CN114987619A - Vehicle front end structure with small offset collision - Google Patents
Vehicle front end structure with small offset collision Download PDFInfo
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- CN114987619A CN114987619A CN202210458008.7A CN202210458008A CN114987619A CN 114987619 A CN114987619 A CN 114987619A CN 202210458008 A CN202210458008 A CN 202210458008A CN 114987619 A CN114987619 A CN 114987619A
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- vehicle
- shotgun
- small offset
- collision
- energy
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
- B62D21/155—Sub-frames or underguards
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
- B60R2019/1813—Structural beams therefor, e.g. shock-absorbing made of metal
- B60R2019/182—Structural beams therefor, e.g. shock-absorbing made of metal of light metal, e.g. extruded
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention relates to a vehicle front end structure with small offset collision, which comprises a front longitudinal beam, a front auxiliary frame, a front anti-collision beam and a Shotgun beam, wherein the front longitudinal beam is connected with the front auxiliary frame through a connecting rod; the front auxiliary frame is positioned below the front longitudinal beam; the Shotgun beam is connected with an outer plate of a front longitudinal beam at a position close to the front end, the rear end of the Shotgun beam is connected with the upper end of an A column of the automobile, the front end of the Shotgun beam extends downwards and is connected with a front auxiliary frame, and the front longitudinal beam, the Shotgun beam and the A column of the automobile are encircled to form a closed energy absorption cavity; preceding crashproof roof beam is installed in the front end of front longitudinal, and preceding crashproof roof beam is along automobile body width direction transverse arrangement, and this technical scheme can be when the vehicle takes place 25% little biasing collision through the integral type collaborative design to preceding crashproof roof beam, front longitudinal, shotgun roof beam, preceding sub vehicle frame, realizes better energy-absorbing and more Y to the purpose of roll-off to reduce or avoid the clashing of barrier to the A post, just so can guarantee the integrality in passenger compartment, improve the little biasing crashworthiness of 25% of vehicle by a wide margin.
Description
Technical Field
The invention relates to the technical field of design of a front end structure of a vehicle body, in particular to a front end structure of a vehicle with small offset collision.
Technical Field
The 25% small offset collision (25% offset collision of the front rigid wall, and the collision speed of 64km/h) is a collision condition in C-IASI (China INSURANCE automobile SAFETY INDEX) and IIHS (American Highway SAFETY Institute for high traffic SAFETY) evaluation rules, and the collision condition has extremely high requirements on the structural strength of the automobile body. From test results issued by C-IASI and IIHS, the A column of a plurality of vehicles is bent after collision, the integrity of the whole vehicle body structure is damaged, and the evaluation result is poor.
With the continuous popularization of new energy vehicle types, the weight of the same-grade pure electric vehicle type is increased by more than 30% compared with that of the traditional fuel vehicle, so that the initial collision energy is correspondingly increased by about 30%, and a higher challenge is provided for the development of 25% small offset collision performance. Usually, main force transmission paths of a vehicle body corresponding to frontal collision are a left front longitudinal beam and a right front longitudinal beam, and under the working condition of 25% small offset collision, due to the fact that the overlapping rate of a rigid barrier and a vehicle is small, most of front longitudinal beams of the vehicle and the barrier do not have an overlapping area, the front longitudinal beams are not main force transmission paths any more, and in order to guarantee the integrity of a vehicle body structure of the vehicle in the small offset collision process, a reasonable energy absorption strategy and a force transmission path design are very important means.
When 25% of small offset collision occurs to most of current vehicle types, the front end has fewer parts participating in energy absorption, so that the front end of the vehicle has insufficient energy absorption, and a rigid barrier can violently impact the tire and the threshold of the vehicle to cause the invasion and deformation of a passenger compartment; in addition, because the design ideas of 25% small offset collision and complete frontal collision are different, the initial collision energy does not need to be completely absorbed by a vehicle body structure, the side supporting force provided by the conventional vehicle in the collision process is insufficient, so that the vehicle cannot slide well, the two problems are solved, the rigid barrier violently collides with the A column to deform the passenger compartment, and further the passengers in the vehicle are injured, and therefore the reasonable design of transverse support is beneficial to separating the barrier from the vehicle as soon as possible, the energy absorption ratio of the vehicle in the collision process is reduced, and the integrity of the passenger compartment is better maintained, but no better structural design scheme is provided at present.
