide supporting surface and the front end installation center of the energy-absorbing box, the distance between the front end of the guide block inclined plane and the front end installation center of the energy-absorbing box is smaller than the distance between the rear end of the guide supporting surface and the front end installation center of the energy-absorbing box, and therefore the guide block inclined plane can be matched with the guide supporting surface when offset collision occurs.

When the vehicle collides in an offset manner, the end part of the front anti-collision beam deforms under the action of a collision object, the front end installation center of the energy-absorbing box is approximately used as a center point to deform backwards, the offset collision guide block can smash the guide supporting surface, and the inclined surface of the guide block is stuck on the guide supporting surface, so that the front longitudinal beam is driven to move along the stress direction by transverse force or lateral force or Y-direction force, the whole vehicle body is driven to leave the collision object, the time of hard collision between the vehicle body and the collision object is reduced, the occurrence of large-angle tail flicking caused by the hard collision can be effectively avoided, the maintenance of the basic driving direction of a driver is facilitated, and the offset collision performance and the driving safety of the vehicle are improved.

Drawings

The present disclosure will become more readily understood with reference to the accompanying drawings. It should be understood that: the drawings are for illustrative purposes only and are not intended to limit the scope of the present utility model. In the figure:

FIG. 1 is a perspective view of a front side member and front impact beam connection structure according to an embodiment of the present utility model;

FIG. 2 is a top view of a front side rail to front impact beam connection structure according to an embodiment of the present utility model;

FIG. 3 is an exploded view of a front side member and front impact beam connection structure according to an embodiment of the present utility model;

FIG. 4 is an enlarged view of a portion of FIG. 3;

FIG. 5 is a perspective view of offset crash guide blocks attached to both ends of a front impact beam;

FIG. 6 is a top view of FIG. 5;

FIG. 7 is a perspective view of an offset crash guide at a viewing angle;

FIG. 8 is a perspective view of the offset crash guide at another view angle;

FIG. 9 is a perspective view of the offset crash guide at yet another view angle;

FIG. 10 is a cross-sectional view of a front impact beam;

fig. 11 is a perspective view of the bracket plate;

FIG. 12 is a perspective view of the front half sheath;

FIG. 13 is a schematic view of an offset crash guide block impacting a guide support surface of a rail boss in the event of an offset crash;

FIG. 14 is a schematic view of an offset crash block in the midsection of an offset crash;

FIG. 15 is a schematic view of an offset crash occurrence end section;

FIG. 16 is a schematic view of a striker exiting a front impact beam;

FIG. 17 is a schematic illustration of the relative positional relationship of offset crash guide blocks and stringer bosses;

FIG. 18 is a force analysis schematic of an offset crash guide block;

fig. 19 is a force analysis schematic view of a front impact beam.

Detailed Description

Specific embodiments of the present utility model will be further described below with reference to the accompanying drawings. Wherein like parts are designated by like reference numerals. It should be noted that the words "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to directions in the drawings, and the words "inner" and "outer" refer to directions toward or away from, respectively, the geometric center of a particular component.

As shown in fig. 1 to 6 and fig. 13 to 17, a front side member and front impact beam connecting structure according to an embodiment of the present utility model includes two front side members 1, two crash boxes 2, a front impact beam 3, and two offset impact guide blocks 4.

The two energy-absorbing boxes 2 are respectively connected to the front ends of the two front longitudinal beams 1, and the front anti-collision beam 3 is connected with the two energy-absorbing boxes 2.

Two offset collision guide blocks 4 are connected to the rear sides of the two ends of the front collision beam 3, and the two offset collision guide blocks 4 are respectively located on the outer sides of the two energy absorption boxes 2.

The inside surface of the offset crash guide 4 is a guide block inclined surface 411, and the distance between the guide block inclined surface 411 and the crash box 2 gradually increases in the front-to-rear direction.

The front side member 1 has a guide support surface 111 on the outer side of the front end.

The center of the energy-absorbing box 2 connected with the front anti-collision beam 3 is a front end installation center O, and the distances between the front end installation center O and the front end Q and the rear end N of the guide block inclined plane 411 are respectively L ₁、L₂. The distance between the front end mounting center O and the front end M and the rear end R of the guide support surface 111 is L ₃、L₄, respectively.

Then, L ₂≥L₃,L₁＜L₄.

