CN113492782B

CN113492782B - Front end structure of vehicle body and automobile

Info

Publication number: CN113492782B
Application number: CN202010202373.2A
Authority: CN
Inventors: 张阳; 唐凯; 叶平; 肖海峰; 赵唯; 马政; 戴江璐; 陈明
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2020-03-20
Filing date: 2020-03-20
Publication date: 2022-10-11
Anticipated expiration: 2040-03-20
Also published as: CN113492782A

Abstract

The invention discloses a front end structure of a vehicle body and an automobile, wherein the front end structure of the vehicle body comprises a front anti-collision beam, a front energy absorption part, a first longitudinal beam and a second longitudinal beam, the front energy absorption part is arranged between two ends of the front anti-collision beam and the front end of the first longitudinal beam, the front end of the second longitudinal beam is provided with a guide rail, the front end of the guide rail is provided with an extension sliding block capable of sliding outwards along the guide rail under the action of collision force, a gap is reserved between the extension sliding block and the front anti-collision beam in the Y direction, and the extension sliding block is positioned on the rear side of the front anti-collision beam in the X direction. The structure can obviously improve the contact area of the front end of the vehicle body and the barrier on the premise of not influencing modeling and air inlet, thereby improving the compatibility of the vehicle under the front collision working condition and improving the front collision performance.

Description

Front end structure of vehicle body and automobile

Technical Field

The invention relates to the technical field of automobiles, in particular to a front end structure of an automobile body. The invention also relates to a motor vehicle provided with such a front-end structure.

Background

The MPDB positive collision working condition is a new passive safety test which is planned to be implemented by EURO NCAP (European Union New vehicle safety evaluation Association) in 2020 to replace the current ODB collision working condition, and the working condition is as follows: the cellular aluminum barrier is arranged on a trolley, so that a tested vehicle and the barrier vehicle collide oppositely, the weight of the two vehicles is 50% of the width of the tested vehicle, and the speed of the two vehicles is 50kph (kilometer per hour).

This new condition is to simulate an increasing Car to Car crash. In such accidents, the vehicle with a strong vehicle body structure often causes considerable damage to the vehicle with a weak vehicle body structure, resulting in unnecessary injuries and deaths. Therefore, in order to avoid the situation that a new vehicle model is firstly strengthened by the EURO NCAP, the good performance of the NCAP (New vehicle crash test) is obtained, under the working condition of frontal crash, besides the inspection of the intrusion amount and the injury of dummy of the vehicle body, the surface uniformity and the acceleration of the barrier are also evaluated, and the compatibility penalty is increased.

An important term in the compatibility penalty is the SD value of the barrier surface. The SD value reflects the degree of dispersion of the intrusion depth of about 1400 points obtained by scanning the barrier surface, i.e., the uniformity of the barrier surface. The more uniform the barrier surface after impact, the lower the SD value, and the less penalty.

Currently, a number of studies have shown that it is necessary to increase the contact area of the vehicle front end structure with the barrier, and in particular to increase the size of the front impact beam, in order to increase the compatibility penalty. The Y-direction width of an anti-collision beam is designed to be more than 1400mm in a small part of vehicle types of the Japanese enterprise which firstly protects Car to Car working conditions. However, for most vehicle types, due to the limitation of modeling and front end module arrangement, the y-direction size of the front anti-collision beam is closely related to the modeling surface, the z-direction size is directly related to the air inlet area, the optimization space is small, and the realization is difficult.

Disclosure of Invention

The invention aims to provide a front end structure of a vehicle body. The structure can obviously improve the contact area of the front end of the vehicle body and the barrier on the premise of not influencing modeling and air inlet, thereby improving the compatibility of the vehicle under the front collision working condition and promoting the front collision performance.

Another object of the invention is to provide an automobile provided with the vehicle body front end structure.

In order to achieve the purpose, the invention provides a front end structure of a vehicle body, which comprises a front anti-collision beam, a front energy absorption part, a first longitudinal beam and a second longitudinal beam, wherein the front energy absorption part is arranged between two ends of the front anti-collision beam and the front end of the first longitudinal beam; and a gap is reserved between the extension sliding block and the front anti-collision beam in the Y direction.

Preferably, the extension slider is located on a rear side of the front impact beam in the X direction.

