CN113365906A

CN113365906A - Front structure of vehicle and vehicle

Info

Publication number: CN113365906A
Application number: CN202080004906.4A
Authority: CN
Inventors: 章斯亮; 孔庆帅
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2020-08-31
Filing date: 2020-08-31
Publication date: 2021-09-07
Also published as: WO2022041185A1

Abstract

A front structure of a vehicle, comprising: a support component (01), a top side beam (02) of the engine room, and a longitudinal beam (03). The utility model discloses a longeron (03) is connected to the one end of supporting component (01), longeron (03) is connected to the other end of supporting component (01), longeron (03) is connected to the front end of cabin roof side rail (02), first region (020) of cabin roof side rail (02) are the arc, curved opening direction is towards longeron (03), first region (020) are the region between the front end of cabin roof side rail (02) to first junction, first junction is the junction of cabin roof side rail (02) and supporting component (01). The impact force transmission device is applied to vehicles such as intelligent vehicles, new energy vehicles, internet automobiles and automatic driving automobiles, can effectively transmit impact force, converts a part of longitudinal impact force into transverse impact force, enables the vehicles to generate lateral movement, and is far away from obstacle avoidance. On the premise of not additionally increasing the weight of the chassis of the vehicle and the front structure of the vehicle, the integrity of the passenger compartment structure in the collision process is effectively improved, and the safety of passengers is protected.

Description

Front structure of vehicle and vehicle

Technical Field

The application relates to the technical field of automobiles, in particular to a front structure of a vehicle and the vehicle.

Background

Head-on collisions are a common type of traffic accident and the rate of occupant injury resulting from a head-on collision is high. With the improvement of the requirement of consumers on the safety performance of the vehicle, the 25% offset collision test is more and more concerned, and higher requirements on the safety performance of the vehicle are also provided. The 25% offset collision test means that a vehicle impacts a rigid barrier frontally at the speed of 64.4km/h +/-1 km/h, and the overlapping rate between the vehicle and the rigid barrier is 25% +/-1% of the width of the vehicle, under the scene, personnel injury, the motion state of the vehicle and the specific situation of deformation of a vehicle body structure are caused.

At present, in order to solve the problem of deformation of a vehicle body under a 25% offset collision test, the common method is to greatly increase the weight of a front structure and a chassis structure of the vehicle so as to increase the energy absorption capacity of the front structure, and under the condition of the same structural space, the front end is structurally reinforced so as to absorb the impact capacity in the front cabin area of the whole vehicle, thereby avoiding the extrusion on passengers and a battery pack. However, this approach results in a significant increase in weight of the front end structure, structural inefficiency, and a substantial increase in cost.

Disclosure of Invention

The embodiment of the application provides a front structure of a vehicle, which can effectively improve the structural integrity of a passenger compartment and protect the safety of passengers in a 25% collision scene.

In order to achieve the above purpose, the embodiments of the present application provide the following technical solutions:

a first aspect of the present application provides a front structure of a vehicle, which may include: a support member, a nacelle roof side rail, and a stringer. One end of the supporting component is connected with the upper edge beam of the engine room, and the other end of the supporting component is connected with the longitudinal beam. The support member may be a separate structure or may be integrally formed with the nacelle roof rail. The front end of the upper boundary beam of the engine room is connected with the longitudinal beam. The first area of the upper boundary beam of the engine room is arc-shaped, the opening direction of the arc-shaped area faces the longitudinal beam, the first area is an area between the front end of the upper boundary beam of the engine room and a first connecting position, and the first connecting position is a connecting position of the upper boundary beam of the engine room and the supporting component. Alternatively, it is also understood that the first region is curved and convex, the convex direction being away from the longitudinal beam. From the first aspect, it can be seen that, by the design that the first region of the nacelle roof side rail is convex in the direction away from the side rail, a part of the longitudinal impact force is gradually guided and converted into the transverse impact force, and the lateral movement is generated on the collided vehicle, so that the barrier is gradually away from the vehicle body, and in addition, the supporting part is added in the front structure, and the collision force can be effectively transmitted. The application provides a front portion structure, simple structure and stability. In a 25% collision scene, the structural integrity of the passenger compartment can be effectively improved, and the safety of passengers can be protected.

Optionally, in combination with the first aspect, in a first possible implementation, the suspension mounting plate may be further included, the suspension mounting plate is connected to the longitudinal beam, and the other end of the support component is connected to the suspension mounting plate so as to connect the longitudinal beam through the suspension mounting plate. As can be seen from the first possible embodiment of the first aspect, a mounting manner of the support member is provided, which is mounted on the suspension mounting plate, and is mounted on the longitudinal beam through the suspension mounting plate, so that the diversity of the scheme is increased.

Optionally, in combination with the first aspect or the first possible implementation manner of the first aspect, in a second possible implementation manner, the supporting component is an integrally formed supporting plate. As can be seen from the second possible embodiment of the first aspect, a possible structure of the support member is given. In some possible embodiments, the support member may also be an assembly of a plurality of devices.

