CN107600186A - A kind of automobile Varying-thickness front longitudinal girder inner plate structure for meeting customizing functions requirement - Google Patents
A kind of automobile Varying-thickness front longitudinal girder inner plate structure for meeting customizing functions requirement Download PDFInfo
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Abstract
Description
技术领域technical field
本发明涉及汽车被动安全结构设计领域，尤其涉及一种满足功能定制要求的汽车变厚度前纵梁内板结构。The invention relates to the field of automobile passive safety structure design, in particular to an automobile variable-thickness front longitudinal beam inner panel structure meeting the requirements of function customization.
背景技术Background technique
汽车前纵梁是整车碰撞工况中最重要的吸能部件和传力结构，前纵梁的吸能能力和变形模式决定了整车碰撞加速度响应的好坏以及乘员舱侵入量的大小，直接影响乘员的驾驶安全。因此，合理设计汽车前纵梁结构，在满足轻量化前提下提高其耐撞性成为新的重要研究课题。目前，将激光拼焊(Tailor welded blanks，TWB)或者连续变厚度轧制工艺(Tailor-Rolled Blank，TRB)引入前纵梁的结构设计成为解决该问题的重要手段。The front longitudinal beam of the automobile is the most important energy-absorbing component and force-transmitting structure in the collision condition of the vehicle. The energy-absorbing capacity and deformation mode of the front longitudinal beam determine the quality of the acceleration response of the vehicle collision and the intrusion of the passenger compartment. Directly affect the driving safety of the occupants. Therefore, it has become a new important research topic to rationally design the structure of the front longitudinal beam of automobiles and improve its crashworthiness under the premise of satisfying the requirements of light weight. At present, the introduction of laser tailor welding (Tailor welded blanks, TWB) or continuous variable thickness rolling process (Tailor-Rolled Blank, TRB) into the structural design of the front longitudinal beam has become an important means to solve this problem.
中国专利200820238454.2公开了一种分段式激光拼焊汽车前纵梁，包括纵梁前段、纵梁中段和纵梁后段，三者厚度依次递增，这种前纵梁结构在满足碰撞安全性能的前提下，实现了轻量化设计；但是由于激光拼焊板的焊缝位置存在厚度突变，会导致TWB结构的焊缝区域碰撞变形模式的稳定性较差，同时还会造成激光拼焊板的回弹预测、模具设计以及制造困难等问题。Chinese patent 200820238454.2 discloses a segmented laser tailor-welded automobile front longitudinal beam, including the front section of the longitudinal beam, the middle section of the longitudinal beam and the rear section of the longitudinal beam. Under the premise, the lightweight design is realized; however, due to the sudden change in the thickness of the welding seam of the tailor-welded blank, the stability of the collision deformation mode in the weld area of the TWB structure will be poor, and it will also cause the backlash of the tailor-welded blank. Elasticity prediction, mold design, and manufacturing difficulties.
为克服TWB结构焊缝位置性能突变的不足，利用柔性轧制技术制造的连续变厚度结构(TRB结构)得到广泛应用，中国专利201320849799.2公开了一种变厚度汽车前纵梁结构，该前纵梁包括3个等厚区域，2个厚度过渡区，并利用连续变厚轧制工艺实现前纵梁过渡区的厚度连续变化，在满足了前纵梁轻量化的同时提高了其碰撞吸能能力。然而，该前纵梁结构没有根据汽车前舱的总布置边界条件进行合理分段划分，而且前纵梁结构的厚度呈依次递增趋势，从而导致在高速碰撞工况下传递到乘员舱的碰撞力过大、加速度峰值偏高以及防火墙侵入量过大等问题，不利于乘员安全。In order to overcome the shortcoming of TWB structure weld position performance mutation, the continuous variable thickness structure (TRB structure) manufactured by flexible rolling technology has been widely used. Chinese patent 201320849799.2 discloses a variable thickness automobile front side beam structure. It includes 3 equal-thickness areas and 2 thickness transition areas, and uses the continuous thickening rolling process to realize the continuous change of the thickness of the front longitudinal beam transition area, which satisfies the weight reduction of the front longitudinal beam and improves its collision energy absorption capacity. However, the front longitudinal beam structure is not divided into reasonable sections according to the general layout boundary conditions of the front cabin of the car, and the thickness of the front longitudinal beam structure tends to increase sequentially, resulting in the collision force transmitted to the passenger compartment under high-speed collision conditions. Problems such as too large, high peak acceleration, and excessive firewall intrusion are not conducive to occupant safety.
