CN115366994A - Protection architecture and vehicle of front deck area controller - Google Patents
Protection architecture and vehicle of front deck area controller Download PDFInfo
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- CN115366994A CN115366994A CN202211176158.5A CN202211176158A CN115366994A CN 115366994 A CN115366994 A CN 115366994A CN 202211176158 A CN202211176158 A CN 202211176158A CN 115366994 A CN115366994 A CN 115366994A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
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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
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- Combustion & Propulsion (AREA)
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Abstract
The application relates to a protection structure of a front cabin area controller and a vehicle, wherein the protection structure comprises a vehicle body longitudinal beam, a front end frame, an anti-collision beam, a first bracket and a second bracket; the end plate of the anti-collision beam is connected with the front end frame; a first mounting area at the upper part of the first support is assembled on the front end frame, and a second mounting area at the lower part of the first support is assembled between the front end frame and a longitudinal beam end plate of the vehicle body longitudinal beam; the second support is located above the first support, the front end of the second support is assembled on the front end frame, the rear end of the second support is assembled on the auxiliary longitudinal beam of the automobile body, and a buffer cavity used for buffering the front cabin area controller is formed by the second support, the anti-collision beam, the front end frame and the automobile body longitudinal beam. The problem that in the prior art, the automobile has poor collision resistance, the controller of the front cabin area is possibly damaged at the early stage of collision, and collision data are difficult to transmit to the central controller can be solved.
Description
Technical Field
The application relates to the technical field of automobile parts, in particular to a protection structure of a front cabin area controller and a vehicle.
Background
The front end frame of the automobile body is mainly used for fixing functional accessories such as front end external ornaments of the automobile body, a radiator, an engine hood lock (engine hood lock) bracket and the like.
In some related technologies, when a frontal collision occurs, the front anti-collision beam and the front section of the body longitudinal beam are the only energy absorption structures, and the front end frame has no capacity to absorb energy, so that the automobile has poor collision resistance.
According to the EDR data recording strategy of the front collision of some manufacturers, at the initial collision stage (for example, within 40 ms), collision data are collected and processed by a front cabin area controller and then are transmitted to a central controller, and a rear collision signal is collected and processed by other sensors and controllers.
When the vehicle is in a frontal collision, only the front anti-collision beam and the front section of the longitudinal beam of the vehicle body absorb energy, so that the anti-collision capacity of the vehicle is poor, the controller in the front cabin area is possibly damaged in the early stage of the collision, and the collision data is difficult to be transmitted to the central controller.
Disclosure of Invention
The embodiment of the application provides a protection structure of a front cabin area controller and a vehicle, and aims to solve the problems that in the prior art, the collision resistance of the vehicle is poor, the front cabin area controller is possibly damaged at the early stage of collision, and collision data are difficult to transmit to a central controller.
In a first aspect, a protection structure for a front cabin zone controller is provided, which includes:
a vehicle body longitudinal beam;
a front end frame;
the end plate of the anti-collision beam is connected with the front end frame;
a first bracket, a first mounting area at the upper part of which is assembled on the front end frame, and a second mounting area at the lower part of which is assembled between the front end frame and a longitudinal beam end plate of the vehicle body longitudinal beam;
and the second support is positioned above the first support, the front end of the second support is assembled on the front end frame, the rear end of the second support is assembled on the auxiliary longitudinal beam of the automobile body, and a buffer cavity for buffering the front cabin area controller is formed by the second support, the anti-collision beam, the front end frame and the automobile body longitudinal beam.
In some embodiments, the end plate of the impact beam, the front end frame, the second mounting area of the first bracket and the longitudinal beam end plate of the vehicle body longitudinal beam are sequentially arranged and fixedly connected through a first fastener;
and/or the second bracket, the front end frame and the first mounting area of the first bracket are arranged in a vertically stacked manner and are fixedly connected through a first fastener.