The utility model provides a front longitudinal beam and front anti-collision beam connecting structure which is a front structure of an automobile body and comprises a front longitudinal beam 1, an energy absorption box 2, a front anti-collision beam 3 and an offset collision guide block 4.

The rear ends of the two front longitudinal beams 1 are used for being connected with a front cabin or a front frame, and the front ends of the two front longitudinal beams 1 are respectively connected with an energy absorption box 2. The front anti-collision beam 3 is approximately arc-shaped and is connected with the two energy absorption boxes 2, and the left end and the right end of the front anti-collision beam 3 extend out of the outer sides of the two energy absorption boxes 2. In the event of a crash, the crash boxes 2 collapse and absorb energy.

The offset collision guide blocks 4 are installed at the rear sides of the end parts of the front collision prevention beams 3, the rear sides of the two ends of the front collision prevention beams 3 are respectively provided with one offset collision guide block 4, and the offset collision guide blocks 4 are positioned at the outer sides of the energy absorption boxes 2 at the corresponding sides. When offset collision occurs, especially under a small offset collision working condition with an overlapping amount of about 25%, the offset collision guide block 4 is used for providing a lateral force or a transverse force or a Y-direction force for the front longitudinal beam 1, so that the vehicle body is offset to a certain extent towards one side far away from the collider 7, the hard collision time of the vehicle body and the collider 7 is shortened, and the situation that the vehicle body swings at a large angle is prevented.

The offset collision guide block 4 and the front longitudinal beam 1 adopt the following design modes:

The front side member 1 has a guide support surface 111 on the outer side of the front end, and the guide support surface 111 is a flat surface for cooperating with a guide block inclined surface 411 described below to carry the collision force biasing the collision guide block 4. The guide support surface 111 extends generally in the fore-aft direction (X-direction) to cooperate with the crashed offset crash guide block 4 so that the two are in abutting engagement, facilitating dispersion of force in the Y-direction. In the present invention, the Y direction, the lateral direction, and the transverse direction refer to the width direction of the vehicle body, and the X direction refers to the front-rear direction of the vehicle body.

The inner side surface of the offset collision guide block 4 is a guide block inclined surface 411, and the inner side surface of the offset collision guide block 4 refers to the surface of the offset collision guide block 4 facing the energy absorber 2 side. The guide block inclined surface 411 is inclined as follows: the distance between the guide block inclined surface 411 and the crash box 2 gradually increases in the front-to-rear direction.

The relative positional relationship of the guide block inclined surface 411 and the guide support surface 111 is as follows: in the Y direction, the guide block inclined surface 411 is located outside the guide support surface 111, and in the X direction, the guide block inclined surface 411 is located on the front side of the guide support surface 111.

In order to ensure that the guide block inclined surface 411 can be hit against the guide support surface 111 when an offset collision occurs, the dimensional and positional relationship thereof is designed as follows:

The center of the crash box 2, which is connected with the front bumper beam 3, is named as a front end installation center O. The front end mounting center O is located at a middle position of the front end of the crash box 2 and is located at a substantially middle position in the front-rear thickness direction of the front impact beam 3. At the time of offset collision, the end portion of the front impact beam 3 swings rearward approximately centering on the front end mounting center O and deforms.

The front and rear ends of the guide block inclined surface 411 are named as front end Q and rear end N, respectively. The front and rear ends of the guide support surface 111 are respectively designated as a front end M and a rear end R. The distance between the front end installation center O and the front end Q is L ₁, and the distance between the front end installation center O and the rear end N is L ₂. The distance between the front end installation center O and the front end M is L ₃, and the distance between the front end installation center O and the rear end R is L ₄.

When the end of the front longitudinal beam 1 is deformed, the energy-absorbing box 2 is also deformed, and when the offset collision guide block 4 is hit against the guide supporting surface 111, the offset of the front end Q along the Y direction is larger than the offset of the rear end N along the Y direction, so that the guide block inclined surface 411 is obliquely arranged, the rear end N is located inside the front end Q, and the impact of the offset collision guide block 4 against the guide supporting surface 111 is facilitated, and the guide block inclined surface 411 can be attached to the guide supporting surface 111.

L ₂≥L₃, preferably L ₂＝L₃ + (5-15) cm, ensures that the rear end of the guide block ramp 411 does not fall to the front side of the rail boss 11 when the offset crash guide block 4 is bumped against the guide support surface 111.