尽管上述汽车前纵梁结构在一定程度上实现了轻量化设计，并提高了其碰撞吸能能力，但仍无法充分利用碰撞压溃区的变形空间，并且未能从乘员安全角度合理设计前纵梁结构，因此导致碰撞时传递到乘员舱的力过大、加速度峰值偏高等问题，不利于乘员的安全保护。Although the above-mentioned structure of the front longitudinal beam of the automobile has achieved a lightweight design to a certain extent and improved its energy-absorbing capacity, it still cannot make full use of the deformation space in the collision crush zone, and the front longitudinal beam cannot be reasonably designed from the perspective of occupant safety. Therefore, the force transmitted to the passenger compartment during the collision is too large, and the acceleration peak value is relatively high, which is not conducive to the safety protection of the occupants.
发明内容Contents of the invention
为此，本发明结合汽车前舱的总布置边界条件以及前纵梁的实际变形特点，将前纵梁内板结构划分为4个功能区域，并利用连续变厚度柔性轧制技术，创新性的提出一种满足功能定制要求的汽车变厚度前纵梁内板结构；旨在充分利用前纵梁碰撞压溃区的变形空间，最大程度的吸收碰撞能量，实现对前纵梁最大化的轻量化和耐撞性设计。For this reason, the present invention combines the general layout boundary conditions of the front compartment of the automobile and the actual deformation characteristics of the front longitudinal beam, divides the inner plate structure of the front longitudinal beam into four functional areas, and utilizes the continuous variable thickness flexible rolling technology to innovatively A variable-thickness front side beam inner panel structure that meets the requirements of functional customization is proposed; it aims to make full use of the deformation space in the collision crush zone of the front side beam, absorb the collision energy to the greatest extent, and realize the maximum weight reduction of the front side beam and crashworthy design.
本发明的技术方案是：Technical scheme of the present invention is:
一种满足功能定制要求的汽车变厚度前纵梁内板结构，包括功能区域A、功能区域B、功能区域C、功能区域D、上侧翻边以及下侧翻边，所述上侧翻边、下侧翻边和前纵梁外板均通过点焊工艺连接，并形成一个封闭的腔体，所述腔体分成A、B、C、D四个功能区域；所述功能区域A设有前端翻边和诱导槽，所述前端翻边和防撞梁通过点焊工艺连接，诱导槽分布在功能区域A后端；所述功能区域D设有后端翻边，所述后端翻边和防火墙通过点焊工艺连接；所述功能区域A、C的上侧翻边棱线和下侧翻边棱线均沿着整车坐标系X方向延伸且形成直线状；所述功能区域B的上侧翻边棱线沿着整车坐标系X方向延伸且形成直线状，下侧翻边棱线沿着整车坐标系X方向向下延伸且形成直线状，使得功能区域B的截面高度沿着整车坐标系X方向逐渐变大；所述功能区域D的上侧翻边棱线沿着整车前后方向延伸一段后再向下延伸且形成折直线状，下侧翻边棱线沿着整车坐标系X方向向下延伸且形成直线状。An automobile variable-thickness front side member inner panel structure meeting the requirements of functional customization, including functional area A, functional area B, functional area C, functional area D, upper side flanges and lower side flanges, the upper side flanges , the lower side flanging and the outer panel of the front longitudinal beam are all connected by spot welding process, and form a closed cavity, the cavity is divided into four functional areas A, B, C, D; the functional area A has The front end flanging and the induction groove, the front end flanging and the anti-collision beam are connected by a spot welding process, the induction groove is distributed at the rear end of the functional area A; the functional area D is provided with a rear end flanging, and the rear end flanging It is connected with the firewall through a spot welding process; the upper and lower side flanging ridges of the functional areas A and C both extend along the X direction of the vehicle coordinate system and form a straight line; the functional area B The upper side flanging ridgeline extends along the X direction of the vehicle coordinate system and forms a straight line, and the lower side flanging ridgeline extends downward along the vehicle coordinate system X direction and forms a straight line, so that the section height of the functional area B is along the The X direction of the vehicle coordinate system gradually becomes larger; the upper side flange ridge line of the functional area D extends along the front and rear direction of the vehicle for a period, and then extends downward to form a folded line, and the lower side flange ridge line along The vehicle coordinate system extends downward in the X direction and forms a straight line.