In some embodiments, the first bracket includes a main body portion, and upper and lower ends of the main body portion are respectively bent to form the first mounting region and the second mounting region;
the first mounting area is provided with a first mounting hole and is fixed on the front end frame through a first fastener arranged in the first mounting hole;
and a second mounting hole is formed in the second mounting area, and the second mounting area is fixed between the front end frame and the longitudinal beam end plate of the vehicle body longitudinal beam through a first fastener arranged in the second mounting hole.
In some embodiments, the front frame is made of plastic, and the first support is made of metal;
the first support is further provided with a third mounting area, the third mounting area is connected with the middle of the front end frame, a mounting position for mounting the collision sensor is formed in the third mounting area, and the mounting position is located on a wall surface of the first support, which deviates from the front end frame.
In some embodiments, a third mounting hole is formed in the third mounting region, the third mounting region is fixed to the front end frame by a first fastening member provided in the third mounting hole, and the collision sensor is mounted to the third mounting region by the first fastening member.
In some embodiments, the second bracket is provided with a fifth mounting hole and a sixth mounting hole, the second bracket is fixed to the secondary side member of the vehicle body through a third fastener arranged in the fifth mounting hole, and the second bracket is fixed to the front end frame through a first fastener arranged in the sixth mounting hole.
In some embodiments, the second bracket is bent to form a bent portion, the bent portion is provided with a seventh mounting hole, and the second bracket is fixed on the front end frame and/or the first bracket through a first fastener arranged in the seventh mounting hole;
and/or the second bracket is also provided with an eighth mounting hole for mounting a headlamp;
and/or a ninth mounting hole for mounting a hair cover zipper wire is further formed in the second support.
In some embodiments, a controller mounting bracket is arranged on the vehicle body longitudinal beam, and the controller mounting bracket is located in the buffer cavity.
In some embodiments, the edge of the controller mounting bracket is provided with a cuff that prevents cutting of the wire harness.
In a second aspect, there is provided a vehicle comprising a protective structure for a front hatch zone controller as described in any one of the above.
The beneficial effect that technical scheme that this application provided brought includes:
the first support upper portion of this application and front end frame attach, the lower part is connected with the longeron end plate of front end frame and automobile body longeron, simultaneously, the front end and the front end frame attach of second support, the rear end is connected with the vice longeron of automobile body for the second support forms tetragonal enclosed construction with first support, anticollision roof beam, front end frame and automobile body longeron, this enclosed construction constitutes the cushion cavity, and front deck regional controller assembles on the automobile body and is located this cushion cavity. Because the front end frame and the auxiliary longitudinal beam of the vehicle body are connected and reinforced by the second bracket, when the vehicle body collides along the collision direction, the front anti-collision beam and the front section of the longitudinal beam of the vehicle body absorb energy to resist the deformation at the initial collision stage, and an energy absorption structure capable of absorbing energy to resist the deformation at the initial collision stage is also formed among the auxiliary longitudinal beam of the vehicle body, the second bracket and the front end frame, so that the capability of a quadrilateral closed structure to resist the deformation at the initial frontal collision stage is greatly enhanced; the buffer cavity formed by the closed structure is beneficial to protecting the front cabin area controller and the wire harness from being extruded and impacted by environmental pieces at the early stage of collision, so that the function of the front cabin area controller is not lost, and collision data is smoothly transmitted to the central controller.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is an exploded view of a protection structure of a front cabin zone controller provided in an embodiment of the present application;
fig. 2 is a schematic view of a first bracket according to an embodiment of the present disclosure;
FIG. 3 is a schematic view of a second bracket provided in accordance with an embodiment of the present application;
FIG. 4 is a schematic diagram illustrating an installation of a front bay area controller according to an embodiment of the present disclosure;
FIG. 5 is a schematic illustration of FIG. 4 with the front hatch area controls and body rails removed;
FIG. 6 is a side view of FIG. 4 with the front hatch area controls removed;
fig. 7 is a top view of a protective structure of a front cabin zone controller according to an embodiment of the present application;
FIG. 8 isbase:Sub>A cross-sectional view taken along line A-A of FIG. 7;
FIG. 9 is a side view of FIG. 7;
fig. 10 is a cross-sectional view taken at B-B in fig. 9.