L ₁＜L₄, the length of the guide block inclined surface 411 is larger than that of the guide supporting surface 111, so that when the offset collision guide block 4 is crashed into the guide supporting surface 111, even if the energy absorber 2 is deformed, the front end of the guide block inclined surface 411 cannot exceed the guide supporting surface 111.

With the above-described design, it is ensured that the guide block inclined surface 411 can be swaged against the guide support surface 111 when the offset collision guide block 4 swages against the front side member 1. After the offset collision guide block 4 hits the guide support surface 111, the collision force is decomposed into a collision force in the X direction and a collision force in the Y direction. The collision force along the X direction is transmitted backwards by the front longitudinal beam 1, the collision force along the Y direction is transmitted to the vehicle body by the front longitudinal beam 1, the whole vehicle body is promoted to move along the stress direction and leave the collided object, the time of hard collision between the vehicle body and the collided object is reduced, the large-angle tail flicking caused by the hard collision can be effectively avoided, the driver can maintain the basic driving direction, and the offset collision performance and the driving safety of the vehicle are improved.

In one embodiment, as shown in fig. 1 to 3, the front end of the front side member 1 has a side member boss 11 on the outer side thereof, and the guide support surface 111 is the outer surface of the side member boss 11. The beam boss 11 protrudes out of the body of the crash box 2 and the front beam 1. The beam boss 11 is used for bearing the collision force of the offset collision guide block 4, and can also prevent the offset collision guide block 4 from directly knocking the body of the front beam 1. The upper and lower surfaces of the rail bosses 11 may be provided with reinforcing structures, such as reinforcing ribs, reinforcing beads, etc.

In one embodiment, as shown in fig. 13-16, when the offset crash guide block 4 is in the crash-oriented state, at least a portion of the guide block ramp 411 engages the guide support surface 111 to facilitate transfer of lateral crash forces and promote vehicle body deflection.

In one embodiment, as shown in fig. 17, an angle formed between a line MO between the front end M of the guide support surface 111 and the front end mounting center O and the guide support surface 111 is α ₁, and an angle formed between the guide block inclined surface 411 and the guide support surface 111 is α ₂. Then, α ₂＜α₁.

The inclination angle of the guide block inclined surface 411 is determined as follows:

The extension line forward of the guide support surface 111 is the extension line a, which determines the magnitude of +.mon. And rotating the connecting line MO and the connecting line NO by taking M as a circle center until the O point rotates to the extension line A, wherein the intersection point is P. Then, the line NP is parallel to the line MO, +.mon= +.mpn=α ₁. In an ideal situation, if the rear end Q falls on the connecting line NP and the offset crash guide block 4 rotates at point P, the guide block inclined surface 411 will abut against the guide support surface 111 when the offset crash guide block 4 hits against the stringer boss 11 or the guide support surface 111.

In practice, the offset crash guide 4 rotates approximately at the point O, and the crash box 2 is deformed, so that the front end of the crash box 2 is deformed inward relative to the front side member 1, and the guide slope 411 is preferably located outside the connecting line NP (on the side away from the crash box 2), and the rear end Q falls outside the connecting line NP. The intersection point of the connecting line NQ and the extension line a is B, and then, mbn=α ₂. The angle MBN is smaller than the angle MPN, so alpha ₂＜α₁. At this time, when the offset collision guide block 4 hits the side member boss 11 or the guide support surface 111, the guide block inclined surface 411 may abut against the guide support surface 111. The specific numerical value of the angle can be selected and set according to the actual working condition.

In one embodiment, as shown in FIG. 18, the force F ₁≥F_y/cos θ×cos δ×C that the offset crash guide 4 can withstand.

F_y＝M×g×μ。

Wherein: θ is the angle between the contact surface of the guide block inclined surface 411 and the guide support surface 111 and the Y direction, δ is the angle between the stress direction of the offset collision guide block 4 and the normal direction of the contact surface, C is the engineering safety factor (recommended not less than 1.2), M is the vehicle weight, g is the gravitational acceleration, and μ is the ground friction factor.

To ensure that the offset crash guide 4 can deliver sufficient Y-direction force component without collapsing, the force F ₁ that the offset crash guide 4 can withstand is greater than or equal to F _y/cos θ×cos δ×c. The structural strength and the stress capability of the offset collision guide block 4 are required to meet the requirement of F _y/cos theta x cos delta x C, otherwise, when the offset collision occurs, the offset collision guide block 4 is crushed, and the power required by vehicle offset or steering cannot be transmitted.

