CN111547136A - A front-end force transmission structure for an electric vehicle - Google Patents

Abstract

The invention discloses a front-end force transmission structure of an electric vehicle, comprising a front wall beam and a front longitudinal beam connected with the front wall beam. One end of the front wall beam close to the front longitudinal beam is provided with a connecting part in the form of a closed cavity; the connecting part A first reinforcing member is welded, and the first reinforcing member has an open container structure. After being welded on the connecting portion, a bulge is formed on the connecting portion, and the connecting portion and the first reinforcing member form a tubular structure with a uniform cross-section; The longitudinal beams are welded on the joints. The invention enhances the stability of the front longitudinal beam when it is impacted; the connecting part and the first reinforcing member are welded to form a tubular structure with a uniform cross-section, so that the stability of the connecting part of the connecting part and the first reinforcing member is enhanced and uniform. The unique tubular structure enables the front longitudinal beam to be collided, and the collision force can be evenly transmitted to the rest of the workpiece along the tubular structure, which enhances the deformation stability of the front longitudinal beam, reduces the deformation of the front wall after the collision, and improves the safety of the vehicle.

Description

A front-end force transmission structure for an electric vehicle

technical field

The invention relates to a force transmission structure, in particular to a front end force transmission structure of an electric vehicle.

Background technique

All countries regard the frontal crash performance of automobiles as one of the evaluation indicators of automobile safety performance. In the process of frontal collision, it is particularly critical whether the front cabin can effectively absorb and transmit the collision energy. If the collision energy transmitted to the dash panel is too large, the occupants in the vehicle will be injured directly. In order to resist the impact force from the front during a frontal collision, the existing conventional vehicle usually arranges a floor rail at the lower end of the floor to overlap the root of the front rail, so as to transmit the force to the rear of the vehicle body to protect the passenger compartment.

Due to the special structure of pure electric vehicles, a power battery needs to be installed at the lower end of the floor. Due to the limited space, it is not easy to arrange the floor force transmission stringer at the lower end of the floor, resulting in weak strength at the root of the front stringer, and the collision force cannot be effectively transmitted, resulting in serious front wall intrusion , which has a great impact on the crash safety performance of the vehicle.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide an electric vehicle front end force transmission structure with high strength at the root of the front longitudinal beam in view of the problem that the strength of the front longitudinal beam of the electric vehicle is weak in the prior art, resulting in serious intrusion of the front wall.

In order to achieve the above-mentioned purpose of the invention, the present invention provides the following technical solutions:

A front-end force transmission structure of an electric vehicle comprises a front wall beam and a front longitudinal beam connected with the front wall beam. One end of the front wall beam close to the front longitudinal beam is provided with a connecting part in the form of a closed cavity; the connecting part is welded with a first Reinforcing piece, the first reinforcing piece has an open container structure. After being welded on the connecting part, a bulge is formed on the connecting part, and the connecting part and the first reinforcing piece form a tubular structure with a uniform cross-section; the front longitudinal beam is welded on the connecting part. on the connector.

In the present invention adopting the above technical solutions, since the front longitudinal beam is welded on the tubular connecting part, and the connecting part is welded with a first reinforcing member, the stability of the front longitudinal beam when it is impacted is enhanced; the connecting part and the first reinforcing member are welded. A tubular structure with a uniform cross-section is formed, so that the stability of the connection between the connecting part and the first reinforcement can be enhanced. The uniform tubular structure enables the front longitudinal beam to be collided. The deformation of the front longitudinal beam after the collision is reduced, the stability of the front longitudinal beam is enhanced, and the safety of the vehicle is improved.

Further, the tubular structure is welded to the inner panel of the A-pillar, and the inner panel of the A-pillar is welded and connected to the inner panel reinforcing plate, and both the A-pillar inner panel and the inner panel reinforcing panel are located inside the A-pillar. The A-pillar is provided with an A-pillar inner plate and an inner-plate reinforcing plate. The A-pillar inner plate and the inner plate reinforcing plate are used as force-transmitting supports to enhance the stability of the A-pillar after being stressed; and the tubular structure is welded to the A-pillar inner plate. , it is convenient to transfer the collision force of the front longitudinal beam to the A-pillar.

Further, one end of the inner plate of the A-pillar is connected to the sill inner plate by welding, and a second reinforcement member is welded in the length direction of the inner plate of the sill, and the second reinforcement member is close to the welding place of the inner plate reinforcement plate and the inner plate of the sill. The structure enables the front longitudinal beam, A-pillar (including A-pillar, A-pillar inner panel and inner panel reinforcement panel), and rocker inner panel to form a force transmission path; the second reinforcement is welded on the connection between the rocker inner panel and the inner panel reinforcement panel. The stability of the force transmission path is enhanced.