In the figure: 1. a body rail; 2. a front end frame; 3. an anti-collision beam; 4. a first bracket; 40. a main body part; 41. a first mounting area; 410. a first mounting hole; 42. a second mounting area; 420. a second mounting hole; 43. a third mounting area; 430. a third mounting hole; 44. a fourth mounting area; 440. a fourth mounting hole; 5. a second bracket; 50. a fifth mounting hole; 51. a sixth mounting hole; 52. a seventh mounting hole; 53. an eighth mounting hole; 54. a ninth mounting hole; 6. a front bay area controller; 60. a buffer cavity; 7. a first fastener; 8. a second fastener; 9. a collision sensor; 10. a third fastener; 11. a controller mounting bracket; 110. and (7) flanging.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making creative efforts shall fall within the protection scope of the present application.
Referring to fig. 1, 2, 3, 4, 5, 6, 7, 8, 9 and 10, an embodiment of the present application provides a protection structure for a front cabin zone controller, where the protection structure includes: the anti-collision device comprises a vehicle body longitudinal beam 1, a front end frame 2, an anti-collision beam 3, a first bracket 4 and a second bracket 5; wherein, the end plate of the anti-collision beam 3 is connected with the front end frame 2, and the anti-collision beam 3 is provided with an energy absorption box to absorb energy of collision impact; referring to fig. 1, the front end frame 2 is a frame structure, the middle part is a cavity, and two sides are respectively provided with a groove body for the end plates at two sides of the anti-collision beam 3 to extend into and fix.
As shown in fig. 2, 4, 5, 6 and 8, the first bracket 4 has two mounting areas distributed sequentially from top to bottom, namely a first mounting area 41 at the upper part and a second mounting area 42 at the lower part, wherein the first mounting area 41 at the upper part is assembled on the front end frame 2, and the second mounting area 42 at the lower part is assembled between the front end frame 2 and the end plate of the longitudinal beam of the vehicle body longitudinal beam 1, so that the first bracket 4, the front end frame 2 and the end plate of the longitudinal beam of the vehicle body longitudinal beam 1 form an integral structure;
as shown in fig. 1, 3, 4, 5, 6, 7, and 8, the second bracket 5 is located above the first bracket 4 to become a radiator upper cross member bracket, the front end of the second bracket 5 is fitted to the front end frame 2, and the rear end of the second bracket 5 is fitted to the vehicle body sub-side member, so that the second bracket 5, together with the first bracket 4, the impact beam 3, the front end frame 2, and the vehicle body side member 1, forms a buffer cavity 60 for buffering the front cabin zone controller 6.
The sub-body side member is located above the body side member 1, is named from the viewpoint of collision function, is also called a front cabin cover from the viewpoint of its position, is also called a fender side skirt from the viewpoint of its structural function, and is called ShotGun from the viewpoint of its shape, and is called ShotGun by those skilled in the art.
As shown in fig. 4 and fig. 6, the collision process of the embodiment of the present application is as follows:
the upper portion of the first support 4 of this application is connected with front end frame 2, the lower part is connected with the longeron end plate of front end frame 2 and automobile body longeron 1, and simultaneously, the front end and the front end frame 2 of second support 5 are connected, the rear end is connected with the vice longeron of automobile body, make second support 5 and first support 4, anticollision roof beam 3, front end frame 2 and automobile body longeron 1 form tetragonal enclosed construction, this enclosed construction constitutes buffer cavity 60, and preceding cabin area controller 6 assembles on the automobile body and is located this buffer cavity 60. Because the front end frame 2 is connected with the auxiliary longitudinal beam of the vehicle body and is reinforced by the second bracket 5, when the vehicle collides along the collision direction, the energy absorption is carried out on the front anti-collision beam and the front section of the vehicle longitudinal beam to resist the deformation in the initial collision stage, and besides, an energy absorption structure capable of absorbing energy to resist the deformation in the initial collision stage is also formed among the auxiliary longitudinal beam of the vehicle body, the second bracket 5 and the front end frame 2, so that the capability of a quadrilateral closed structure to resist the deformation in the initial frontal collision stage is greatly enhanced; the buffer cavity 60 formed by the closed structure is beneficial to protecting the front cabin area controller 6 and the wire harness from being extruded and impacted by environmental pieces at the early stage of collision, thereby ensuring that the function of the front cabin area controller 6 is not lost and ensuring that collision data is smoothly transmitted to the central controller.