上述方案中，所述功能区域A和功能区域B用于使前纵梁产生稳定的轴向压溃变形，是主要的碰撞吸能区；功能区域C与发动机的布置空间有关，用于传递碰撞力；功能区域D用于吸收剩余碰撞能量，抵抗前纵梁根部位置发生弯曲变形。In the above scheme, the functional area A and functional area B are used to make the front longitudinal beam produce stable axial crush deformation, and are the main collision energy-absorbing areas; the functional area C is related to the layout space of the engine, and is used to transmit the collision force; the functional area D is used to absorb the remaining collision energy and resist the bending deformation at the root of the front longitudinal beam.
上述方案中，每个功能区域对应一个等厚度区，相邻两个功能区域通过厚度过渡区实现连续过渡连接，即前纵梁内板包括4个等厚度区和3个厚度过渡区。In the above scheme, each functional area corresponds to an equal-thickness area, and two adjacent functional areas realize continuous transition connection through the thickness transition area, that is, the inner panel of the front longitudinal beam includes 4 equal-thickness areas and 3 thickness transition areas.
上述方案中，所述功能区域A的厚度TA、功能区域B的厚度TB、功能区域C的厚度TC以及功能区域D的厚度TD之间的大小关系为TA<TB>TC<TD。In the above solution, the relationship between the thickness T A of the functional area A, the thickness T B of the functional area B, the thickness T C of the functional area C, and the thickness T D of the functional area D is T A <T B >T C < T D .
上述方案中，所述前纵梁内板结构采用的材料为高强钢，该结构通过柔性轧制工艺轧制而成。In the above solution, the material used for the inner plate structure of the front longitudinal beam is high-strength steel, and the structure is rolled by a flexible rolling process.
本发明的有益效果是：The beneficial effects of the present invention are:
1)本发明根据汽车前舱的总布置边界条件、前纵梁的实际变形特点以及乘员安全角度，合理划分前纵梁内板功能区域，充分发挥不同功能区域的功能作用，提高前纵梁碰撞吸能能力。1) According to the general layout boundary conditions of the front compartment of the automobile, the actual deformation characteristics of the front longitudinal beam and the safety angle of the occupants, the present invention reasonably divides the functional areas of the inner panel of the front longitudinal beam, fully exerts the functional effects of different functional areas, and improves the impact of the front longitudinal beam. Energy absorption capacity.
2)本发明结构采用柔性轧制技术，避免了前纵梁内板表面由于焊缝引起的厚度突变，其表面质量好、连接强度高、应力分布连续。2) The structure of the present invention adopts flexible rolling technology, which avoids the sudden change in thickness of the inner plate surface of the front longitudinal beam caused by the welding seam, and has good surface quality, high connection strength and continuous stress distribution.
3)本发明结构采用合理的厚度分布形式，提高了材料利用率，实现了前纵梁的轻量化设计。3) The structure of the present invention adopts a reasonable thickness distribution form, which improves the material utilization rate and realizes the lightweight design of the front longitudinal beam.
附图说明Description of drawings
图1是本发明一种满足功能定制要求的汽车变厚度前纵梁内板结构示意图；Fig. 1 is a schematic diagram of the structure of an automobile variable-thickness front side member inner panel meeting the requirements of function customization according to the present invention;
图2是前纵梁在发动机舱内的布置情况示意图；Figure 2 is a schematic diagram of the layout of the front longitudinal beam in the engine compartment;
图3是本发明变厚度前纵梁内板结构厚度分布示意图；Fig. 3 is a schematic diagram of the thickness distribution of the inner plate structure of the front longitudinal beam with variable thickness according to the present invention;
图4是本发明变厚度前纵梁内板结构与传统前纵梁内板结构的厚度分布对比示意图；Fig. 4 is a schematic diagram of the comparison of the thickness distribution between the variable thickness front longitudinal beam inner panel structure of the present invention and the traditional front longitudinal beam inner panel structure;
图5是本发明前纵梁结构与传统前纵梁结构的加速度波形对比示意图；Fig. 5 is a schematic diagram of comparison of acceleration waveforms between the front longitudinal beam structure of the present invention and the traditional front longitudinal beam structure;
图6是本发明前纵梁结构与传统前纵梁结构的碰撞变形模式对比示意图，图6(a)是传统前纵梁结构的碰撞变形模式示意图，图6(b)是本发明前纵梁结构的碰撞变形模式示意图。Fig. 6 is a schematic diagram of the collision deformation mode comparison between the front longitudinal beam structure of the present invention and the traditional front longitudinal beam structure, Fig. 6 (a) is a schematic diagram of the collision deformation mode of the traditional front longitudinal beam structure, and Fig. 6 (b) is the front longitudinal beam of the present invention Schematic diagram of the collision deformation mode of the structure.