Disclosure of Invention
Based on the above description, the invention provides a vehicle front end structure with small offset collision, so as to solve the technical problem that in the prior art, due to the fact that the design of the vehicle front end structure is unreasonable, a rigid barrier can violently impact the tire and the threshold of a vehicle when 25% of small offset collision occurs, and the passenger compartment is invaded and deformed.
The technical scheme for solving the technical problems is as follows:
a vehicle front end structure with small offset collision comprises a front longitudinal beam, a front auxiliary frame, a front anti-collision beam and a Shotgun beam;
the front auxiliary frame is positioned below the front longitudinal beam;
the Shotgun beam is connected with an outer plate of a front longitudinal beam at a position close to the front end, the rear end of the Shotgun beam is connected with the upper end of an A column of the automobile, the front end of the Shotgun beam extends downwards and is connected with the front auxiliary frame, and the front longitudinal beam, the Shotgun beam and the A column of the automobile are enclosed to form a closed energy absorption cavity;
the front anti-collision beam is installed at the front end of the front longitudinal beam and transversely arranged along the width direction of the vehicle body.
Compared with the prior art, the technical scheme of the application has the following beneficial technical effects:
according to the application, through the structural design of the front anti-collision beam and the Shotgun beam, the front anti-collision beam is positioned at the front end of the front longitudinal beam and is used as a first structural part in contact with the barrier in the collision process, and the front anti-collision beam can generate certain transverse thrust while participating in energy absorption deformation, so that a vehicle can be pushed away towards the direction away from the barrier; the energy-absorbing cavity is even integrative with front longitudinal beam and preceding sub vehicle frame, collision in-process barrier and shopun roof beam bump contact, shopun roof beam can provide enough big transverse thrust when taking place to warp the energy-absorbing, make the vehicle push away towards the direction of deviating from of barrier, this technical scheme is through to preceding crashproof roof beam, front longitudinal beam, shoggun roof beam, the integral type collaborative design of preceding sub vehicle frame, can take place when 25% little offset collision at the vehicle, realize better energy-absorbing and more Y to the purpose of roll-off, thereby reduce or avoid the striking of barrier to the A post, just so can guarantee the integrality in passenger cabin, improve the little offset collision performance of 25% of vehicle by a wide margin.
On the basis of the technical scheme, the invention can be improved as follows.
Further, the distance from the junction of the Shotgun beam and the front longitudinal beam to the transverse median plane of the vehicle body is not less than 30% of the transverse width of the vehicle.
Furthermore, the part of the Shotgun beam between the upper end of the automobile A column and the front end of the front longitudinal beam is in a smooth curve transition structure, and the connection height of the Shotgun beam and the upper end of the automobile A column is higher than that of the Shotgun beam and the front end of the front longitudinal beam.
Furthermore, the energy-absorbing box is arranged on one side, opposite to the front longitudinal beam, of the Shotgun beam, and two ends of the front anti-collision beam are connected to one end, far away from the Shotgun beam, of the energy-absorbing box.
Further, the length of the front impact beam is not less than 75% of the width direction of the vehicle body.
Further, still including install in the sub vehicle frame anticollision roof beam of preceding sub vehicle frame front end, sub vehicle frame anticollision roof beam extends and length not less than 75% of automobile body width direction along automobile body width direction.
Furthermore, the auxiliary frame anti-collision beam is of a closed cavity structure with a cavity inside.
Furthermore, the energy-absorbing auxiliary frame further comprises an energy-absorbing guide part, the energy-absorbing guide part is connected to the side face of the front end of the front auxiliary frame, two ends of the auxiliary frame anti-collision beam are connected with the energy-absorbing guide part through connecting parts, and the energy-absorbing guide part is of a shell structure with a cavity inside.
Furthermore, a structural reinforcing part is connected to the connecting corner of the Shotgun beam and the front longitudinal beam, two ends of the structural reinforcing part are respectively connected with the outer side wall of the Shotgun beam and the outer plate of the front longitudinal beam, and the structural reinforcing part is provided with reinforcing ribs arranged along the width direction of the vehicle body.
In another aspect, the present application also provides an automobile including the above-described vehicle front end structure with a small offset collision.