In order to fix the end plate of the anti-collision beam 3 with the front end frame 2, and fix the second mounting area 42 of the first bracket 4 with the front end frame 2 and the longitudinal beam end plate of the vehicle body longitudinal beam 1, and in order to reduce the use of parts, reduce the assembly complexity, reduce the production cost, and improve the assembly efficiency, the embodiment of the present application provides a specific assembly structure, as shown in fig. 8, the end plate of the anti-collision beam 3, the front end frame 2, the second mounting area 42 of the first bracket 4, and the longitudinal beam end plate of the vehicle body longitudinal beam 1 are sequentially arranged and fixedly connected through the first fastener 7, in this embodiment, the end plate of the anti-collision beam 3, the front end frame 2, the second mounting area 42 of the first bracket 4, and the vehicle body longitudinal beam 1 are fixed together by using the first fastener 7, so that the end plate of the anti-collision beam 3 and the front end frame 2 are prevented from being fixed by using some fasteners, and the second mounting area 42 of the first bracket 4 and the end plate of the front end frame 2 and the vehicle body longitudinal beam 1 are fastened by using other fasteners, so that the use of parts can be greatly reduced, the production cost, and the assembly efficiency is improved.
In addition, if the end plate of the anti-collision beam 3 is fixed to the front end frame 2 through one first fastener 7, the second mounting area 42 of the first bracket 4 is fixed to the front end frame 2 and the longitudinal beam end plate of the vehicle body longitudinal beam 1 through another first fastener 7, when collision occurs, collision impact force is transmitted to the front end frame 2 from the anti-collision beam 3 firstly, and then reaches the longitudinal beam end plate of the vehicle body longitudinal beam 1 after being transferred through the front end frame 2, so that the front end frame 2 is easily damaged. Therefore, the end plate of the anti-collision beam 3, the front end frame 2, the second mounting area 42 of the first support 4 and the longitudinal beam end plate of the vehicle body longitudinal beam 1 are sequentially arranged and fixedly connected through the same first fastening piece 7, so that collision impact force is directly transmitted to the vehicle body longitudinal beam 1 through the first fastening piece 7, a certain protection effect is achieved on the front end frame 2, and the maintenance cost is reduced.
The first fastening member 7 has various options, for example, a nut and a bolt may be used, and a blind rivet nut and a bolt shown in fig. 8 may also be used, the blind rivet nut being provided on the front end frame 2 and the second mounting region 42 of the first bracket 4, and the bolt being screwed to the end plate of the impact beam 3, the blind rivet nut, and the side member end plate of the vehicle body side member 1.
In order to fix the first mounting area 41 of the first bracket 4 to the front end frame 2, and fix the second bracket 5 to the front end frame 2, and at the same time, in order to reduce the use of parts, reduce the assembly complexity, reduce the production cost, and improve the assembly efficiency, an embodiment of the present application provides a specific assembly structure, as shown in fig. 8, the second bracket 5, the front end frame 2, and the first mounting area 41 of the first bracket 4 are arranged in an up-and-down stacked manner and are fixedly connected through the first fastening member 7, in this embodiment, the first fastening member 7 is used to fix the second bracket 5, the front end frame 2, and the first mounting area 41 of the first bracket 4 together, so that the first mounting area 41 of the first bracket 4 and the front end frame 2 are prevented from being fixed by some fastening members, and the second bracket 5 and the front end frame 2 are fastened by some fastening members, which can greatly reduce the use of parts, reduce the production cost, and improve the assembly efficiency. Adopt same first fastener 7 to connect second support 5, front end frame 2 and first support 4, can make the collision impact force directly transmit second support 5 after through first fastener 7 equally, played certain guard action to front end frame 2, reduced cost of maintenance.