Further, the front wall beam is welded into a plate-like structure by the front wall upper beam and the front wall lower beam in the length direction; There are supports welded on it, and the supports and the front longitudinal beam are also welded together. The support parts are welded on the lower cross member of the front wall and the front longitudinal beam at the same time, so that the support parts form a better support for the front longitudinal beam, reduce the deformation of the front longitudinal beam after being stressed, and enhance the stability of the front longitudinal beam.

Further, both the inner panel of the front longitudinal beam and the outer panel of the front longitudinal beam are provided with crush ribs. The collapse ribs can deform after the front longitudinal beam is subjected to the impact force, absorb the impact energy, and reduce the deformation of the front wall beam.

Further, the connecting part is a part of the third reinforcement piece, the third reinforcement piece is welded on the upper cowl crossbeam, and the third reinforcement piece forms an elongated cavity structure in the length direction of the upper cowl crossbeam; A long strip-shaped fourth reinforcing member is welded on the cross beam, and the fourth reinforcing member forms a long strip-shaped cavity structure in the length direction of the lower cross beam of the front wall. The third reinforcing member strengthens the structure of the upper cross member of the front cowl and enhances the rigidity of the cross member of the cowl; In other words, the third reinforcement and the fourth reinforcement play a role in strengthening the structure of the front wall beam, and also enhance the stability of the front longitudinal beam welded on the front wall beam, reducing the impact of the rear end of the front longitudinal beam and the impact. Deformation of the cowl cross member.

Further, a fifth reinforcement is welded in the cavity structure formed by the upper cross beam of the front cowl and the third reinforcement, and the fifth reinforcement is located at the welding connection between the third reinforcement and the front longitudinal beam; the fifth reinforcement is open at one end. It is a frame-shaped structure with the open end facing the upper cross member of the cowl. The fifth reinforcement is located at the welding connection between the front longitudinal beam and the front wall beam, which enhances the stability of the front longitudinal beam and reduces the deformation of the front longitudinal beam and the front wall beam after being hit.

Further, both the connecting portion and the first reinforcing member form a wedge-shaped cavity. The section of the wedge shape in one direction is approximately triangular, which is beneficial to the improvement of the stability of the connecting portion and the first reinforcement member.

To sum up, due to the adoption of the above technical solutions, the beneficial effects of the present invention are: since the front longitudinal beam is welded on the tubular connecting portion, and the connecting portion is welded with a first reinforcing member, the impact resistance of the front longitudinal beam is enhanced. Stability; the connecting part and the first reinforcement are welded to form a tubular structure with a uniform cross-section, so that the stability of the connection between the connecting part and the first reinforcement can be enhanced. It can be evenly transmitted to other workpieces along the tubular structure, reduce the deformation of the front longitudinal beam after the collision, enhance the stability of the front longitudinal beam, and improve the safety of the vehicle.

Description of drawings

The accompanying drawings forming a part of the present application are used to provide further understanding of the present invention, and the exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention.

In the attached image:

FIG. 1 shows a schematic diagram of a first perspective view of the front end force transmission structure of an electric vehicle of the present invention.

FIG. 2 shows an enlarged view of the structure at A in FIG. 1 .

FIG. 3 is a schematic diagram showing a second view of the front-end force transmission structure of an electric vehicle of the present invention.

FIG. 4 shows a schematic diagram of the force transmission path of FIG. 3 .

FIG. 5 is a schematic diagram showing a third perspective of the front-end force transmission structure of an electric vehicle of the present invention.

FIG. 6 shows a schematic diagram of the structure of the reinforcement in FIG. 5 .

FIG. 7 shows a schematic structural diagram of the support in FIG. 5 .

Wherein, the above-mentioned drawings include the following reference signs:

1. Front wall beam; 11. Connecting part; 12. Front wall upper beam; 121, Third reinforcement; 122, Fifth reinforcement; 13. Front wall lower beam; 131, Fourth reinforcement; 132, Sixth reinforcement;

2. Front longitudinal beam; 21. Front longitudinal beam inner panel; 22. Front longitudinal beam outer panel;

3. The first reinforcement; 41, the inner panel reinforcement; 42, the A-pillar inner panel; 5, the sill inner panel; 6, the second reinforcement; 7, the support; 71, the seventh reinforcement;

Detailed ways

It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention, but not to limit the present invention.