Drawings
FIG. 1 is a schematic structural view of a vehicle front end structure of a small offset collision in the embodiment of the invention;
FIG. 2 is a schematic view of a 25% small offset collision from the bottom view of FIG. 1;
FIG. 3 is a schematic view of an installation structure of an impact beam of the subframe;
fig. 4 is a schematic view of the installation structure of the structural reinforcing member.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Embodiments of the present application are set forth in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the present application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
It will be understood that spatially relative terms, such as "under … …," "under … …," "under … …," "over … …," "over," and the like, may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements or features described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary terms "below … …" and "below … …" can encompass both an orientation of up and down. In addition, the device may also include additional orientations (e.g., rotated 90 degrees or other orientations) and the spatial descriptors used herein interpreted accordingly.
The embodiment of the application provides an automobile which comprises main working parts of the automobile and also comprises a vehicle front end structure with small offset collision, as shown in fig. 1, wherein the vehicle front end structure comprises a front longitudinal beam 10, a front sub-frame 20, a Shotgun beam 30, a front anti-collision beam 40 and a sub-frame anti-collision beam 50.
Wherein the front subframe 20 is located below the front side member 10, it is understood that, in the present application, the rear end of the front side member 10 is connected to the a-pillar 80 of the vehicle, and the front end thereof extends forward in the longitudinal direction of the vehicle body, as in the general vehicle structural design.
In the embodiment, the number of the Shotgun beams 30 is two, the two Shotgun beams 30 are symmetrically arranged along the longitudinal axis of the vehicle body, the Shotgun beam 30 is connected with the outer plate of the front longitudinal beam 10 near the front end, the rear end of the Shotgun beam 30 is connected with the upper end of the vehicle a column 80, the front end of the Shotgun beam 30 extends downwards and is connected with the front sub-frame 20, and the front longitudinal beam 10, the Shotgun beam 30 and the vehicle a column 80 enclose to form a closed energy absorption cavity X.
The energy absorption cavity X is used for connecting the front longitudinal beam 10 and the front auxiliary frame 20 into a whole, the barrier B is in collision contact with the shopun beam 40 in the collision process, and the shopun beam 40 can provide enough transverse thrust while deforming and absorbing energy, so that a vehicle can be pushed away towards the direction away from the barrier.
The energy-absorbing cavity X, which overlaps the Shotgun beam 30 with the front rail 10 and the a-pillar 80 of the vehicle, is made sufficiently large in the longitudinal direction of the vehicle body, and the distance from the junction of the Shotgun beam and the front rail to the transverse median plane of the vehicle body is not less than 30% of the transverse width of the vehicle, so as to ensure that the Shotgun beam and the 25% rigid barrier can be effectively contacted during a collision.
Preferably, in the embodiment, the Shotgun beam 30 has a smooth curve transition structure between the upper end of the car a-pillar 80 and the front end of the front longitudinal beam 10, and the overall shape of the Shotgun beam 30 is similar to a nose, the height of the Shotgun beam 30 connected with the upper end of the car a-pillar 80 is higher than the height of the Shotgun beam connected with the front end of the front longitudinal beam 10, and the smooth curve of the Shotgun beam 30 makes 25% of the rigid barriers B slide out of the car along the shape of the Shotgun beam 30 during a collision, so as to play a role in guiding and reduce collision damage.
Preferably, in the present embodiment, the Shotgun beam 30 is welded and fixed to the outer panel of the front side member 10, the Shotgun beam 30 is fixed to the upper end of the a-pillar 80 of the vehicle by welding, and the front end of the Shotgun beam 30 extends downward and is connected to the front sub-frame 20 by a bolt.
The front impact beam 40 is mounted at the front end of the front side member 10, and the front impact beam 40 is arranged laterally in the vehicle width direction.
Specifically, as shown in fig. 2 and 4, the vehicle front end structure further includes an energy absorption box 41, the energy absorption box 41 is mounted on a side of the Shotgun beam 30 opposite to the front longitudinal beam 10, and two ends of the front impact beam 40 are connected to one end of the energy absorption box 41 away from the Shotgun beam 30.
In this embodiment, the energy-absorbing box 41 is a steel or aluminum hollow cavity structure, and the front anti-collision beam 40 can be made of aluminum alloy and metal plate, wherein the structural strength of the front anti-collision beam 40 needs to meet the requirements of the front collision, the MPDB and other working conditions, the structural radian of the anti-collision beam is determined according to the shape of the front bumper, and the requirements of the shape and pedestrian protection need to be considered.