Referring to fig. 8, the first fastening member 7 includes a rivet nut provided on the front end frame 2 and the first mounting region 41 of the first bracket 4, and a bolt screwed to the second bracket 5 and the rivet nut.
Referring to fig. 2, a specific structure of the first bracket 4 is provided in the embodiment of the present application, where the first bracket 4 includes a main body portion 40, and upper and lower ends of the main body portion 40 are respectively bent to form a first mounting area 41 and a second mounting area 42; the first mounting area 41 is provided with a first mounting hole 410, and the first mounting area 41 is fixed on the front end frame 2 through a first fastener 7 arranged in the first mounting hole 410; the second mounting region 42 is provided with a second mounting hole 420, and the second mounting region 42 is fixed between the front end frame 2 and the side member end plate of the vehicle body side member 1 by a first fastening member 7 provided in the second mounting hole 420.
It should be noted that the same fastening member or different fastening members may be used for the first fastening member 7 on the first mounting hole 410 and the first fastening member 7 on the second mounting hole 420, and the present application is not strictly limited as long as the fastening can be achieved.
The front end frame 2 is generally in a frame shape, and has a plurality of reinforcing partition plates inside, in order to improve the fastening effect of the first bracket 4, as shown in fig. 2 and 4, at least one end of the left and right ends of the main body portion 40 of the first bracket 4 is bent to form a fourth mounting area 44, a fourth mounting hole 440 is formed in the fourth mounting area 44, and the fourth mounting area 44 is fixed on the front end frame 2 by a second fastening member 8 disposed in the fourth mounting hole 440.
The second fastening member 8 can adopt a structure of a rivet nut and a bolt as the first fastening member 7, and can also adopt a structure of a nut and a bolt, and the structure is selected according to actual assembly requirements.
The collision sensor of the automobile is a control signal input device in an air bag safety system, and has the functions that when the automobile collides, the collision sensor detects a collision strength signal of the automobile, then the strength signal is input into an air bag safety computer, and the air bag safety computer judges whether to detonate an inflating element to inflate an air bag according to the signal of the collision sensor.
If the collision sensor is arranged on a body-in-white, the signal accuracy is too low, and the signal cannot be acquired in time at the early stage of collision, so that the airbag is delayed to explode; if the sensor is arranged on the anti-collision beam, the position of the anti-collision beam is too low, so that the sensor is too low in installation position, the sensor is easily collided and the airbag is mistakenly exploded when the sensor is collided at low speed and the barrier is low, and the airbag is easily exploded or even does not explode because the signal cannot be received when the sensor is collided at high speed and the barrier is high (a truck drills the bottom and the anti-collision beam does not participate in the collision).
Therefore, in some related arts, a manner is adopted in which the collision sensor is mounted on a front end frame, and the current front end frames include a plastic-clad steel type front end frame, a pure plastic type front end frame, and a pure iron type front end frame.
For the plastic-coated steel type front end frame, on one hand, the front end frame is heavier in overall weight and higher in cost, and does not meet the light weight requirement of the existing vehicle; on the other hand, the production mode of the plastic-coated steel is that the metal insert is fixed in the cavity of the mold when plastic is injected, and the metal insert is coated in the plastic after the injection, so that the production steps are complicated, the efficiency is low, and the contact edge of the plastic and the metal insert is easy to corrode, age and fall off; in addition, the plastic-coated steel is limited by the process, the requirement on the overall structure of the front-end frame is high, and the metal insert must be a continuous and smooth metal plate, which is not beneficial to the arrangement and assembly of surrounding environment parts.
For a pure plastic type front end frame, the accuracy is low because the high-frequency vibration signals cannot be effectively transmitted due to the limitation of the elastic modulus of the plastic material.
For the pure iron type front end frame, on one hand, the weight is heavier, and the light weight requirement of the existing vehicle is not met; on the other hand, the number of parts is large, the parts are welded and spliced, the size chain is long, the precision control is difficult, and the appearance quality is not facilitated.