Preferably, the first longitudinal beam is a front longitudinal beam, the second longitudinal beam is an upper longitudinal beam, and the upper longitudinal beam is located on the outer side of the front longitudinal beam and extends from the front end of the front longitudinal beam to the rear upper side.

Preferably, the front end of the upper longitudinal beam is provided with a bending part, and the guide rail is positioned outside the bending part.

Preferably, the guide rail has guide tracks that are turned to the outside and the rear side, and the extension slider is rotatable while sliding to the outside.

Preferably, the guide rail includes a transverse portion, an oblique portion, and a longitudinal portion in sequence along the sliding direction, or the guide rail is arc-shaped along the sliding direction.

Preferably, the extension slide block is connected with the front energy absorption component, the front longitudinal beam or the upper longitudinal beam through a connecting part,

preferably, the connecting part of the extension slider comprises an extension backboard connected with the connecting part, and the extension backboard is connected between the energy-absorbing component and the front longitudinal beam through a connecting part.

Preferably, the rear part of the extension back plate is provided with a guide rail clamping groove, and the guide rail clamping groove is in interference fit with the guide rail.

Preferably, in the initial position, the part of the guide rail clamping groove biased towards the inner side is matched with the front end part of the guide rail, and the part of the guide rail clamping groove biased towards the outer side is in a suspended state.

Preferably, the front end of the upper longitudinal beam is connected to the front end of the front longitudinal beam through a triangular inclined strut structure.

Preferably, the extension sliding block is a box-shaped structure with a hollow interior, and has a front end face and an outer side face, and a transitional inclined plane is arranged between the front end face and the outer side face.

Preferably, the front end face of the extension slider has at least one transverse groove.

Preferably, the clearance between the front anti-collision beam and the extension sliding block in the Y direction is less than or equal to 20mm; and/or the Z-direction dimension of the extension slider is smaller than or equal to the Z-direction dimension of the energy absorption component.

In order to achieve another object, the present invention provides an automobile including a power unit, a chassis, a vehicle body provided with the vehicle body front end structure described in any one of the above, and an electric device.

The front end structure of the vehicle body is provided with the guide rail and the extension sliding block matched with the guide rail at the front end of the second longitudinal beam, the extension sliding block and the guide rail are relatively fixed when no collision occurs, and the extension sliding block can slide outwards along the guide rail under the action of collision force when the collision occurs, so that the contact area between the front end structure of the vehicle and the barrier is increased in the MPDB, and meanwhile, the extension sliding block can slide outwards along the guide rail under the action of the collision force, so that the contact area can be further increased. Thereby can increase the area of contact of automobile body front end and MPDB barrier as far as possible under the condition that does not influence molding and intake, have obvious effect to improving the compatibility of vehicle under the MPDB operating mode, simultaneously, can compromise the differentiation design of molding feasibility and different motorcycle types, have very high economic nature and practicality.

The automobile provided by the invention is provided with the automobile body front end structure, and the automobile provided with the automobile body front end structure has the technical effects.

Drawings

Fig. 1 is a plan view of a vehicle body front end structure according to an embodiment of the present invention;

FIG. 2 is a side view of the front end structure of the vehicle body shown in FIG. 1;

FIG. 3 is an isometric view of the front end structure of the vehicle body shown in FIG. 1 after removal of the extension block;

FIG. 4 is a schematic view of the extended slide shown in FIG. 1;

FIG. 5 is a schematic view of the extended slider shown in FIG. 4 from another perspective;

FIG. 6 is a schematic diagram of collision deformation in a first stage under the MPDB working condition;

FIG. 7 is a schematic diagram of collision deformation at the second stage under the MPDB working condition;

FIG. 8 is a schematic diagram of the crash deformation at the third stage under the MPDB working condition;

FIG. 9 is a cloud of the surface of the barrier calculated by CAE without the front end structure of the present invention;

fig. 10 is a cloud of the surface of the barrier calculated for CAE after the front end configuration of the present invention has been used.

In the figure:

1. front anti-collision beam 2, front energy absorption box 3, front longitudinal beam 4, upper longitudinal beam 5, guide rail 51, transverse part 52, inclined part 53, longitudinal part 6, extension sliding block 61, front end face 62, inclined plane 63, outer side face 64, protruding part 65, transverse groove 7, triangular inclined strut structure 8, extension back plate 81, bending part 82, outward flange 83, connecting hole 9, guide rail clamping groove 10 and barrier

Detailed Description

The invention provides a front end structure of a vehicle body for improving the compatibility of the vehicle under the working condition of frontal collision, which can increase the contact area between the front end of the vehicle body and an MPDB barrier as much as possible under the condition of not influencing the shape and the air intake and has obvious effect on improving the compatibility penalty of the vehicle under the working condition of the MPDB.