Optionally, with reference to the first aspect or the first or second possible implementation manner of the first aspect, in a third possible implementation manner, a shock absorber assembly may be further included, where the shock absorber assembly is connected to the longitudinal beam, and a connection point of the support member and the longitudinal beam is closer to a front end of the longitudinal beam than a connection point of the shock absorber assembly and the longitudinal beam. The bumper shock absorber subassembly generally sets up the top at the front wheel subassembly of vehicle, and when this kind of design leads to taking place 25% collision, if the bumper shock absorber subassembly is regional in the barrier extrusion, the front wheel subassembly takes place to warp seriously, can appear the tire card condition of dying, is unfavorable for guaranteeing the integrality of driver's cabin structure, unable fine protection passenger safety. The supporting component is additionally arranged in the scheme provided by the application, and the third possible implementation mode of the first aspect shows that the supporting component is arranged in front of the shock absorber component and the wheel, the supporting component can be reached in the collision process, and the problem that when 25% of collision occurs, the front wheel component deforms seriously, and when the clamping condition occurs, the tire is easy to extrude and invade the passenger compartment is solved. In addition, the shock absorber component can well participate in the energy absorption process.

Optionally, with reference to the first aspect or the first to third possible implementation manners of the first aspect, in a fourth possible implementation manner, the front structure may further include a water tank mounting beam, the nacelle roof side beam may include, from top to bottom, a first support beam and a second support beam, a front end of the first support beam is connected to the water tank mounting beam, a front end of the second support beam is connected to the longitudinal beam, a rear end of the first support beam is connected to the rear beam of the nacelle roof side beam, and a rear end of the second support beam is connected to the rear beam of the nacelle roof side beam. In a fourth possible embodiment of the first aspect, other devices that may be included in a front structure provided by the present application are provided.

Optionally, in combination with the fourth possible implementation manner of the first aspect, in a fifth possible implementation manner, the first corbel may include a first outer plate and a first inner plate, the first outer plate and the first inner plate are connected, and a cavity is formed between the first outer plate and the first inner plate, and the second corbel may include a second outer plate and a second inner plate, the second outer plate and the second inner plate are connected, and a cavity is formed between the second outer plate and the second inner plate. In a fifth possible embodiment of the first aspect, the cabin roof side rail of the front structure of the vehicle in the present application is a cavity, and thus the design function is to prevent collision, ensure the integrity of the driver cabin, and ensure the safety of passengers.

Optionally, with reference to the first aspect or the first to fifth possible implementation manners of the first aspect, in a sixth possible implementation manner, the other area of the nacelle roof side rail except the first area is an arc-shaped protrusion, the protrusion direction is a direction away from the longitudinal beam, or the other area of the nacelle roof side rail except the first area is an arc-shaped, and the opening direction of the arc is toward the longitudinal beam. In a seventh possible implementation manner of the first aspect, the entire upper boundary beam of the cabin protrudes in a direction away from the longitudinal beam, and the vehicle can better move in a direction away from the obstacle avoidance while sliding along the obstacle avoidance.

Optionally, with reference to the first aspect or the first to sixth possible implementation manners of the first aspect, in a seventh possible implementation manner, the energy absorption device may further include an energy absorption box and an anti-collision cross beam, the energy absorption box is connected to the anti-collision cross beam, the energy absorption box is further connected to the longitudinal beam, and the energy absorption box is disposed between the anti-collision cross beam and the longitudinal beam.

Alternatively, in combination with the seventh possible embodiment of the first aspect, in an eighth possible embodiment, the energy absorption box is connected by bolts and stringers. In a ninth possible embodiment of the first aspect, the crash box can be detachably mounted on the longitudinal beam.

Optionally, with reference to the first aspect or the first to the eighth possible implementation manners of the first aspect, in a ninth possible implementation manner, a front mounting bracket of the subframe may be further included, and the front mounting bracket of the subframe is connected to the inner panel of the side member and the outer panel of the side member.

Optionally, with reference to the first aspect or the first to ninth possible implementation manners of the first aspect, in a tenth possible implementation manner, a connection between the front end of the nacelle roof side rail and the longitudinal rail is a preset length from the front end of the longitudinal rail. As can be seen from the eleventh possible embodiment of the first aspect, the predetermined length can ensure that the longitudinal beam has enough space to crush and deform, and absorb the collision energy.

Optionally, in combination with the tenth possible implementation manner of the first aspect, in an eleventh possible implementation manner, the preset length is 100 mm to 150 mm.

A second aspect of the present application provides a vehicle including a front structure, which may include: a support member, a nacelle roof side rail, and a stringer. One end of the supporting component is connected with the upper edge beam of the engine room, and the other end of the supporting component is connected with the longitudinal beam. The front end of the upper boundary beam of the engine room is connected with the longitudinal beam. The first area of the upper edge beam of the cabin is in an arc-shaped bulge towards the direction far away from the longitudinal beam, the first area is the area between the front end of the upper edge beam of the cabin and a first connecting position, and the first connecting position is the connecting position of the upper edge beam of the cabin and the supporting component. As can be seen from the second aspect, the design that the first region of the nacelle roof side rail is convex away from the side rail converts a part of longitudinal impact force to transverse impact force, which gradually guides and converts the transverse impact force to move the collision vehicle laterally, so that the barrier gradually moves away from the vehicle body, and in addition, the supporting component is added in the front structure, so that the collision force can be effectively transmitted. The application provides a front portion structure, simple structure and stability. In a 25% collision scene, the structural integrity of the passenger compartment can be effectively improved, and the safety of passengers can be protected.