Since the front impact beam 40 needs to be as long as possible in the vehicle width direction to increase its overlap with the 25% rigid barrier B in the width direction as much as possible, it is preferable that the length of the front impact beam 40 is not less than 75% of the vehicle width direction.
The front anti-collision beam 40 is the first structural member contacting with the barrier in the collision process, and can generate certain transverse thrust while participating in energy absorption deformation, so that the vehicle is pushed away towards the direction away from the barrier.
As shown in fig. 3, a sub-frame impact beam 50 is attached to the front end of the front sub-frame 20, and the sub-frame impact beam 50 extends in the vehicle width direction by a length of not less than 75% of the vehicle width direction.
The subframe impact beam 50 may be steel or aluminum and, to provide sufficient energy absorption, is preferably a closed cavity structure having a cavity therein that is bolted to the front end of the front subframe 20.
When the aluminum alloy structure is an aluminum alloy structure, the aluminum alloy structure usually has a 'ri' eye-shaped section, the thickness is 2.5mm and above, and when the aluminum alloy structure is a sheet metal structure, two stamped sheet metals are usually welded into a closed cavity, which is similar to a 'mouth' section.
In the preferred embodiment of the present invention, the energy-absorbing guide 60 is connected to a side surface of the front end of the front subframe 20, the energy-absorbing guide 60 is a shell structure having a cavity therein, and both ends of the subframe impact beam 50 are connected to the energy-absorbing guide 60 by bolts.
On the premise of meeting the arrangement condition, the arrangement of the subframe anti-collision beam 50 in the longitudinal direction of the vehicle body is as far forward as possible, preferably the subframe anti-collision beam 50 is consistent with the front anti-collision beam 40 in the front-back direction, on the premise of meeting the requirements of modeling and pedestrian protection, the subframe anti-collision beam 50 needs to be as long as possible in the width direction of the vehicle, the overlap of the subframe anti-collision beam 50 and a 25% small offset rigid barrier in the width direction is increased as much as possible, and preferably, the subframe anti-collision beam 50 is not less than 75% of the width of the vehicle body in the width direction of the vehicle body; the sub-frame impact beam 50, as a second structural member in contact with the barrier, can also generate a certain lateral thrust while participating in the energy absorption deformation, so that the vehicle is pushed away in the direction away from the barrier.
The energy-absorbing guide member 60 may be welded or bolted to the front subframe 20, and two metal plates are generally welded to form a closed structure, so as to provide sufficient strength support for mounting the subframe impact beam 50. The structure overlaps the 25% small offset barrier B in the longitudinal direction of the vehicle body at a position not less than 30% of the width of the vehicle to transmit more force to the front subframe 20 in the event of a 25% small offset collision, and provides more Y-direction support force to the vehicle through the front subframe 20, so that the vehicle slides more in the opposite direction to the barrier.
More preferably, a structural reinforcement 70 is connected to a connecting corner of the Shotgun beam 30 and the front side member 10, two ends of the structural reinforcement 70 are respectively welded and fixed to an outer side wall of the Shotgun beam 30 and an outer plate of the front side member 10, the structural reinforcement 70 needs to be strengthened in the width direction of the vehicle body as much as possible, and a reinforcing rib 71 is preferably arranged along the width direction of the vehicle body to strengthen the bearing capacity of the structure in the width direction of the vehicle body, so that the structural reinforcement provides a strengthened supporting capacity when a 25% small offset collision occurs, and ensures that the welding of the Shotgun beam 30 and the front side member 10 does not fail, and transmits more collision force to the front side member.
According to the invention, through the integrated collaborative design of the front longitudinal beam 10, the front subframe 20, the shotgun beam 30, the front anti-collision beam 40 and the front subframe anti-collision beam 50, the purposes of better energy absorption and more Y-direction sliding-out can be realized when a vehicle has 25% small offset collision, so that the impact of a barrier on an A column is reduced or avoided, the integrity of a passenger compartment can be ensured, and the 25% small offset collision performance of the vehicle is greatly improved.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. A vehicle front end structure with small offset collision is characterized by comprising a front longitudinal beam, a front auxiliary frame, a front anti-collision beam and a Shotgun beam;
the front auxiliary frame is positioned below the front longitudinal beam;
the Shotgun beam is connected with an outer plate of a front longitudinal beam at a position close to the front end, the rear end of the Shotgun beam is connected with the upper end of an A column of the automobile, the front end of the Shotgun beam extends downwards and is connected with the front auxiliary frame, and the front longitudinal beam, the Shotgun beam and the A column of the automobile are encircled to form a closed energy absorption cavity;
the front anti-collision beam is mounted at the front end of the front longitudinal beam and transversely arranged along the width direction of the vehicle body.