In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

In this document, terms such as "upper, lower, left, right" and the like are established based on positional relationships shown in the drawings, and the corresponding positional relationships may vary depending on the drawings, and therefore, they are not to be construed as absolute limitations on the scope of protection; moreover, relational terms such as "first" and "second," and the like, may be used solely to distinguish one element from another element having the same name, without necessarily requiring or implying any actual such relationship or order between such elements.

Referring to fig. 1, fig. 2 and fig. 3, fig. 1 is a top view of a front end structure of a vehicle body according to an embodiment of the present invention; FIG. 2 is a side view of the front end structure of the vehicle body shown in FIG. 1; fig. 3 is an isometric view of the vehicle body front end structure of fig. 1 after removal of the extension block.

As shown in the drawings, in one embodiment, the vehicle body front end structure provided by the invention mainly comprises a front anti-collision beam 1, a front energy absorption box 2, a first longitudinal beam and a second longitudinal beam, wherein the front anti-collision beam 1 is a transverse beam and extends along the Y direction, the first longitudinal beam is a front longitudinal beam 3 and extends along the X direction, the second longitudinal beam is an upper longitudinal beam 4, the upper longitudinal beam 4 is positioned outside the front longitudinal beam 3 and extends towards the rear upper part from the front end of the front longitudinal beam 3, normally, the vehicle body front end structure should have one front anti-collision beam 1, two front energy absorption boxes 2, two front longitudinal beams 3 and two upper longitudinal beams 4, and the front energy absorption boxes 2, the front longitudinal beams 3 and the upper longitudinal beams 4 are in a left-right symmetrical structure, so that only a partial structure on the left side is shown in the drawings, and a structure on the right side is symmetrical to the left side.

Preceding energy-absorbing box 2 is located between the front end of 1 both ends of preceding crashproof roof beam and front longitudinal 3, the front end of going up longeron 4 is equipped with guide rail 5, the front end of guide rail 5 is equipped with extension slider 6, this extension slider 6 can slide to the outside along guide rail 5 under the impact force effect, extension slider 6 is located the rear side of preceding crashproof roof beam 1 in the X direction, need leave the clearance with preceding crashproof roof beam 1 on Y direction, but the clearance is not more than 20mm, and simultaneously, the Z of extension slider 6 must not exceed preceding energy-absorbing box 2 to the size, in order to avoid influencing the normal conquassation of preceding energy-absorbing box 2 under the low-speed collision operating mode.

The front end of the upper longitudinal beam 4 is provided with a bending part, the front end of the upper longitudinal beam is connected to the front end of the front longitudinal beam 3 through a triangular inclined strut structure 7, the guide rail 5 is positioned outside the bending part of the upper longitudinal beam 4, and the guide rail 5 is provided with guide tracks turning towards the outer side and the rear side, so that the extension sliding block 6 can rotate backwards while sliding towards the outer side.

Specifically, the guide rail 5 sequentially comprises a transverse part 51, an oblique part 52 and a longitudinal part 53 along the sliding direction, the three parts are sequentially connected to form a guide track which slides outwards and rotates backwards, the extension sliding block 6 is welded on an extension back plate 8, the extension back plate 8 is connected between the front energy absorption box 2 and the front longitudinal beam 3 through screws, a guide rail clamping groove 9 formed by punching is arranged behind the extension back plate 8, the guide rail clamping groove 9 is in interference fit with the guide rail 5, in the initial position, the part, which is deviated to the inner side, of the guide rail clamping groove 9 is matched with the front end part of the guide rail 5, and the part, which is deviated to the outer side, of the guide rail clamping groove 9 is in a suspended state and is not matched with the guide rail 5. Thus, the extension slider 6 can be limited to slide and rotate only along the guide rail 5, and when collision does not occur, the extension slider and the guide rail are relatively fixed; when collision occurs, the extension sliding block 6 can slide and rotate outwards along the guide rail 5 due to collision force, and the suspended guide rail clamping groove 9 is gradually matched with the guide rail 5 in the rotating process.