Optionally, in combination with the second aspect, in a first possible implementation, the suspension mounting plate may be further included, the suspension mounting plate is connected to the longitudinal beam, and the other end of the support component is connected to the suspension mounting plate to connect the longitudinal beam through the suspension mounting plate.

Optionally, in combination with the second aspect or the first possible implementation manner of the second aspect, in a second possible implementation manner, the supporting component is an integrally formed supporting plate.

Optionally, in combination with the second aspect or the first or second possible implementation manner of the second aspect, in a third possible implementation manner, a shock absorber assembly may be further included, and the shock absorber assembly is connected to the longitudinal beam, and a connection point of the support member and the longitudinal beam is closer to the front end of the longitudinal beam than a connection point of the shock absorber assembly and the longitudinal beam. The bumper shock absorber subassembly generally sets up the top at the front wheel subassembly of vehicle, and when this kind of design leads to taking place 25% collision, if the bumper shock absorber subassembly is regional in the barrier extrusion, the front wheel subassembly takes place to warp seriously, can appear the tire card condition of dying, is unfavorable for guaranteeing the integrality of driver's cabin structure, unable fine protection passenger safety. According to the scheme provided by the application, the supporting component is added, and the third possible implementation manner of the second aspect shows that the supporting component is arranged in front of the shock absorber component and the wheel, the supporting component can be reached in the collision process, and the problems that when 25% of collision occurs, the front wheel component deforms seriously, the blocking condition occurs, and the tire is easy to extrude and invade the passenger compartment are solved. In addition, the shock absorber component can well participate in the energy absorption process.

Optionally, with reference to the second aspect or the third possible implementation manner of the first to second aspects of the second aspect, in a fourth possible implementation manner, the front structure may further include a water tank mounting beam, the nacelle roof side beam may include, from top to bottom, a first support beam and a second support beam, a front end of the first support beam is connected to the water tank mounting beam, a front end of the second support beam is connected to the longitudinal beam, a rear end of the first support beam is connected to the rear beam of the nacelle roof side beam, and a rear end of the second support beam is connected to the rear beam of the nacelle roof side beam.

Alternatively, in combination with the fourth possible implementation manner of the second aspect, in a fifth possible implementation manner, the first corbel may include a first outer plate and a first inner plate, the first outer plate and the first inner plate are connected, and a cavity is formed between the first outer plate and the first inner plate, and the second corbel may include a second outer plate and a second inner plate, the second outer plate and the second inner plate are connected, and a cavity is formed between the second outer plate and the second inner plate.

Optionally, in combination with the second aspect or the fifth possible implementation manner of the first to the second aspects of the second aspect, in a sixth possible implementation manner, other areas of the nacelle roof side rail than the first area are convex in a direction away from the side rail.

Optionally, with reference to the second aspect or the sixth possible implementation manner of the first to second aspects of the second aspect, in a seventh possible implementation manner, a crash box and a crash cross beam may be further included, the crash box is connected with the crash cross beam, the crash box is further connected with a longitudinal beam, and the crash box is disposed between the crash cross beam and the longitudinal beam.

Alternatively, in combination with the seventh possible embodiment of the second aspect, in an eighth possible embodiment, the energy absorption box is connected by bolts and stringers.

Optionally, with reference to the second aspect or the eighth possible implementation manner of the first to the second aspects of the second aspect, in a ninth possible implementation manner, a front mounting bracket of the subframe may be further included, and the front mounting bracket of the subframe is connected to the inner panel of the side member and the outer panel of the side member.

Optionally, in combination with the second aspect or the ninth possible implementation manner of the first to the second aspects of the second aspect, in a tenth possible implementation manner, a joint between the front end of the nacelle roof side rail and the longitudinal rail is a preset length from the front end of the longitudinal rail.

Optionally, in combination with the tenth possible implementation manner of the second aspect, in an eleventh possible implementation manner, the preset length is 100 mm to 150 mm.

Through the scheme that this application provided, the first region of cabin roof side rail is protruding to the direction arc of keeping away from the longeron, and such design is with partly longitudinal impact, and the gradual guide converts into horizontal impact, produces the removal of lateral to colliding vehicle for the barrier is gradually kept away from the automobile body, in addition, has increased the support component in anterior structure, can transmit the impact effectively. The application provides a front portion structure, simple structure and stability. In a 25% collision scene, the structural integrity of the passenger compartment can be effectively improved, and the safety of passengers can be protected.