其中：1-前端翻边，2-诱导槽，3-上侧翻边，4-下侧翻边，5-后端翻边，6-防撞梁，7-散热器，8-发罩，9-流水槽，10-发动机，11-防火墙，12-前纵梁，13-前纵梁外板。Among them: 1-front flanging, 2-induction groove, 3-upper flanging, 4-lower flanging, 5-rear flanging, 6-anti-collision beam, 7-radiator, 8-hair cover, 9-flume, 10-engine, 11-firewall, 12-front longitudinal member, 13-front longitudinal member outer panel.
具体实施方式detailed description
为进一步阐述本发明为达成预定目的所采取的技术手段及功效，以下结合附图对本发明做进一步的说明。然而，附图仅是用以对本发明提供参考和说明之用，并非对本发明加以限制。In order to further illustrate the technical means and effects adopted by the present invention to achieve the intended purpose, the present invention will be further described below in conjunction with the accompanying drawings. However, the accompanying drawings are only used for reference and description of the present invention, and are not intended to limit the present invention.
图1是本发明一种满足功能定制要求的汽车变厚度前纵梁内板结构示意图，包括四个功能区域A、B、C和D，前端翻边1、诱导槽2、上侧翻边3、下侧翻边4及后端翻边5，上侧翻边3、下侧翻边4和前纵梁外板13通过点焊工艺连接，并形成一个封闭的腔体，腔体分成A、B、C、D四个功能区域，前纵梁内板结构所采用的材料为高强钢，通过柔性轧制工艺轧制而成：首先利用TRB轧制出与前纵梁内板厚度分布一致的变厚度钢板，再利用冲压工艺将变厚度钢板冲压成为变厚度前纵梁内板结构；功能区域A具有前端翻边1和两个诱导槽，前端翻边1和防撞梁6通过焊点工艺连接，两个诱导槽2平行分布于功能区域A后端，功能区域A的上侧翻边3棱线和下侧翻边4棱线沿着整车坐标系X方向延伸且形成为直线状；功能区域B的上侧翻边3棱线沿着整车坐标系X方向延伸且形成为直线状，下侧翻边4棱线沿着整车坐标系X方向向下延伸且形成为直线状，使得功能区域B的截面高度沿着整车坐标系X方向逐渐变大；功能区域C的上侧翻边3棱线和下侧翻边4棱线沿着整车坐标系X方向延伸且形成为直线状；功能区域D设有后端翻边5，后端翻边5和防火墙11通过点焊工艺连接，所述功能区域D的上侧翻边3棱线沿着车辆前后方向延伸一段后再向下延伸且形成为折直线状，下侧翻边4棱线沿着车辆X方向向下延伸且形成为直线状。Fig. 1 is a schematic diagram of the structure of the inner panel of the variable-thickness front side beam of an automobile that meets the requirements of functional customization, including four functional areas A, B, C and D, front end flange 1, induction groove 2, and upper side flange 3 , the lower side flange 4 and the rear end flange 5, the upper side flange 3, the lower side flange 4 and the front side beam outer plate 13 are connected by spot welding process, and form a closed cavity, the cavity is divided into A, In the four functional areas B, C, and D, the material used for the inner panel structure of the front longitudinal beam is high-strength steel, which is rolled by a flexible rolling process: firstly, the thickness distribution of the inner panel of the front longitudinal beam is consistent with that of the inner panel of the front longitudinal beam. Variable-thickness steel plate, and then use the stamping process to stamp the variable-thickness steel plate into the inner plate structure of the variable-thickness front longitudinal beam; functional area A has the front end flange 1 and two induction grooves, the front end flange 1 and the anti-collision beam 6 pass the welding spot process Connection, two induction grooves 2 are distributed in parallel at the rear end of the functional area A, and the upper side flange 3 ridgeline and the lower side flange 4 ridgeline of the functional area A extend along the X direction of the vehicle coordinate system and form a straight line; The 3 ridges of the upper flange of the functional area B extend along the X direction of the vehicle coordinate system and form a straight line, and the 4 ridges of the lower flange extend downward along the X direction of the vehicle coordinate system and form a straight line. Make the section height of the functional area B gradually increase along the X direction of the vehicle coordinate system; the upper side flange 3 ridgeline and the lower side flange 4 ridgeline of the functional area C extend along the vehicle coordinate system X direction and form Straight line; the functional area D is provided with a rear end flange 5, and the rear end flange 5 and the firewall 11 are connected by a spot welding process. Extending downward and forming a straight line, the ridge line of the lower flange 4 extends downward along the vehicle X direction and forming a straight line.