In view of the defects of the front end frames of different types when the collision sensors are arranged, the accuracy of the collision sensors is improved in favor of light weight, correct explosion of the air bag under various working conditions is guaranteed, and the probability of occurrence of mistaken explosion, delayed explosion or even non-explosion is reduced. Referring to fig. 2, 4, 5 and 8, in some preferred embodiments, the front frame 2 is made of plastic, the first bracket 4 is made of metal, and the second bracket 5 is also made of metal; the first support 4 is further provided with a third installation area 43, the third installation area 43 is located between the first installation area 41 and the second installation area 42, the third installation area 43 is connected with the middle of the front end frame 2, an installation position for installing the collision sensor 9 is formed in the third installation area 43, and the installation position is located on the wall surface, away from the front end frame 2, of the first support 4.
Specifically, the third mounting area 43 is provided with a third mounting hole 430, the third mounting area 43 is fixed to the front end frame 2 by a first fastening member 7 provided in the third mounting hole 430, and the collision sensor 9 is mounted in the third mounting area 43 by the first fastening member 7.
As shown in fig. 8, the collision process in the embodiment of the present application is as follows:
when a collision occurs in the collision direction, the signal transmission paths are:
crashproof roof beam → energy-absorbing box on the crashproof roof beam → the end plate of crashproof roof beam, then divide into two:
the first branch is as follows: front end frame 2 → first bracket 4 → collision sensor 9;
the second branch is as follows: first fastener 7 → first bracket 4 → collision sensor 9.
From the above signal transmission path, the front end frame is made of pure plastic, so the first branch is a plastic transmission path, and the first support 4 is made of metal, so the second branch is a metal transmission path.
For metal materials, the elastic modulus of the material is generally far greater than that of plastic materials, such as the elastic modulus 4100MPa of PP-LGF30, which is 1/50 of 210000MPa of metal; the metal material can transmit low-frequency vibration signals and high-frequency vibration signals, so that a metal transmission path can ensure a wider signal frequency range, such as 1-2000Hz; and because the elastic modulus of the plastic material is small, high-frequency vibration signals cannot be effectively transmitted, but low-frequency vibration signals, such as 1-500Hz, can be transmitted.
When carrying out the vibration signal transmission, the signal that transmits to collision sensor through plastics transfer path is low frequency vibration signal, and the signal that transmits to collision sensor through metal transfer path is low frequency vibration signal + high frequency vibration signal, combines the vibration signal of two transfer paths, just can filter the low frequency clutter, reduces the signal and receives the interference degree to improve collision sensor's accuracy.
Meanwhile, the front-end frame is of a pure plastic structure, so that the light weight is facilitated, the structural plasticity is strong, and the arrangement and installation of surrounding environment parts are facilitated.
The arrangement position of the collision sensor has a certain height which is generally the same as that of the headlamp, when the collision object is low, a signal is transmitted to the collision sensor through the anti-collision beam during high-speed collision, so that the normal detonation of the airbag is ensured, and when the collision object is low-speed collision, the obstacle cannot impact the collision sensor, so that the false detonation is avoided; when the collision object is higher, the anti-collision beam does not participate in collision, the collision sensor receives signals through the first support, and normal explosion is realized.
In addition, because the installation position is located the wall that first support 4 deviates from front end frame 2, so collision sensor 9 is in buffering cavity 60 after the installation, and collision sensor 9 receives the protection of front end frame, first support and second support, when violent the collision, can alleviate collision sensor 9 by direct impact or extruded degree, prevents that the connecting wire harness from being cut off, comes out signal transmission before guaranteeing the function to lose, has guaranteed functional reliability.
Referring to fig. 3, the second bracket 5 is provided with a fifth mounting hole 50 and a sixth mounting hole 51, the second bracket 5 is fixed to the vehicle body sub-side member by a third fastener 10 provided in the fifth mounting hole 50, and the second bracket 5 is fixed to the front end frame 2 by a first fastener 7 provided in the sixth mounting hole 51. The first fastener 7 can adopt a nut and a bolt, and can also adopt a rivet nut and a bolt; the third fastening member 10 may be a nut and a bolt, or a blind rivet nut and a bolt.