Drawings

FIG. 1 is a schematic diagram of a full energy absorption mode for a full vehicle crash strategy;

FIG. 2 is a schematic diagram of a full vehicle collision strategy being an energy transfer mode;

FIG. 3 is a schematic view of a front structure of a vehicle according to an embodiment of the present application;

fig. 4 is another schematic view of a front structure of a vehicle according to an embodiment of the present application;

fig. 5 is another schematic view of a front structure of a vehicle according to an embodiment of the present application;

FIG. 6 is a schematic view of a force transmission path of a front structure provided herein;

FIG. 7 is a schematic view of a force transmission path of a front structure provided herein;

FIG. 8 is a schematic illustration of a force transfer for a front structure of a vehicle provided herein;

FIG. 9a is a schematic illustration of an exemplary application scenario for a front structure of a vehicle provided herein;

FIG. 9b is a schematic illustration of another exemplary application scenario for a front structure of a vehicle provided herein;

FIG. 10a is a schematic diagram of simulation test results for a vehicle to which the front structure provided herein is applied;

FIG. 10b is a schematic diagram of simulation test results for a vehicle to which the front structure provided herein is applied;

FIG. 10c is a schematic diagram of simulation test results for a vehicle to which the front structure provided herein is applied;

FIG. 10d is a schematic diagram showing the results of a simulation test of a vehicle to which the front structure provided herein is applied;

FIG. 10e is a schematic diagram showing simulation test results of a vehicle to which the front structure provided in the present application is applied;

fig. 11 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

Embodiments of the present application will now be described with reference to the accompanying drawings, and it is to be understood that the described embodiments are merely illustrative of some, but not all, embodiments of the present application. As can be known to those skilled in the art, with the development of technology and the emergence of new scenarios, the technical solution provided in the embodiments of the present application is also applicable to similar technical problems.

The terms "first," "second," and the like in the description and in the claims of the present application and in the above-described drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It will be appreciated that the data so used may be interchanged under appropriate circumstances such that the embodiments described herein may be practiced otherwise than as specifically illustrated or described herein. Moreover, the terms "comprises," "comprising," and any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or modules is not necessarily limited to those steps or modules explicitly listed, but may include other steps or modules not expressly listed or inherent to such process, method, article, or apparatus. The naming or numbering of the steps appearing in the present application does not mean that the steps in the method flow have to be executed in the chronological/logical order indicated by the naming or numbering, and the named or numbered process steps may be executed in a modified order depending on the technical purpose to be achieved, as long as the same or similar technical effects are achieved. The division of the modules presented in this application is a logical division, and in practical applications, there may be another division, for example, multiple modules may be combined or integrated into another system, or some features may be omitted, or not executed, and in addition, the shown or discussed coupling or direct coupling or communication connection between each other may be through some ports, and the indirect coupling or communication connection between the modules may be in an electrical or other similar form, which is not limited in this application. The modules or sub-modules described as separate components may or may not be physically separated, may or may not be physical modules, or may be distributed in a plurality of circuit modules, and some or all of the modules may be selected according to actual needs to achieve the purpose of the present disclosure.

In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," "disposed," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral connections; they may be mechanically coupled, directly coupled, indirectly coupled through intervening media, or coupled through an interconnection or interaction between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In order to facilitate a better understanding of the present application, the following specifically illustrates the research idea of the technical solutions described in the present application:

the 25% offset collision test refers to that a vehicle impacts a rigid barrier frontally at a speed per hour of 64.4km/h +/-1 km/h and at an overlap rate of 25% +/-1%, and under the scene, personnel injury, the motion state of the vehicle and the specific conditions of deformation of a vehicle body structure are caused. The 25% offset crash test is introduced by the American Highway safety insurance Association (IIHS) and is one of the most challenging test items in the current crash test. The difficulty is that compared with the front 100% collision and the front 40% offset collision, the contact area between the front 25% offset collision and the barrier is smaller, so that the part reserved for buffering and absorbing energy of the vehicle is smaller, the small offset collision usually avoids the longitudinal beam, and the energy generated in the collision is almost directly transmitted to the passenger compartment without being blocked. During the collision, the collision force is basically transmitted to the A column because the front impact beam and the energy absorption box longitudinal beam miss the process of absorbing energy in the collision. If the strength of the A column is insufficient, the passenger compartment can be greatly deformed, and the reason why the 25% offset collision death rate is high is also.

The applicant finds that the current domestic and foreign collision safety strategy mainly aims at increasing the energy absorption capacity of the front structure of the vehicle, and under the condition of the same structural space, the impact capacity is absorbed in the front cabin area of the whole vehicle by structurally reinforcing the front structure of the vehicle, so that the passengers and a battery pack are prevented from being extruded. This strategy still has the problems and disadvantages of requiring a large increase in front end body and chassis structural weight, structural inefficiency, and a large increase in cost; at the same time, increasing the structural dimensions also places higher design demands on the spatial arrangement of the front of the vehicle.

In order to solve the problem, the requirement of collision energy absorption at the front end of the whole vehicle can be reduced by converting a whole vehicle collision strategy from a full energy absorption mode to an energy transfer mode, so that the aims of protecting passengers and reducing the structural weight are fulfilled. A comparison of these two collision strategies is described below in conjunction with fig. 1 and 2. Referring to fig. 1, a schematic diagram of a full energy absorption mode of a vehicle crash strategy is shown. As shown in fig. 1, a vehicle using the full energy absorption mode as a collision strategy is almost completely stopped after the collision is over. Assume that the velocity at the initial moment is v, i.e.Assuming that the speed of the vehicle when contacting the rigid obstacle avoidance is v and the speed of the vehicle after the collision is 0, the total energy absorbed by the front end structure of the vehicle is 1/2mv². Referring to fig. 2, a schematic diagram of the vehicle crash strategy being an energy transfer mode is shown. As shown in fig. 2, if the vehicle can be driven to generate a thrust in a direction away from the obstacle avoidance, the vehicle can be moved a distance in the direction away from the obstacle avoidance, and it is ensured that the vehicle can continue to move forward at a higher speed during a collision, the energy absorbed by the front structure of the vehicle can be greatly reduced. As shown in FIG. 2, assuming that the speed of the vehicle at the initial moment is v, since a part of energy of the vehicle during collision is used for moving the vehicle away from the obstacle avoidance, the part of energy is assumed to be 1/2-mv'²Then the front structure of the vehicle absorbs 1/2 (mv)²-mv’²). From the above discussion, it can be seen that the energy absorption requirement of the front end collision of the vehicle can be greatly reduced by adopting the energy transfer mode compared with the full energy absorption mode.