As shown in Figure 1, Figure 2 and Figure 5, a front-end force transmission structure of an electric vehicle includes a front wall beam 1 and a front longitudinal beam 2 connected to the front wall beam 1. The front wall beam 1 is close to the front longitudinal beam 2. One end is provided with There is a connecting part 11 that is a closed cavity; the connecting part 11 is welded with a first reinforcing member 3, and the first reinforcing member 3 is an open container structure. After being welded on the connecting part 11, a bulge is formed on the connecting part 11, and The connecting portion 11 and the first reinforcing member 3 form a tubular structure with a uniform cross-section; the front longitudinal beam 2 is welded on the connecting portion 11 .

Preferably, the tubular structure is welded to the inner panel 42 of the A-pillar, and the inner panel 42 of the A-pillar is connected to the inner panel reinforcing plate by welding, and both the inner panel 42 of the A-pillar and the inner panel reinforcing panel are located inside the A-pillar.

As shown in FIG. 3, preferably, one end of the A-pillar inner plate 42 is connected to the rocker inner plate 5 by welding, and the length direction of the rocker inner plate 5 is welded with a second reinforcement 6, and the second reinforcement 6 is close to the inner plate reinforcement plate and the rocker inner plate. 5 welding.

As shown in FIG. 3 , preferably, the front side beam 1 is welded into a plate-like structure by the front side upper beam 12 and the front side lower beam 13 in the longitudinal direction; 22 is welded into a hollow tubular shape; a support member 7 is welded on the front wall lower cross member 13, and the support member 7 and the front longitudinal beam 2 are also welded together.

Preferably, both the front longitudinal beam inner panel 21 and the front longitudinal beam outer panel 22 are provided with crush ribs.

As shown in FIG. 6 , preferably, the connecting portion 11 is a part of the third reinforcement member 121 , the third reinforcement member 121 is welded on the upper cowl cross member 12 , and the third reinforcement member 121 forms a long length in the length direction of the cowl upper cross member 12 . A strip-shaped cavity structure; a strip-shaped fourth reinforcement 131 is welded on the cowl lower cross member 13 , and the fourth reinforcement 131 forms a strip-shaped cavity structure in the length direction of the cowl lower cross member 13 .

Specifically, here the third reinforcement 121 may be a workpiece welded on the upper cowl beam 12, or may be a protrusion formed by stamping or the like on the upper cowl beam 12; the fourth reinforcement 132 may be welded A workpiece on the cowl lower cross member 13 may also be a protrusion formed by punching or the like on the cowl lower cross member 13 .

As shown in FIG. 6 , preferably, a fifth reinforcement 122 is welded in the cavity structure formed by the upper cowl cross member 12 and the third reinforcement 121 , and the fifth reinforcement 122 is located at the welding of the third reinforcement 121 and the front longitudinal beam 2 Connecting place; the fifth reinforcement 122 is a frame-shaped structure with one end open, and the open end faces the upper cross beam 12 of the cowl. As shown in FIG. 6 , in this embodiment, the fifth reinforcing member 122 has a frame-shaped structure with one end open, but the opening direction faces into the cavity structure. The specific opening direction of the fifth reinforcing member 122 is determined according to the structural strength requirements and the size of the space. Certainly.

Preferably, both the connecting portion 11 and the first reinforcing member 3 form a wedge-shaped cavity.

As shown in FIG. 3 , an A-pillar inner plate 42 is provided in the A-pillar to enhance the strength of the A-pillar. Specifically, the A-pillar inner plate 42 is connected to the inner plate reinforcing plate 41 by welding. The inner panel 42 of the A-pillar is directly connected to the third reinforcement member 121, the fourth reinforcement member 131, and the front cowl lower cross member (13) by welding.

As shown in Figure 4, there are several major force transmission paths after the front longitudinal beam 2 is hit:

(1) The force transmission path of the upper front longitudinal beam, the front longitudinal beam 2 directly transmits the collision force to the upper cowl beam 12;

(2) The force transmission path of the lower front longitudinal beam, the front longitudinal beam 2 directly transmits the collision force to the dash lower cross beam 13;

(3) The front wall force transmission path, the front longitudinal beam 2 transmits the collision force to the A-pillar through the front wall upper beam 12 and the front wall lower beam 13;

(4) The A-pillar force transmission path, the collision force transmitted to the A-pillar is transmitted to the rocker inner plate 5 through the inner plate reinforcing plate 41 and the A-pillar inner plate 42 .

The structure with multiple force transmission paths reduces the risk that the root of the front longitudinal beam (2) is easily bent in a single force transmission path, forms multiple continuous force transmission paths, reduces the amount of intrusion of the front wall when it is hit, and at the same time It is beneficial to protect the power battery structure on the underside of the floor.