The guide rail 5 is shown with a bracket and is connected to the front end of the upper longitudinal beam 4 by welding or by screws, and is of a split assembly type structure with the upper longitudinal beam 4. Of course, the guide rail 5 may be integrated with the front end of the upper longitudinal beam 4 and formed by one-step machining in the production process.

Referring to fig. 4 and 5 together, fig. 4 is a schematic structural view of the extension slider shown in fig. 1; FIG. 5 is a schematic view of the extended slider shown in FIG. 4 from another perspective.

As shown in the figure, the extension sliding block 6 is a box-shaped structure with a hollow interior, and is formed by welding together stamping-formed plates, and has a front end surface 61 and an outer side surface 63, and a transitional inclined surface 62 is arranged between the front end surface 61 and the outer side surface 63, and raised portions 64 are arranged at the top and the bottom, at least one transverse groove 65 is formed on the front end surface 61, the extension back plate 8 is substantially rectangular, a longitudinal zigzag bending portion 81 is arranged in the middle, so that the left half part and the right half part of the extension back plate are positioned on two substantially parallel planes, and an outward flange 82 is formed on the periphery of the right half part to improve the structural strength, and a plurality of connecting holes 83 are separately formed on the right half part to connect through bolts or screws.

During specific implementation, firstly, the extension back plate 8 of the extension sliding block 6 is processed, the guide rail clamping groove 9 is punched, then the guide rail 5 is processed, the guide rail clamping groove 9 is matched with the guide rail clamping groove, the molded surface is adjusted, and the guide rail is disassembled after interference fit is ensured; then welding an extension sliding block 6 on an extension back plate 8 and connecting the extension sliding block and the extension back plate to the space between the front energy absorption box 2 and the front longitudinal beam 3 through screws; meanwhile, the guide rail 5 is welded or screwed to the front end of the upper side member 4, and the extension slider 6 is mounted to the guide rail 5.

Referring to fig. 6, 7 and 8, fig. 6 is a schematic diagram of a first stage of collision deformation under the MPDB working condition; FIG. 7 is a schematic diagram of collision deformation at the second stage under the MPDB working condition; fig. 8 is a schematic diagram of the third stage of collision deformation under the condition of the MPDB.

As shown in the figure, the working principle of the vehicle body front end structure is as follows:

the first stage is as follows: at the beginning of an MPDB collision, the front impact beam 1 contacts the barrier 10, and the front energy-absorbing box 2 begins to crush. The area of the vehicle body front end structure in contact with the barrier 10 at this time is only the area covered by the front impact beam 1.

And a second stage: and the front energy absorption box 2 is continuously crushed until the front anti-collision beam 1 is level to the front end of the extension slide block 6. At this time, the extension sliding block 6 starts to contact the barrier 10, and the area of the vehicle front end structure contacting the barrier 10 is the common coverage area of the front impact beam 1 and the front end of the extension sliding block 6.

And a third stage: after the extension slider 6 contacts the barrier 10, it starts to slide and rotate outward along the guide rail by an impact force, and the contact area with the barrier 10 gradually increases. The collision effect is consistent with that of the widened and lengthened anti-collision beam, the contact area between the front end structure of the vehicle and the barrier 10 is obviously improved, and better collision compatibility score is obtained. Meanwhile, as the extension slider 6 slides outwards, the clearance between the extension slider and the front energy absorption box 2 is further increased, and the normal crushing of the front energy absorption box 2 is not influenced.

Referring to fig. 9 and 10, fig. 9 is a cloud image of the surface of the barrier calculated by CAE when the front-end structure of the present invention is not adopted; fig. 10 is a cloud of the surface of the barrier calculated for CAE after the front end configuration of the present invention has been used.

As shown in the figure, when a certain vehicle model does not adopt the front end structure of the invention, the MPDB front collision condition penalty calculated by the CAE is 4.2 points (full score 16 points), and after the front end structure of the invention is adopted, the MPDB front collision condition penalty calculated by the CAE is 2.0 points (full score 16 points), and the score is improved by 13.75%. And from the cloud picture of the surface of the barrier, the contact area is more uniform, and the extra breakdown penalty caused by locally piercing the barrier is avoided.