2. The vehicle front end structure with a small offset collision according to claim 1, characterized in that the distance from the junction of the Shotgun beam and the front side member to the vehicle body lateral midperpendicular is not less than 30% of the vehicle lateral width.
3. The vehicle front-end structure with small offset collision according to claim 1, characterized in that the Shotgun beam is in a rounded curve transition structure between the upper end of the vehicle a-column and the front end of the front longitudinal beam, and the connection height of the Shotgun beam and the upper end of the vehicle a-column is higher than the connection height of the Shotgun beam and the front end of the front longitudinal beam.
4. The vehicle front-end structure with small offset collision according to claim 1, characterized in that the vehicle front-end structure further comprises an energy-absorbing box, wherein the energy-absorbing box is arranged on one side of the Shotgun beam opposite to the front longitudinal beam, and two ends of the front anti-collision beam are connected to one end of the energy-absorbing box far away from the Shotgun beam.
5. The vehicle front end structure of a small offset collision according to claim 1, characterized in that the length of the front impact beam is not less than 75% of the vehicle body width direction.
6. The vehicle front end structure of a small offset crash of claim 1, further comprising a subframe impact beam mounted to a front end of said front subframe, said subframe impact beam extending in a vehicle width direction and having a length of not less than 75% of the vehicle width direction.
7. The vehicle front end structure with small offset collision according to claim 6, characterized in that the sub-frame impact beam is a closed cavity structure with a cavity inside.
8. The vehicle front end structure with small offset collision according to claim 6, characterized in that it further comprises an energy-absorbing guide member connected to the front end side of the front subframe, both ends of the subframe impact beam are connected to the energy-absorbing guide member by a connecting member, and the energy-absorbing guide member is a shell structure having a cavity inside.
9. The vehicle front-end structure with small offset collision according to claim 1, characterized in that a structural reinforcement is connected to a corner where the Shotgun beam is connected to the front side member, both ends of the structural reinforcement are respectively connected to an outer side wall of the Shotgun beam and an outer panel of the front side member, and the structural reinforcement has a reinforcing rib arranged in a vehicle body width direction.
10. An automobile characterized by comprising the vehicle front end structure with a small offset collision according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210458008.7A CN114987619A (en) | 2022-04-27 | 2022-04-27 | Vehicle front end structure with small offset collision |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210458008.7A CN114987619A (en) | 2022-04-27 | 2022-04-27 | Vehicle front end structure with small offset collision |
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| Publication Number | Publication Date |
|---|---|
| CN114987619A true CN114987619A (en) | 2022-09-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210458008.7A Pending CN114987619A (en) | 2022-04-27 | 2022-04-27 | Vehicle front end structure with small offset collision |
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| CN113562077A (en) * | 2021-08-25 | 2021-10-29 | 岚图汽车科技有限公司 | Multi-level collision energy-absorbing steel front auxiliary frame structure |
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|---|---|---|---|---|
| CN105292262A (en) * | 2014-07-01 | 2016-02-03 | 广州汽车集团股份有限公司 | Front automotive auxiliary frame |
| US20170113726A1 (en) * | 2015-10-26 | 2017-04-27 | Honda Motor Co., Ltd. | Vehicle body front structure |
| JP2016104625A (en) * | 2016-01-29 | 2016-06-09 | マツダ株式会社 | Vehicle body front structure for vehicle |
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| CN111038591A (en) * | 2019-12-27 | 2020-04-21 | 长城汽车股份有限公司 | New energy automobile chassis collision structure |
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| CN113562077A (en) * | 2021-08-25 | 2021-10-29 | 岚图汽车科技有限公司 | Multi-level collision energy-absorbing steel front auxiliary frame structure |
| CN114228833A (en) * | 2021-12-31 | 2022-03-25 | 岚图汽车科技有限公司 | Energy absorption structure for small offset collision of automobile and automobile |
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