With the above thought, there is also a problem of how to design a specific front structure of a vehicle. Many issues need to be considered, such as how to meet the safety requirements of a 25% collision without affecting the safety requirements of a 100% overlap collision and a 40% overlap collision. For another example, how to accurately move the vehicle in a direction away from the obstacle avoidance during the collision process without affecting the normal driving process of the vehicle at ordinary times, i.e., the structure needs to have stability. For another example, how to generate enough thrust to move the vehicle away from the obstacle avoidance direction.

In order to solve the above problem, the present application provides a front structure of a vehicle, in which a nacelle roof side rail is protruded in a direction away from a side rail, for example, the nacelle roof side rail may be formed in an arc shape, and an opening of the arc shape faces the side rail. In addition, a supporting component is additionally arranged, one end of the supporting component is connected with the upper edge beam of the engine room, the other end of the supporting component is connected with the longitudinal beam, through the design, the collision force can be effectively transmitted, a part of longitudinal collision force is gradually guided and converted into transverse collision force, and the lateral movement is generated on the collided vehicle, so that the barrier is gradually far away from the vehicle body. The front structure that this application provided, simple structure and stability, in 25% collision scene, can promote passenger cabin structural integrality effectively, protect passenger's safety.

Based on the above research thought, the following specifically introduces the technical solution provided by the present application.

Referring to fig. 3, a schematic diagram of a front structure of a vehicle according to an embodiment of the present application is provided. The method comprises the following steps: support members 01, nacelle roof side rails 02, and stringers 03. One end of the supporting component 01 is connected with the upper edge beam 02 of the engine room, and the other end of the supporting component 01 is connected with the longitudinal beam 03. In one possible embodiment, one end of the support part 01 can be welded to the nacelle roof side rail 02 and the other end of the support part 01 can be welded to the side rail 03. In one possible embodiment, one end of the support member 01 may be connected to the nacelle roof side rail 02 and the other end of the support member 01 may be connected to the side rail 03 in other ways, for example, one end of the support member 01 may be connected to the nacelle roof side rail 02 by bolts and nuts, and the other end of the support member 01 may be connected to the side rail 03 by bolts and nuts. It should be noted that in one possible embodiment, the support part 01 may be integrally formed with the nacelle roof rail 02. In one possible embodiment, the support part 01 can be formed integrally with the longitudinal beam 03.

The front end of the nacelle roof side rail 02 is connected with a longitudinal beam 03. In a possible embodiment, due to the fact that the supporting component 01 is additionally arranged between the upper edge beam 02 and the longitudinal beam 03 of the cabin, the front end of the cabin does not need to be connected with the longitudinal beam 03 through a connecting plate, the front end of the cabin can be directly connected with the longitudinal beam 03, not only can a better anti-collision effect be achieved, but also devices are saved, and more space is available for installing radars and some controllers or other devices.

A first region 020 of the nacelle roof side rail 02 protrudes away from the longitudinal beam 03, the first region 020 is a region between a front end of the nacelle roof side rail 02 and a first connection point, and the first connection point is a connection point of the nacelle roof side rail 02 and the support member 01. In one possible embodiment, the first region 020 may be arcuate. In one possible embodiment, the other regions of the nacelle roof side rail 02 than the first region 020 can also be curved, i.e. the nacelle roof side rail 02 is curved.

In addition to the above-mentioned support members 01, nacelle roof side rails 02 and longitudinal rails 03, the present application provides that the front structure may also comprise other structures. In one possible embodiment, a crash beam 04 and a crash box 05 may also be included. The energy absorption box 05 is connected with the anti-collision cross beam 04, the energy absorption box 05 is further connected with the longitudinal beam 03, and the energy absorption box 05 is arranged between the anti-collision cross beam 04 and the longitudinal beam 03. In one possible embodiment, the crash boxes 05 can be detachably mounted on the longitudinal beams 03, for example, the crash boxes 05 are connected to the longitudinal beams 03 by bolts. In one possible embodiment, the energy absorption box 05 and the longitudinal beam 03 can be welded to the longitudinal beam 03, that is, the energy absorption box 05 and the longitudinal beam 03 can be mounted in a non-detachable manner, which is not limited in the examples of the present application.