This structure has following beneficial effect:

1) The front anti-collision beam 1 does not need to be extended, and the same collision effect can be achieved in the collision process by installing the extension sliding block 6.

2) The extension sliding block 6 slides outwards along the guide rail 5 in the collision process, so that the contact area between the front end structure of the vehicle and the MPDB barrier can be further effectively increased;

3) The extension sliding block 6 is a movable assembly, can be designed in a differentiation mode according to the size of the front anti-collision beam 1 of different vehicle types, and is low in manufacturing cost and high in universality.

4) The extension sliding block 6 is staggered with the front anti-collision beam 1, and the relative distance can be adjusted according to modeling requirements. This solution places less restrictions on styling than a directly extended front impact beam 1.

5) The extension sliding block 6 can also play a role of deformation energy absorption under other working conditions (for example, 25 percent small offset collision).

The above embodiments are merely preferred embodiments of the present invention, and are not limited thereto, and on the basis of the above embodiments, various embodiments can be obtained by performing targeted adjustment according to actual needs. For example, the guide rail 5 may be curved in the sliding direction, or the extension back 8 of the extension slider 6 may be connected to the upper longitudinal beam 4, or the extension slider 6 may be designed in another suitable shape, and so on. This is not illustrated here, since many implementations are possible.

In addition to the foregoing front end structure of the vehicle body, the present invention also provides a vehicle, which may be a vehicle powered by an engine, a vehicle powered by a motor, or a hybrid vehicle, wherein power components of the vehicle include the engine and/or the motor, and further include other components such as a chassis, a vehicle body, and electrical equipment, wherein the vehicle body is provided with the front end structure of the vehicle body described above.

The vehicle body front end structure and the automobile provided by the invention are described in detail above. The principles and embodiments of the present invention have been described herein using specific examples, which are presented only to assist in understanding the core concepts of the present invention. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims

1. The front end structure of the vehicle body comprises a front anti-collision beam, a front energy absorption part, a first longitudinal beam and a second longitudinal beam, wherein the front energy absorption part is arranged between two ends of the front anti-collision beam and the front end of the first longitudinal beam; the first longitudinal beam is a front longitudinal beam, the second longitudinal beam is an upper longitudinal beam, and the upper longitudinal beam is positioned on the outer side of the front longitudinal beam and extends backwards and upwards from the front end of the front longitudinal beam; the front end of the upper longitudinal beam is provided with a bending part, the guide rail is positioned on the outer side of the bending part, the guide rail is provided with guide tracks turning towards the outer side and the rear side, and the extension sliding block can rotate while sliding towards the outer side.

2. The vehicle body front end structure according to claim 1, wherein the guide rail includes a lateral portion, an oblique portion, and a longitudinal portion in this order in the sliding direction, or the guide rail is curved in the sliding direction.

3. The vehicle body front end structure according to claim 1, wherein the extension slider is connected to the front energy absorbing member, the front side member, or the upper side member via a connecting portion.

4. The vehicle body front end structure according to claim 3, wherein the connecting portion of the extension block includes an extension back plate connected thereto, the extension back plate being connected between the energy absorbing member and the front side member by a connecting member.

5. The vehicle body front end structure according to claim 4, wherein a rail catching groove is provided at a rear portion of the extension back plate and is in interference fit with the rail by the rail catching groove.

6. The vehicle body front end structure according to claim 5, wherein in an initial position, a portion of the rail catching groove biased to the inner side is engaged with a front end portion of the rail, and a portion of the rail catching groove biased to the outer side is in a suspended state.

7. The vehicle body front end structure according to claim 1, characterized in that a front end of the upper side member is connected to a front end of the front side member by a gusset structure.

8. The vehicle body front end structure according to claim 1, wherein the extension slider is a box-shaped structure having a hollow interior, and having a front end surface and an outer side surface with a transitional slope therebetween.

9. The vehicle body front end structure according to claim 8, wherein the front end surface of the extension block has at least one lateral groove.

10. The vehicle body front end structure according to any one of claims 1 to 9, characterized in that a clearance between the front impact beam and the extension block in the Y direction is 20mm or less; and/or the Z-direction dimension of the extension slider is smaller than or equal to the Z-direction dimension of the energy absorption component.

11. Automotive vehicle comprising power components, a chassis, a body and electrical equipment, characterized in that said body is provided with a front-end body structure according to any one of the preceding claims 1 to 10.