A wedge-shaped sixth reinforcement 132 is welded in the cavity structure formed by the cowl lower cross member 13 and the fourth reinforcement 131 . 7. Form a support at the welding position on the fourth reinforcement 131.

As shown in FIG. 7 , a seventh reinforcing member 71 is provided in the supporting member 7 . The seventh reinforcing member 71 is in the shape of a channel steel. Both sides of the seventh reinforcing member 71 are welded on the supporting member 7 and the supporting member 7 is divided into two parts. The cavity, the seventh reinforcement member 71 extends along the length direction of the front side member 2 . The direction in which the 71 is arranged is parallel to the longitudinal direction of the front side member 2 .

Specifically, the dash lower cross member 13 is welded with the second reinforcing member 6 and the rocker inner panel 5 at the ends to strengthen the strength of the end and protect the battery pack structure at the lower end.

The fourth reinforcement 131 and the sixth reinforcement 132 help to strengthen the strength of the root of the front side member 2 , facilitate the smooth force transmission process, and prevent the root of the front side member 2 from bending.

The present invention causes the front end of the front longitudinal beam 2 to deform when the vehicle is collided; at the same time, the rear end of the front longitudinal beam 2, and the dash beam 1 fixedly connected with the rear end of the front longitudinal beam 2, the front end of the rear end of the dash beam 1 The shroud 8 reduces deformation.

As shown in FIG. 5 , the cowl cross member 1 is welded on the cowl panel 8 .

The scope of the present invention is defined not by the above-described embodiments, but by the appended claims and their equivalents.

The above descriptions are only preferred embodiments of the present application, and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this application shall be included within the protection scope of this application.

Claims (8)

1. An electric vehicle front end force transmission structure comprises a front wall beam (1) and a front longitudinal beam (2) connected with the front wall beam (1), and is characterized in that one end, close to the front longitudinal beam (2), of the front wall beam (1) is provided with a connecting part (11) in a closed cavity; the connecting part (11) is welded with a first reinforcing part (3), the first reinforcing part (3) is of an open container structure, a bulge is formed on the connecting part (11) after the first reinforcing part is welded on the connecting part (11), and the connecting part (11) and the first reinforcing part (3) form a tubular structure with a uniform cross section; the front longitudinal beam (2) is welded on the connecting part (11).

2. The electric vehicle front end force transmission structure according to claim 1, wherein the tubular structure is welded on an A-pillar inner plate (42), the A-pillar inner plate (42) is welded with an inner plate reinforcing plate, and the A-pillar inner plate (42) and the inner plate reinforcing plate are both positioned inside the A-pillar.

3. The front end force transmission structure of the electric vehicle according to claim 2, wherein one end of the A-pillar inner plate (42) is welded and connected with a threshold inner plate (5), a second reinforcing member (6) is welded in the length direction of the threshold inner plate (5), and the second reinforcing member (6) is close to the welding position of the inner plate reinforcing plate and the threshold inner plate (5).

4. The electric vehicle front end force transmission structure according to claim 1, wherein the front wall cross member (1) is formed by welding a front wall upper cross member (12) and a front wall lower cross member (13) side by side in a length direction to form a plate-shaped structure; the front longitudinal beam (2) is welded into a hollow tube shape by a front longitudinal beam inner plate (21) and a front longitudinal beam outer plate (22); the front wall lower cross beam (13) is welded with a support piece (7), and the support piece (7) and the front longitudinal beam (2) are also welded together.

5. The electric vehicle front end force transmission structure according to claim 4, wherein the front side frame inner plate (21) and the front side frame outer plate (22) are provided with crush ribs.

6. The front force transmission structure of the electric vehicle according to claim 4, wherein the connecting part (11) is a part of a third reinforcing member (121), the third reinforcing member (121) is welded on the front wall upper beam (12), and the third reinforcing member (121) forms an elongated cavity structure in the length direction of the front wall upper beam (12);

the front wall lower cross beam (13) is welded with a strip-shaped fourth reinforcing piece (131), and the fourth reinforcing piece (131) forms a strip-shaped cavity structure in the length direction of the front wall lower cross beam (13).

7. The electric vehicle front end force transmission structure according to claim 6, characterized in that a fifth reinforcement (122) is welded in a cavity structure formed by the front wall upper cross beam (12) and the third reinforcement (121), wherein the fifth reinforcement (122) is located at the welding connection of the third reinforcement (121) and the front longitudinal beam (2); the fifth reinforcing member (122) is of a frame-shaped structure with one open end, and the open end faces the front upper beam (12).

8. An electric vehicle front end force transmission structure according to claim 1, characterized in that the connection portion (11) and the first reinforcement (3) each form a wedge-shaped cavity.

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