图2是前纵梁在发动机舱内的布置情况示意图，其中功能区域A为防撞梁6的最前端到散热器7的区域，功能区域B为散热器7到发动机10前端的区域，功能区域C为发动机10前端到发动机10后端的区域，功能区域D为发动机10后端到防火墙11之间的区域。功能区域A和功能区域B用于使前纵梁产生相对稳定的轴向压溃变形，是主要的碰撞吸能区；功能区域C与发动机的布置空间有关，由于发动机在正面碰撞过程中几乎不吸收碰撞能量，并可视为刚体，因此功能区域C用于传递碰撞力；功能区域D用于吸收剩余碰撞能量，抵抗前纵梁根部位置发生弯曲变形。Fig. 2 is a schematic diagram of the arrangement of the front longitudinal beam in the engine compartment, wherein the functional area A is the area from the front end of the anti-collision beam 6 to the radiator 7, the functional area B is the area from the radiator 7 to the front end of the engine 10, and the functional area C is the area from the front end of the engine 10 to the rear end of the engine 10 , and the functional area D is the area between the rear end of the engine 10 and the firewall 11 . Functional area A and functional area B are used to produce relatively stable axial crush deformation of the front side beam, which is the main energy-absorbing area for collisions; functional area C is related to the layout space of the engine, since the engine hardly It absorbs the collision energy and can be regarded as a rigid body, so the functional area C is used to transmit the collision force; the functional area D is used to absorb the remaining collision energy and resist the bending deformation at the root of the front longitudinal beam.
图3是本发明变厚度前纵梁内板结构厚度分布示意图，前纵梁内板结构的每个功能区域对应一个等厚度区，相邻两个功能区域通过厚度过渡区实现连续过渡连接，即前纵梁包括4个等厚度区和3个厚度过渡区，功能区域A的厚度TA、功能区域B的厚度TB、功能区域C的厚度TC以及功能区域D的厚度TD之间的大小关系为TA<TB>TC<TD。Fig. 3 is a schematic diagram of the thickness distribution of the front longitudinal sill inner panel structure with variable thickness according to the present invention. Each functional area of the front longitudinal sill inner panel structure corresponds to an equal thickness area, and two adjacent functional areas realize continuous transition connection through the thickness transition area, namely The front longitudinal beam includes 4 equal thickness areas and 3 thickness transition areas, the thickness T A of functional area A, the thickness T B of functional area B, the thickness T C of functional area C and the thickness T D of functional area D The size relationship is T A <T B >T C <T D .
为验证本发明前纵梁内板结构的优越性，以前纵梁内板结构为研究对象，将等厚度前纵梁内板替换为本发明变厚度前纵梁内板结构，在相同正面100％碰撞工况下，对两种前纵梁结构的碰撞性能进行对比。In order to verify the superiority of the front longitudinal sill inner panel structure of the present invention, the front longitudinal sill inner panel structure is taken as the research object, and the front longitudinal sill inner panel of equal thickness is replaced with the variable thickness front longitudinal sill inner panel structure of the present invention, and 100% of the same front side Under the crash condition, the crash performance of the two front longitudinal beam structures was compared.
图4是本发明前纵梁内板结构与传统前纵梁内板结构的厚度分布对比示意图，其中，传统前纵梁结构的内板和外板均为等厚度板，厚度为1.6mm；本发明前纵梁结构的外板与传统前纵梁外板相同，厚度为1.6mm，本发明前纵梁结构的内板为变厚度板，其中，TA＝1.19mm、TB＝1.65mm、TC＝1.03mm、TD＝1.71mm，过渡区域厚度呈线性变化，实现各功能区域连续过渡连接。Fig. 4 is a schematic diagram of the thickness distribution comparison between the inner panel structure of the front longitudinal beam of the present invention and the inner panel structure of the traditional front longitudinal beam, wherein, the inner panel and the outer panel of the traditional front longitudinal beam structure are both plates of equal thickness, and the thickness is 1.6mm; The outer panel of the front longitudinal beam structure of the invention is the same as the traditional front longitudinal beam outer panel, with a thickness of 1.6mm. The inner panel of the front longitudinal beam structure of the present invention is a variable thickness panel, wherein T A =1.19mm, T B =1.65mm, T C ＝1.03mm, T D ＝1.71mm, the thickness of the transition area changes linearly, realizing the continuous transition connection of each functional area.