In one embodiment, as shown in FIG. 19, the front impact beam 3 can withstand forces F ₂≥2×F_y/cos φXC.

Wherein: phi is the angle between the force direction of the front bumper beam 3 and the Y direction when the rear end of the guide block inclined surface 411 contacts the front end of the guide support surface 111.

In order to ensure that the offset collision guide block 4 plays a sufficient role, it is also necessary to ensure that the front collision beam 3 meets a certain bending resistance, does not collapse or break during the deformation process, otherwise, it cannot be ensured that the contact point between the rear end N of the guide block inclined surface 411 and the guide support surface 111 is at the front end M, but moves forward to the region of the energy absorber box 2. If the front impact beam 3 breaks, the offset impact guide 4 will fall off the vehicle and not perform its intended function.

The front impact beam 3 can withstand a force F ₂ of greater than or equal to 2 xf _y/cos phi x C. The structural strength and the stress capability of the front anti-collision beam 3 are required to meet 2×F _y/cos phi×C, otherwise, when offset collision occurs, the rear end N of the guide block inclined plane 411 can fall on the area of the energy absorption box 2, and even the front anti-collision beam 3 is broken.

In one embodiment, as shown in fig. 7 to 9, the offset crash guide 4 includes a guide body 41 and a guide link 42 integrally connected to the front end of the guide body 41, the guide slope 411 being an inner side surface of the guide body 41, the front side of the guide link 42 having a link groove 421.

The front impact beam 3 passes through the connection end groove 421, and the front impact beam 3 is connected with the upper side groove wall 422 and the lower side groove wall 423 of the connection end groove 421 by fasteners.

In this embodiment, the offset collision guide block 4 includes a guide block body 41 and a guide block connecting end 42, the guide block body 41 is substantially triangular, and the guide block inclined surface 411 is an inner side surface of the guide block body 41.

The guide block connecting end 42 is integrally connected with the guide block body 41. The guide block connecting end 42 is located at the front side of the guide block body 41 to be assembled with the front impact beam 3.

The guide block connecting end 42 is approximately U-shaped, a connecting end groove 421 is formed in the front side of the guide block connecting end 42, and an upper groove wall 422 and a lower groove wall 423 are formed on the upper side and the lower side of the connecting end groove 421.

When assembled, the front bumper beam 3 is partially assembled in the connecting end groove 421, and the upper side groove wall 422, the lower side groove wall 423, and the front bumper beam 3 are provided with assembly holes for fasteners (e.g., bolts) to pass through for connection. Fasteners pass through the upper side channel wall 422, the front impact beam 3, and the lower side channel wall 423 in order, and assemble the front impact beam 3 with the upper side channel wall 422 and the lower side channel wall 423.

In one embodiment, as shown in fig. 7-8, the guide block body 41 is provided in the middle of the guide block connection end 42 in the vertical direction. Reinforcing ribs 43 are respectively connected between the upper and lower surfaces of the guide block body 41 and the guide block connecting end 42 to improve the structural strength of the offset collision guide block 4.

In one embodiment, as shown in fig. 1 and 3, both ends of the front impact beam 3 are provided with sheaths 5, respectively, the sheaths 5 pass through the connection end grooves 421, and fasteners pass through the sheaths 5, and the upper side groove walls 422 and the lower side groove walls 423 are connected to the sheaths 5, respectively.

The front anti-collision beam 3 is provided with a support plate 6 at the inner side of the sheath 5, and the front end of the energy absorption box 2 is connected with the support plate 6.

In this embodiment, two ends of the front anti-collision beam 3 are respectively provided with a sheath 5, and the sheath 5 may be an iron sheet sheath, a steel sheet sheath, or the like, which is sleeved at the end of the front anti-collision beam 3. The two ends of the sheath 5 are positioned at the two sides of the front end installation center O, play a role in wrapping the deformation center or the corner of the anti-collision beam 3, and can avoid the front anti-collision beam 3 from being broken. When assembled, the sheath 5 passes through the connecting end groove 421, and the fastener passes through the sheath 5 to fasten the sheath 5 between the upper side groove wall 422, the lower side groove wall 423 and the front impact beam 3.

In one embodiment, as shown in fig. 3 and 12, the sheath 5 includes a front half sheath 51 and a rear half sheath 52 having a U-shape, and an upper flange 511 and a lower flange 512 of the front half sheath 51 are stacked with a top flange 521 and a bottom flange 522 of the rear half sheath 52.