Referring to fig. 3, 9 and 10, the second bracket 5 is bent to form a bent portion, the bent portion is provided with a seventh mounting hole 52, and the second bracket 5 is fixed to the front end frame 2 and/or the first bracket 4 by a first fastening member 7 provided in the seventh mounting hole 52. The first fastening member 7 may be a nut and a bolt, or a blind rivet nut and a bolt.
The seventh mounting hole 52 is provided for the purpose of reinforcing the fixation of the second bracket 5. Referring to fig. 9 and 10, there are two seventh mounting holes 52, one of the seventh mounting holes 52 fixes the second bracket 5 to the front end frame 2, and the other seventh mounting hole 52 fixes the second bracket 5 to the front end frame 2 and the first bracket 4 in a stacked manner in this order.
As shown in fig. 3, the second bracket 5 is further provided with an eighth mounting hole 53 for mounting a headlight; the second bracket 5 is further provided with a ninth mounting hole 54 for mounting a hair cover zipper wire.
In order to facilitate the assembly of the front cabin zone controller 6, referring to fig. 4, 5 and 6, the vehicle body side member 1 is provided with a controller mounting bracket 11, the controller mounting bracket 11 is located in the buffer cavity 60, and the front cabin zone controller 6 is mounted on the controller mounting bracket 11.
In order to prevent the wiring harness from being cut by the sheet metal to cause power failure when the wiring harness deforms due to collision, as shown in fig. 5, a flange 110 for preventing the wiring harness from being cut is arranged on the edge of the controller mounting bracket 11, so that the controller in the front cabin area is ensured to be complete in function.
Embodiments of the present application further provide a vehicle including a protection structure of a front cabin zone controller as described in any one of the above.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience of describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected 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 the case may be.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising one of 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A protection architecture for a front bay area controller, comprising:
a vehicle body side member (1);
a front end frame (2);
an impact beam (3) having an end plate connected to the front end frame (2);
a first bracket (4) having an upper first mounting region (41) fitted to the front end frame (2) and a lower second mounting region (42) fitted between the front end frame (2) and a side member end plate of the vehicle body side member (1);
and the second bracket (5) is positioned above the first bracket (4), the front end of the second bracket is assembled on the front end frame (2), the rear end of the second bracket is assembled on the auxiliary longitudinal beam of the vehicle body, and a buffer cavity (60) for buffering the front cabin area controller (6) is formed by the second bracket, the first bracket (4), the anti-collision beam (3), the front end frame (2) and the vehicle body longitudinal beam (1).
2. A protection architecture for a front bay area controller as claimed in claim 1 wherein:
the end plate of the anti-collision beam (3), the front end frame (2), the second mounting area (42) of the first bracket (4) and the longitudinal beam end plate of the vehicle body longitudinal beam (1) are sequentially arranged and fixedly connected through a first fastener (7);
and/or the second bracket (5), the front end frame (2) and the first mounting area (41) of the first bracket (4) are arranged in a stacked manner up and down and are fixedly connected through a first fastener (7).
3. A protection structure of a front hatch zone controller according to claim 1, characterized in that:
the first support (4) comprises a main body part (40), and the upper end and the lower end of the main body part (40) are respectively bent to form a first mounting area (41) and a second mounting area (42);
the first mounting area (41) is provided with a first mounting hole (410), and the first mounting area (41) is fixed on the front end frame (2) through a first fastener (7) arranged in the first mounting hole (410);
and a second mounting hole (420) is formed in the second mounting area (42), and the second mounting area (42) is fixed between the front end frame (2) and a longitudinal beam end plate of the vehicle body longitudinal beam (1) through a first fastener (7) arranged in the second mounting hole (420).
4. A protection structure of a front hatch zone controller according to claim 1, characterized in that:
the front end frame (2) is made of plastic, and the first support (4) is made of metal;
the first support (4) is further provided with a third mounting area (43), the third mounting area (43) is connected with the middle of the front end frame (2), a mounting position for mounting the collision sensor (9) is formed in the third mounting area (43), and the mounting position is located on the wall surface of the first support (4) deviating from the front end frame (2).