如图5所示是本发明前纵梁结构与传统前纵梁结构的加速度波形对比示意图，表1列举了本发明前纵梁结构与传统前纵梁结构性能对比。根据表1和图5的对比结果可知：本发明前纵梁内板相对传统前纵梁结构内板实现了15.21％的轻量化效果(质量由初始6.77kg减为5.74kg)，同时本发明前纵梁的车身加速度峰值、第一台阶的加速度水平G1、第二台阶的加速度水平G2、左右前纵梁的吸能量相对传统前纵梁结构分别获得了6.28％、11.61％、4.52％、4.21％性能改善。As shown in FIG. 5 , it is a schematic diagram of comparison of acceleration waveforms between the front longitudinal beam structure of the present invention and the traditional front longitudinal beam structure. Table 1 lists the performance comparison between the front longitudinal beam structure of the present invention and the traditional front longitudinal beam structure. According to the comparative results of Table 1 and Fig. 5, it can be seen that the front longitudinal beam inner panel of the present invention has achieved a weight reduction effect of 15.21% compared with the traditional front longitudinal beam structure inner panel (the mass is reduced from the initial 6.77kg to 5.74kg). The peak acceleration of the vehicle body of the longitudinal beam, the acceleration level G 1 of the first step, the acceleration level G 2 of the second step, and the energy absorption of the left and right front longitudinal beams obtained 6.28%, 11.61%, 4.52%, respectively, compared with the traditional front longitudinal beam structure. 4.21% performance improvement.
表1本发明前纵梁结构与传统前纵梁结构性能对比Table 1 The performance comparison between the front longitudinal beam structure of the present invention and the traditional front longitudinal beam structure
如图6所示是本发明前纵梁结构与传统前纵梁结构的碰撞变形模式对比示意图：可以看出本发明前纵梁结构的功能区域A和功能区域B(如区域1)相对于传统前纵梁结构(如区域2)发生了相对稳定的渐进式压溃变形，且这部分前纵梁的压溃效率也有较大的提升，而且本发明前纵梁结构功能区域D(如区域3)的折弯变形也得到了改善，进而使得第一台阶的加速度水平G1得以提升、第二台阶的加速度水平G2得到下降，同时整车加速度峰值得到有效降低。As shown in Figure 6, it is a schematic diagram of the collision deformation mode comparison between the front side beam structure of the present invention and the traditional front side beam structure: it can be seen that the functional area A and the functional area B (such as area 1) of the front side beam structure of the present invention are relatively different from the traditional front side beam structure. The front longitudinal beam structure (such as area 2) has undergone relatively stable progressive crush deformation, and the crushing efficiency of this part of the front longitudinal beam has also been greatly improved, and the functional area D of the front longitudinal beam structure of the present invention (such as area 3 )’s bending deformation has also been improved, thereby increasing the acceleration level G1 of the first step, decreasing the acceleration level G2 of the second step, and effectively reducing the peak acceleration of the vehicle.
综上所述，本发明前纵梁内板结构相对于传统前纵梁内板结构能够根据各自功能区域的结构特点，发挥不同的功能作用；能够利用连续变厚度柔性轧制技术以及前纵梁碰撞压溃区的变形空间，最大程度地提高前纵梁结构的碰撞吸能能力、改善变形模式，从而实现对汽车前纵梁结构的轻量化和耐撞性设计。To sum up, compared with the traditional inner panel structure of the front longitudinal beam, the inner panel structure of the front longitudinal beam of the present invention can play different functional roles according to the structural characteristics of the respective functional areas; The deformation space in the collision crush zone maximizes the impact energy absorption capacity of the front longitudinal beam structure and improves the deformation mode, thereby realizing the lightweight and crashworthy design of the automobile front longitudinal beam structure.
以上仅是本发明的优选实施方式，本发明的保护范围并不仅局限于上述实施例，凡属于本发明思路下的技术方案均属于本发明的保护范围。应当指出，对于本技术领域的设计人员来说，在不脱离本发明原理前提下的若干改进方案，都应视为属于本发明的保护范围。The above are only preferred implementations of the present invention, and the protection scope of the present invention is not limited to the above-mentioned embodiments, and all technical solutions under the idea of the present invention belong to the protection scope of the present invention. It should be pointed out that for designers in the technical field, several improvement schemes without departing from the principles of the present invention should be considered as belonging to the protection scope of the present invention.
Claims (9)
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