CN115366994B - Protection architecture and vehicle of front deck area controller - Google Patents

Abstract

The application relates to a protection structure of a front cabin area controller and a vehicle, which comprises a longitudinal beam of a vehicle body, a front end frame, an anti-collision beam, a first bracket and a second bracket; an 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 bracket is assembled on the front end frame, and a second mounting area at the lower part is assembled between the front end frame and a longitudinal beam end plate of the longitudinal beam of the vehicle body; the second support is located first support top, and its front end assembly is in on the front end frame, the rear end assembly is on the vice longeron of automobile body to form the buffering cavity that is used for buffering front deck area controller with first support, crashproof roof beam, front end frame and automobile body longeron. The method and the device can solve the problems that in the related art, the automobile is poor in collision resistance, the front cabin area controller is possibly damaged in the initial stage of collision, and collision data are difficult to transmit to the central controller.

Description

Protection architecture and vehicle of front deck area controller

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 exterior trim parts at the front end of the automobile body, a radiator, an engine hood lock (hood lock) bracket and the like.

In some related art, in the event of a frontal collision, the front impact beam and the front section of the body side member are the only energy absorbing structures, and the front end frame does not have the ability to absorb energy, which makes the vehicle less resistant to collision.

According to the front collision EDR data recording strategy of some manufacturers, collision data is collected and processed by the front cabin area controller at the initial stage of collision (for example, within 40 ms), then transmitted to the central controller, and the rear collision signals are collected and processed by other sensors and controllers.

When the vehicle collides with the front, the front cabin area controller can be damaged in the initial stage of collision because only the front anti-collision beam and the front section of the longitudinal beam of the vehicle body absorb energy, and the collision data are difficult to transmit 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, which are used for solving the problems that in the related art, the automobile is poor in collision resistance, the front cabin area controller is possibly damaged in the initial stage of collision, and collision data are difficult to transmit to a central controller.

In a first aspect, a protection architecture for a front deck area controller is provided, comprising:

a body rail;

a front end frame;

an anti-collision beam, wherein an end plate of the anti-collision beam is connected with the front end frame;

a first bracket having a first mounting region at an upper portion thereof fitted to the front end frame and a second mounting region at a lower portion thereof fitted between the front end frame and a side member end plate of the side member;

and the second bracket is positioned above the first bracket, the front end of the second bracket is assembled on the front end frame, the rear end of the second bracket is assembled on the auxiliary longitudinal beam of the vehicle body, and a buffer cavity for buffering the front cabin area controller is formed by the second bracket, the anti-collision beam, the front end frame and the longitudinal beam of the vehicle body.

In some embodiments, the end plate of the anti-collision beam, the front end frame, the second mounting area of the first bracket and the longitudinal beam end plate of the longitudinal beam of the vehicle body 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 mode and 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 the first mounting area is fixed on the front end frame through a first fastener arranged in the first mounting hole;

the second mounting area is provided with a second mounting hole, and the second mounting area is fixed between the front end frame and a 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 end frame is made of plastic, and the first bracket is made of metal;

the first bracket is also provided with a third installation area, the third installation area is connected with the middle part of the front end frame, the third installation area is provided with an installation position for installing the collision sensor, and the installation position is positioned on the wall surface of the first bracket, which is away from the front end frame.

In some embodiments, a third mounting hole is formed in the third mounting area, the third mounting area is fixed on the front end frame through a first fastener provided in the third mounting hole, and the collision sensor is mounted in the third mounting area through the first fastener.

In some embodiments, the second bracket is provided with a fifth mounting hole and a sixth mounting hole, the second bracket is fixed on the auxiliary longitudinal beam of the vehicle body through a third fastening piece arranged in the fifth mounting hole, and the second bracket is fixed on the front end frame through a first fastening piece arranged in the sixth mounting hole.

In some embodiments, the second bracket is bent to form a bending part, a seventh mounting hole is formed in the bending part, 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 the headlight;

and/or a ninth mounting hole for mounting the hair mask zipper wire is also formed in the second bracket.

In some embodiments, the vehicle body longitudinal beam is provided with a controller mounting bracket, and the controller mounting bracket is positioned in the buffer cavity.

In some embodiments, the edge of the controller mounting bracket is provided with a flange that prevents cutting of the wire harness.

In a second aspect, there is provided a vehicle comprising a protective structure for a front deck area controller as defined in any one of the preceding claims.

The beneficial effects that technical scheme that this application provided brought include:

this application first support upper portion is connected with front end frame, and the lower part is connected with the longeron end plate of front end frame and automobile body longeron, and simultaneously, the front end and the front end frame of second support are connected, and the rear end is connected with the vice longeron of automobile body for second support and first support, crashproof roof beam, front end frame and automobile body longeron form quadrilateral enclosed construction, and this enclosed construction constitutes the buffering cavity, and the regional controller of front deck assembles on the automobile body and is located this buffering cavity. Because the front end frame is connected with the auxiliary longitudinal beam of the vehicle body, the second bracket is used for reinforcement, when the front end frame collides along the collision direction, besides the front anti-collision beam and the front section of the longitudinal beam of the vehicle body absorb energy to resist the deformation in the initial period of the collision, an energy absorption structure which can absorb energy to resist the deformation in the initial period of the collision is formed among the auxiliary longitudinal beam of the vehicle body, the second bracket and the front end frame, so that the capacity of the quadrilateral closed structure for resisting the deformation in the initial period of the front collision 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 parts in the initial 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 of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is an exploded view of a protective structure of a front deck area controller according to an embodiment of the present application;

fig. 2 is a schematic view of a first bracket according to an embodiment of the present application;

fig. 3 is a schematic view of a second bracket according to an embodiment of the present application;

fig. 4 is a schematic diagram of a front cabin area controller according to an embodiment of the present disclosure when installed;