5. A protection architecture for a front bay area controller as claimed in claim 4 wherein:
and a third mounting hole (430) is formed in the third mounting area (43), the third mounting area (43) is fixed on the front end frame (2) through a first fastening piece (7) arranged in the third mounting hole (430), and the collision sensor (9) is mounted in the third mounting area (43) through the first fastening piece (7).
6. A protection structure of a front hatch zone controller according to claim 1, characterized in that: and a fifth mounting hole (50) and a sixth mounting hole (51) are formed in the second support (5), the second support (5) is fixed on a vehicle body auxiliary longitudinal beam through a third fastener (10) arranged in the fifth mounting hole (50), and the second support (5) is fixed on the front end frame (2) through a first fastener (7) arranged in the sixth mounting hole (51).
7. A protection architecture for a front bay area controller as claimed in claim 6, wherein:
the second support (5) is bent to form a bent part, a seventh mounting hole (52) is formed in the bent part, and the second support (5) is fixed on the front end frame (2) and/or the first support (4) through a first fastening piece (7) arranged in the seventh mounting hole (52);
and/or the second bracket (5) is also provided with an eighth mounting hole (53) for mounting a headlamp;
and/or a ninth mounting hole (54) for mounting a hair cover zipper wire is further formed in the second support (5).
8. A protection structure of a front hatch zone controller according to claim 1, characterized in that: the automobile body longitudinal beam (1) is provided with a controller mounting bracket (11), and the controller mounting bracket (11) is located in the buffer cavity (60).
9. A protection architecture for a front bay area controller as claimed in claim 8 wherein: the edge of the controller mounting bracket (11) is provided with a flanging (110) for preventing the cutting of the wire harness.
10. A vehicle characterised in that it comprises a protective structure for a front hatch zone controller as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211176158.5A CN115366994B (en) | 2022-09-26 | 2022-09-26 | Protection architecture and vehicle of front deck area controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211176158.5A CN115366994B (en) | 2022-09-26 | 2022-09-26 | Protection architecture and vehicle of front deck area controller |
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| Publication Number | Publication Date |
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| CN115366994A true CN115366994A (en) | 2022-11-22 |
| CN115366994B CN115366994B (en) | 2023-06-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211176158.5A Active CN115366994B (en) | 2022-09-26 | 2022-09-26 | Protection architecture and vehicle of front deck area controller |
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| CN (1) | CN115366994B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0535510U (en) * | 1991-10-21 | 1993-05-14 | ダイハツ工業株式会社 | Mounting structure for vehicle collision detection sensor |
| JP2003205820A (en) * | 2002-01-10 | 2003-07-22 | Fuji Heavy Ind Ltd | Air bag sensor mounting structure of vehicle |
| JP2005280666A (en) * | 2004-03-31 | 2005-10-13 | Mazda Motor Corp | Collision detection sensor arrangement structure of automobile |
| CN114889701A (en) * | 2022-06-07 | 2022-08-12 | 重庆长安新能源汽车科技有限公司 | Front end water tank frame assembly, cabin assembly and vehicle |
| CN114906226A (en) * | 2022-05-27 | 2022-08-16 | 东风柳州汽车有限公司 | Automobile frame and automobile |
-
2022
- 2022-09-26 CN CN202211176158.5A patent/CN115366994B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0535510U (en) * | 1991-10-21 | 1993-05-14 | ダイハツ工業株式会社 | Mounting structure for vehicle collision detection sensor |
| JP2003205820A (en) * | 2002-01-10 | 2003-07-22 | Fuji Heavy Ind Ltd | Air bag sensor mounting structure of vehicle |
| JP2005280666A (en) * | 2004-03-31 | 2005-10-13 | Mazda Motor Corp | Collision detection sensor arrangement structure of automobile |
| CN114906226A (en) * | 2022-05-27 | 2022-08-16 | 东风柳州汽车有限公司 | Automobile frame and automobile |
| CN114889701A (en) * | 2022-06-07 | 2022-08-12 | 重庆长安新能源汽车科技有限公司 | Front end water tank frame assembly, cabin assembly and vehicle |
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| Publication number | Publication date |
|---|---|
| CN115366994B (en) | 2023-06-23 |
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