In one possible embodiment, the front structure provided by the present application may further include a damper assembly 06, the damper assembly 06 is connected to the longitudinal beam 03, and a connection of the support member 01 and the longitudinal beam 03 is closer to a front end of the longitudinal beam 03 than a connection of the damper assembly 06 and the longitudinal beam 03. In other words, the support member 01 is disposed in front of the shock absorber module 06. Because in the design of the front structure of a general vehicle, the shock absorber assembly 06 is generally arranged above the front wheel assembly 10 of the vehicle, when the design leads to a 25% collision, if the front wheel assembly 10 deforms seriously due to the extrusion of a barrier to the shock absorber assembly area, the tire can be stuck, which is not beneficial to ensuring the integrity of the structure of the driver cabin, and the safety of passengers can not be well protected. And the scheme that this application provided has increased supporting component, and with this supporting component setting in the place ahead of bumper shock absorber subassembly 06 and wheel, the collision can reach supporting component earlier, when solving and taking place 25% collision, front wheel subassembly 10 warp seriously, the jam condition appears, the problem of the extrusion invasion of passenger cabin is easily taken place to the tire. In addition, the shock absorber component 06 can well participate in the energy absorption process.

In one possible embodiment, the connection between the front end of the nacelle roof side rail 02 and the longitudinal rail 03 is a predetermined length from the front end of the longitudinal rail 03. In one possible embodiment, the predetermined length is 100 mm to 150 mm. The distance between the joint of the front end of the upper edge beam 02 of the cabin and the longitudinal beam 03 and the front end of the longitudinal beam 03 can be determined according to the wheel base and the weight of the vehicle, and the size can ensure that the longitudinal beam 03 has enough space to crush and deform and absorb collision energy.

In one possible embodiment, the support member 01 may be an integrally formed support plate. In one possible embodiment, the support member 01 may also be combined by a plurality of devices.

In one possible embodiment, the nacelle roof rail 02 includes inner and outer panels that are joined together with a cavity formed therebetween. In this embodiment, unlike the function of the cabin roof side rail 02 in the prior art, the cabin roof side rail 02 in the prior art may not form a cavity, but the cavity is formed between the inner plate and the outer plate in the solution provided by the present application, that is, the cabin roof side rail 02 is a cavity structure, and by this design, the function of the cabin roof side rail 02 in the front structure of the vehicle in the present application is to prevent collision, ensure the integrity of the driver's cabin, and ensure the safety of passengers.

In one possible embodiment, the suspension mounting plate is further included, the suspension mounting plate is connected with the longitudinal beam 03, and the other end of the support component 01 is connected with the suspension mounting plate so as to be connected with the longitudinal beam 03 through the suspension mounting plate. In other words, the present application provides a solution in which the support member 01 can be directly attached to the longitudinal beam 03, and the support member 01 can also be attached to the suspension mounting plate, which is mounted on the longitudinal beam 03.

In one possible embodiment, the nacelle roof side rail 02 includes, from top to bottom, a first corbel and a second corbel, the front end of the first corbel being connected to the water tank mounting rail, the front end of the second corbel being connected to the longitudinal beam 03, the rear end of the first corbel being connected to the rear beam of the nacelle roof side rail 02, and the rear end of the second corbel being connected to the rear beam of the nacelle roof side rail 02. In such an embodiment, the nacelle roof side rail 02 may include a first corbel and a second corbel, increasing the strength of the support. In one possible embodiment, the first corbel comprises a first outer plate and a first inner plate, the first outer plate and the first inner plate are connected, and a cavity is formed between the first outer plate and the first inner plate, the second corbel comprises a second outer plate and a second inner plate, the second outer plate and the second inner plate are connected, and a cavity is formed between the second outer plate and the second inner plate. Through the design, the function of the cabin roof side rail 02 of the front structure of the vehicle is used for preventing collision, ensuring the integrity of a driver cabin and ensuring the safety of passengers. In the present application, the first outer panel is sometimes referred to as a first outer corbel panel, the first inner panel is sometimes referred to as a first inner corbel panel, the second outer panel is sometimes referred to as a second outer corbel panel, and the second inner panel is sometimes referred to as a second inner corbel panel.

In one possible embodiment, the first and second corbels may be designed in a crush mode and a bending mode, by which the impact energy is absorbed.

In order to better show the technical scheme provided by the application, a preferred scheme provided by the embodiment of the application is described by combining fig. 4 and fig. 5. In order to be able to fully embody a schematic view of the front structure of the vehicle provided by the present application, fig. 4 and 5 are viewed from different angles.