In this embodiment, the sheath 5 is composed of a front half sheath 51 and a rear half sheath 52, and both the front half sheath 51 and the rear half sheath 52 are U-shaped. The upper flange 511 and the lower flange 512 of the front half sheath 51 are the upper and lower groove walls of the front half sheath 51, and the top flange 521 and the bottom flange 522 of the rear half sheath 52 are the upper and lower groove walls of the rear half sheath 52.

The upper flange 511, the lower flange 512, the top flange 521, and the bottom flange 522 are respectively provided with assembly holes for fasteners to pass through.

During assembly, the upper flange 511 and the top flange 521 are stacked, the lower flange 512 and the bottom flange 522 are stacked, then the upper flange 511, the top flange 521, the lower flange 512 and the bottom flange 522 which are stacked and arranged are connected through fasteners, the tearing of the connecting part can be effectively avoided, and the structural strength and the connection stability are improved.

In one embodiment, the rear half sheath 52 is integrally connected with the bracket plate 6, so that the sheath 5 and the bracket plate 6 are mutually connected, and the connection stability is further improved.

In one embodiment, as shown in fig. 1, 3 and 11-12, the front impact beam 3 is located between the upper and lower ends of the bracket plate 6.

The upper flange 511 and the lower flange 512 of the front half sheath 51 are respectively extended with a connecting piece 513, and the connecting piece 513 is connected with the bracket plate 6.

In this embodiment, the front half sheath 51 is connected to the support plate 6, further improving the connection stability.

Specifically, the upper flange 511 and the lower flange 512 are integrally provided with a connecting piece 513, respectively, the connecting piece 513 has two connecting piece bosses 514 protruding rearward, and the connecting piece bosses 514 are provided with boss connecting holes 515. The front side of the support plate 6 is provided with two limit grooves which are arranged at left and right intervals, and the upper end and the lower end of the bottom plate of the limit groove are respectively provided with a support plate connecting hole 61. When assembled, the connecting piece boss 514 is assembled in the limit groove, the boss connecting hole 515 is aligned with the bracket plate connecting hole 61, and then is connected by bolts to fasten the front half sheath 51 and the bracket plate 6 together.

In one embodiment, as shown in fig. 10, the front impact beam 3 includes two cavities 32 arranged at an upper and lower interval, and the front side cavity wall of each cavity 32 has a cavity wall curved portion 321 curved into the cavity 32.

In the embodiment, the front anti-collision beam 3 is tubular, the structure is light in weight, and the deformation energy absorption effect is good. The front bumper beam 3 has two cavities 32 therein, and the two cavities 32 are arranged at an upper and lower interval. The front cavity wall of the cavity 32 has a cavity wall curved portion 321, and the cavity wall curved portion 321 is curved and convex into the cavity 32. The cavity wall curvature 321 plays a role of guiding the deformation of the front impact beam 3 when the front impact beam 3 is impacted.

In one of the embodiments, as shown in fig. 10, the front impact beam 3 is roll-formed from a sheet metal plate 31.

The first end 311 of the metal plate 31 is at the bottom of the upper cavity 32, the second end 312 of the metal plate 31 is at the top of the lower cavity 32, the first end 311 and the second end 312 are separated by a spacer section 313 of the metal plate 31, and the first end 311 and the second end 312 are oppositely oriented.

In this embodiment, the front bumper beam 3 is made of a metal plate 31 by rolling, so that the front bumper beam is convenient to manufacture and mold. The metal plate 31 may be made of a thin steel plate, and the metal plate 31 may be divided into several sections according to need, and sequentially bent, rolled and formed according to a predetermined sequence. Wherein the separator segment 313 is located between the two cavities 32 and serves to separate the two cavities 32.

Specifically, the first end 311 of the metal plate 31 is at the bottom of the cavity 32 on the upper side and is connected to the top surface of the partition section 313; the second end 312 of the metal plate 31 is at the top of the lower cavity 32 and is connected to the bottom surface of the separator segment 313, and the first end 311 and the second end 312 are opposite in orientation.

The first end 311 and the second end 312 are connected to the spacer section 313 to enhance the structural strength of the junction of the upper and lower cavities 32. The first end 311 and the second end 312 are opposite in orientation, the first end 311 is advanced, and the second end 312 is backward, so that a sheet 31 is sequentially bent, rolled and formed in a predetermined order.