Referring to fig. 4 and 5, the inner stringer plate 031 and the outer stringer plate 032 are welded together by spot welding to form a stringer structure, the damper assembly 06 is welded to the stringer structure by spot welding, and the suspension mounting plate 07 is welded to the inner stringer plate 031 and the damper assembly 06 by spot welding. The damper is sometimes also called a damper tower, and it should be noted that the embodiments of the present application do not limit the names of the devices. Installing support 08 is on longeron inner panel 031 and longeron planking 032 through spot welding and shielded welding before the sub vehicle frame, and the water tank installation is erected roof beam 092 and is welded on longeron inner panel 031 through spot welding, and crashproof crossbeam 04 links together through the shielded welding mode with energy-absorbing box 05, and energy-absorbing box 05 passes through bolt and longeron structural connection. Second corbel planking 023 and second corbel inner panel 022 constitute the second corbel structure through spot welding together, and first corbel structure is constituteed through spot welding together to first corbel planking 024 and first corbel inner panel 021, and the back beam 025 of first corbel structure, second corbel structure and cabin roof beam constitutes cabin roof side rail structure. The first support beam structure is also sometimes referred to as an upper beam of the nacelle upper side beam, and the second support beam structure is also sometimes referred to as a lower beam of the nacelle upper side beam. The water tank mounting cross beam 091, the first supporting beam outer plate 024 and the water tank mounting vertical beam 092 are welded together by spot welding, and the first supporting beam structure, the water tank mounting cross beam 091 and the water tank mounting vertical beam 092 are connected. The support component 01 is welded between the suspension mounting plate 07 and the second corbel inner plate 022, so that a triangular support structure is formed, and the strength of the second corbel structure is enhanced. In one possible embodiment, the support assembly 01 may also be welded between the suspension mounting plate 07 and the first inner corbel plate 021, or the support assembly 01 may be welded to both the first inner corbel plate 021 and the second inner corbel plate 022, the second corbel structure front end being welded to the stringer, the first corbel being welded to the rear beam of the nacelle roof rail, and the second corbel being welded to the rear beam of the nacelle roof rail.

The force transfer process of the front structure of the vehicle provided by the present application is analyzed below to more clearly show the advantages of the front structure of the vehicle provided by the present application.

Referring to fig. 6 and 7, fig. 6 and 7 are schematic views of a force transmission path of a front structure provided in the present application. The transmission path of the force in the present application may mainly include path 1, path 2, and path 3. Where path 1 represents a first corbel, path 2 represents a second corbel, and path 3 represents a support member. Since the paths 1 and 2 are convex away from the longitudinal beam, such as the arc structures shown in fig. 6 and 7, the vehicle can be guided to move away from the obstacle avoidance by the arc structures, and the path 3 can play a role of reinforcing the structure for the path 1, providing lateral support, and realizing a force transmission function. It should be noted that the path 3 may provide lateral support to the path of the nacelle roof side rail and achieve a force transmission effect. For example, in some possible embodiments, if the support member is connected to both the first and second corbels, path 3 may act as a reinforcing structure for both paths 1 and 2, providing lateral support, and enabling force transmission.

The rear beams of the upper edge beam of the cabin are converged together by the path 1 and the path 2 to form a path 4, which forms a backward transmission path of the force. In a possible embodiment, the rear beam of the nacelle roof side rail is also of a curved configuration, for example, if it is also convex away from the longitudinal beams. Then the impact force in the Fx direction can be converted into the force in the Fy direction through the path 1, the path 2 and the path 4 in the collision. Referring to fig. 8, a schematic diagram of force transfer for a front structure of a vehicle is provided. The force in the Fx direction is a force of a frontal collision borne by the vehicle, and the force in the Fy direction is a force in a direction of moving the vehicle away from the obstacle avoidance. The structures of the path 1, the path 2 and the path 4 with arc structures can play a role in guiding the vehicle to slide away from the barrier, and can play a role in pushing the vehicle away from the barrier in cooperation with the supporting function of the path 3.

In addition to the force converted from path 1, path 2, path 4 to the Fy direction, and the force transmitted from path 3, path 5, and path 6 to the lateral direction, a lateral thrust can be generated to push the colliding vehicle away from the collision region, thereby reducing deformation of the passenger compartment and protecting the safety of the passenger. When a frontal collision occurs, the paths 1 and 2 can effectively transmit the impact force to the paths 4 and 4, and transmit the impact force to the rear, and transmit the impact force to the side through the paths 3, 5 and 6, so that the frontal impact force can be converted into two directions of the side direction and the longitudinal beam, and the impact force can be transmitted dispersedly.

The scheme that this application provided passes through the arc structure guide of cabin roof side rail, can convert the impact of Fx direction into lateral thrust, can reduce the transmission of impact to the A post, can also carry out effectual transfer to impact, and then reduce the deformation in crew service cabin.

A typical application of a front structure of a vehicle provided by the present application is in a small-area overlap collision scenario between a vehicle and a barrier or between a car and a car. Referring to fig. 9a and 9b, schematic diagrams of a typical application scenario of a front structure of a vehicle provided by the present application are shown. In the scenario shown in fig. 9a, which contains at least two vehicles, a small-area overlapping collision occurs between the vehicles. In the scenario shown in fig. 9b, which includes at least one vehicle and at least one obstacle avoidance, a small-area overlapping collision, such as a 25% collision, occurs between the vehicle and the obstacle avoidance. Through the scheme that this application provided, the vehicle can be moved to the direction that the barrier was kept away to the principle after being collided, reduces the striking to passenger's cabin, and then protects passenger's safety. It should be noted that the obstacle avoidance in the present application may be understood as a rigid obstacle. In addition, it should be noted that the scheme provided by the application can also play a role in absorption and energy dispersion when other front collision laws and regulations occur.

Fig. 10a to 10e are schematic diagrams showing simulation test results of a vehicle to which the front structure provided by the present application is applied, in which the position change and the shape change of the vehicle are simulated as time goes by when the vehicle front-impacts the rigid barrier at a speed of 64.4km/h and an overlap ratio of 25%. As can be seen from fig. 10a to 10e, from the moment of impact, the vehicle can be guided to slide along the obstacle avoidance surface due to the arc structure of the nacelle roof side rail, and the nacelle roof side rail starts to absorb energy and deform, so that a part of the impact force is converted into thrust, and the vehicle moves laterally and is far away from the impact area.

The present application further provides a vehicle that may include a wheel assembly, a front structure that is the front structure described above in fig. 3-8. Fig. 11 is a schematic structural diagram of a vehicle according to an embodiment of the present application. Install the vehicle of the front portion structure that this application embodiment provided, when taking place little offset collision, can guide the impact effectively through route 1 to route 6, progressively convert longitudinal impact into horizontal impact, produce the thrust of side direction to colliding vehicle, push away colliding vehicle from the collision area, reduce the impact that transmits to A post, protect passenger cabin structure's is complete effectively, and then protect passenger's safety. In addition, the anterior structure setting that this application provided is at the front end of the front wheel subassembly 10 of vehicle, and the scheme that this application provided has still increased supporting component, and sets up this supporting component in the place ahead of bumper shock absorber subassembly and wheel, and the collision can arrive supporting component earlier, and when solving and taking place 25% collision, front wheel subassembly 10 warp seriously, the dead circumstances of card appears, and the tire easily takes place the problem of the extrusion invasion to passenger cabin. In addition, the shock absorber component can well participate in the energy absorption process.

The present application has been described above with reference to the accompanying drawings, and it is to be understood that the invention is not limited to the above-described embodiments, and that the present application is capable of other applications without modification, and that the invention is not limited to the above-described embodiments.

Claims

1. A front structure of a vehicle, characterized by comprising: the supporting members 01, the nacelle roof side rail 02, and the longitudinal beams 03,

one end of the supporting component 01 is connected with the nacelle roof side rail 02, the other end of the supporting component 01 is connected with the longitudinal beam 03, the front end of the nacelle roof side rail 02 is connected with the longitudinal beam 03, a first area 020 of the nacelle roof side rail 02 is arc-shaped, the arc-shaped opening direction faces towards the longitudinal beam 03, the first area 020 is an area between the front end of the nacelle roof side rail 02 and a first connection position, and the first connection position is the connection position of the nacelle roof side rail 02 and the supporting component 01.

2. The front structure according to claim 1, further comprising a suspension mounting plate 07, wherein the suspension mounting plate 07 is connected to the longitudinal beam 03, and the other end of the support member 01 is connected to the suspension mounting plate 07 to connect the longitudinal beam 03 through the suspension mounting plate 07.

3. Front structure according to claim 1 or 2, characterized in that the support part 01 is an integrally formed support plate.

4. Front structure according to any one of claims 1 to 3, characterized in that it further comprises a shock absorber assembly 06, said shock absorber assembly 06 being connected to said longitudinal beam 03, the connection of said support part 01 to said longitudinal beam 03 being closer to the front end of said longitudinal beam 03 than the connection of said shock absorber assembly 06 to said longitudinal beam 03.

5. The front structure according to any one of claims 1 to 4, further comprising a tank mounting beam 091, wherein the nacelle roof side rail 02 comprises, from top to bottom, a first and a second corbel, wherein the front end of the first corbel is connected to the tank mounting beam 091, the front end of the second corbel is connected to the longitudinal beam 03, the rear end of the first corbel is connected to the rear beam 025 of the nacelle roof side rail 02, and the rear end of the second corbel is connected to the rear beam 025 of the nacelle roof side rail 02.

6. The front structure according to claim 5, wherein the first corbel comprises a first outer plate 024 and a first inner plate 021, the first outer plate 024 and the first inner plate 021 are connected, and a cavity is formed between the first outer plate 024 and the first inner plate 021, the second corbel comprises a second outer plate 023 and a second inner plate 022, the second outer plate 023 and the second inner plate 022 are connected, and a cavity is formed between the second outer plate 023 and the second inner plate 022.

7. Front structure according to any one of claims 1 to 6, characterized in that the nacelle roof side rail 02 is curved in the region other than the first region 020, the opening of the curve being directed towards the longitudinal beam 03.

8. The front structure according to any one of claims 1 to 7, further comprising a crash box 05 and a crash beam 04,

the energy absorption box 05 is connected with the anti-collision cross beam 04, the energy absorption box 05 is further connected with the longitudinal beam 03, and the energy absorption box 05 is arranged between the anti-collision cross beam 04 and the longitudinal beam 03.

9. Front structure according to claim 8, characterized in that the crash box 05 is connected to the longitudinal beam 03 by means of bolts.

10. The front structure according to any one of claims 1 to 9, further comprising a subframe front mounting bracket 08, the subframe front mounting bracket 08 being connected to an inner panel of the side member 03 and an outer panel of the side member 03.

11. Front structure according to any one of claims 1 to 10, characterized in that the connection between the front end of the nacelle roof rail 02 and the longitudinal beam 03 is a predetermined length from the front end of the longitudinal beam 03.

12. Front structure according to claim 11, characterized in that said preset length is comprised between 100 mm and 150 mm.

13. A vehicle characterized by comprising a front structure as described in any one of claims 1 to 12.