The above technical schemes can be combined according to the need to achieve the best technical effect.

The foregoing is only illustrative of the principles and preferred embodiments of the present utility model. It should be noted that several other variants are possible to those skilled in the art on the basis of the principle of the utility model and should also be considered as the scope of protection of the present utility model.

Claims (10)

1. The connecting structure of the front longitudinal beam and the front anti-collision beam is characterized by comprising two front longitudinal beams (1), two energy absorption boxes (2), a front anti-collision beam (3) and two offset collision guide blocks (4);

The two energy absorption boxes (2) are respectively connected to the front ends of the two front longitudinal beams (1), and the front anti-collision beam (3) is connected with the two energy absorption boxes (2);

The two offset collision guide blocks (4) are connected to the rear sides of the two ends of the front anti-collision beam (3), and the two offset collision guide blocks (4) are respectively positioned on the outer sides of the two energy absorption boxes (2);

The inner side surface of the offset collision guide block (4) is a guide block inclined surface (411), and the distance between the guide block inclined surface (411) and the energy absorption box (2) is gradually increased along the front-to-back direction;

The outer side of the front end of the front longitudinal beam (1) is provided with a guide supporting surface (111); the center of the energy absorption box (2) connected with the front anti-collision beam (3) is a front end installation center, and the distances between the front end installation center and the front end and the rear end of the guide block inclined plane (411) are L ₁、L₂ respectively; the distance between the front end installation center and the front end and the rear end of the guide supporting surface (111) is L ₃、L₄ respectively;

Then, L ₂≥L₃,L₁＜L₄.

2. The front side member-front impact beam connecting structure according to claim 1, wherein at least a part of the guide block inclined surface (411) is fitted to the guide support surface (111) when the offset impact guide block (4) is in an impact guide state.

3. The front side member-to-front impact beam connection structure according to claim 1, wherein an angle formed between a line between a front end of the guide support surface (111) and the front end installation center and the guide support surface (111) is α ₁, and an angle formed between the guide block inclined surface (411) and the guide support surface (111) is α ₂;

Then, α ₂＜α₁.

4. A front side rail and front impact beam connection structure according to any one of claims 1-3, wherein the offset impact guide block (4) comprises a guide block body (41) and a guide block connection end (42) integrally connected to the front end of the guide block body (41), the guide block inclined surface (411) is an inner side surface of the guide block body (41), and a connection end groove (421) is provided on the front side of the guide block connection end (42);

the front anti-collision beam (3) passes through the connecting end groove (421), and the front anti-collision beam (3) is connected with an upper side groove wall (422) and a lower side groove wall (423) of the connecting end groove (421) through fasteners.

5. The front side member-front impact beam connecting structure according to claim 4, wherein the guide block body (41) is provided in the middle of the guide block connecting end (42) in the vertical direction;

Reinforcing ribs (43) are respectively connected between the upper surface and the lower surface of the guide block body (41) and the guide block connecting end (42).

6. The front side member-front impact beam connecting structure according to claim 5, wherein both ends of the front impact beam (3) are respectively provided with a sheath (5), the sheath (5) passes through the connecting end groove (421), the fastener passes through the sheath (5), and the upper side groove wall (422) and the lower side groove wall (423) are respectively connected with the sheath (5);

The front anti-collision beam (3) is provided with a support plate (6) at the inner side of the sheath (5), and the front end of the energy absorption box (2) is connected with the support plate (6).

7. The front side member-to-front impact beam connection structure according to claim 6, wherein the sheath (5) includes a front half sheath (51) and a rear half sheath (52) in a U shape, and an upper flange (511), a lower flange (512) of the front half sheath (51) are stacked with a top flange (521), a bottom flange (522) of the rear half sheath (52).

8. The front side member-to-front impact beam connection structure according to claim 7, wherein the rear half sheath (52) is integrally connected with the bracket plate (6).

9. The front side member-to-front impact beam connection structure according to claim 8, wherein the front impact beam (3) is located between upper and lower ends of the bracket plate (6);

The upper flange (511) and the lower flange (512) of the front half sheath (51) are respectively extended with a connecting sheet (513), and the connecting sheet (513) is connected with the support plate (6).

10. The front side member-to-front impact beam connection structure according to claim 1, wherein the front impact beam (3) includes two cavities (32) arranged at an upper and lower interval, and a front side cavity wall of each cavity (32) has a cavity wall curved portion (321) curved into the cavity (32).