FIG. 5 is a schematic illustration of the front deck area controller and body side member of FIG. 4 with the front deck area controller and body side member removed;

FIG. 6 is a side view of the front deck area controller of FIG. 4 with the front deck area controller removed;

FIG. 7 is a top view of a protective structure for a front deck area controller provided in an embodiment of the present application;

FIG. 8 is a cross-sectional view taken at A-A of FIG. 7;

FIG. 9 is a side view of FIG. 7;

fig. 10 is a sectional view 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 portion; 41. a first mounting region; 410. a first mounting hole; 42. a second mounting region; 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 cabin area controller; 60. a buffer cavity; 7. a first fastener; 8. a second fastener; 9. a collision sensor; 10. a third fastener; 11. the controller is provided with a bracket; 110. and (5) flanging.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of 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 apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present application based on the embodiments herein.

Referring to fig. 1, fig. 2, fig. 3, fig. 4, fig. 5, fig. 6, fig. 7, fig. 8, fig. 9, and fig. 10, a protection structure for a front cabin area controller according to an embodiment of the present application includes: the vehicle body longitudinal beam 1, the front end frame 2, the anti-collision beam 3, the first bracket 4 and the second bracket 5; 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 for absorbing collision impact; referring to fig. 1, the front end frame 2 has a frame structure, a cavity in the middle, and two grooves on two sides for the end plates on two sides of the bumper 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 sequentially distributed from top to bottom, namely, a first mounting area 41 located at an upper portion and a second mounting area 42 located at a lower portion, wherein the first mounting area 41 at the upper portion is assembled on the front end frame 2, and the second mounting area 42 at the lower portion is assembled between the front end frame 2 and the side member end plate of the side member 1 of the vehicle body, so that the first bracket 4, the front end frame 2 and the side member end plate of the side member 1 of the vehicle body form a unitary 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 be a tank upper cross member bracket, the front end of the second bracket 5 is assembled on the front end frame 2, and the rear end of the second bracket 5 is assembled on the body sub-side member, so that the second bracket 5 forms a buffer cavity 60 for buffering the front cabin area controller 6 with the first bracket 4, the impact beam 3, the front end frame 2 and the body side member 1.

The auxiliary side member is located above the side member 1, and is named from the point of view of the collision function, also called a front cabin cover from the point of view of its location, also called a fender skirt from the point of view of its structural function, and is named as ShotGun from the point of view of its shape.

As shown in fig. 4 and 6, the collision process of the embodiment of the present application is as follows:

the first support 4 upper portion of this application is connected with front end frame 2, and 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, and the rear end is connected with the vice longeron of automobile body for second support 5 forms quadrilateral enclosed construction with first support 4, crashproof roof beam 3, front end frame 2 and automobile body longeron 1, and this enclosed construction constitutes cushion chamber 60, and front deck area controller 6 assembles on the automobile body and is located this cushion chamber 60. Because the front end frame 2 is connected with the auxiliary longitudinal beam of the vehicle body, the second bracket 5 is used for reinforcement, when the vehicle collides along the collision direction, besides the front anti-collision beam and the front section of the longitudinal beam of the vehicle body absorb energy to resist the deformation in the initial period of the collision, an energy absorption structure which can absorb energy to resist the deformation in the initial period of the collision is formed among the auxiliary longitudinal beam of the vehicle body, the second bracket 5 and the front end frame 2, so that the capacity of the quadrilateral closed structure for resisting the deformation in the initial period of the front collision 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 parts in the initial stage of collision, so that the function of the front cabin area controller 6 is not lost, and 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 simultaneously, in order to reduce the use of parts, reduce assembly complexity, reduce production cost, and improve assembly efficiency, the embodiment of the application provides a specific assembly structure, see 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 are fixedly connected through the first fastener 7, the embodiment utilizes the first fastener 7 to fix 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 together, and avoid the end plate of the anti-collision beam 3 and the front end frame 2 to be fixed by adopting some fasteners, and simultaneously, the second mounting area 42 of the first bracket 4 and the longitudinal beam end plate of the front end frame 2 and the vehicle body longitudinal beam 1 are fastened by adopting other fasteners, so that the use of parts can be greatly reduced, and the assembly efficiency is improved.

In addition, if the end plate of the impact beam 3 is fixed to the front end frame 2 by one first fastener 7, the second mounting area 42 of the first bracket 4 is fixed to the front end frame 2 and the side member end plate of the vehicle body side member 1 by the other first fastener 7, and when a collision occurs, the collision impact force is transmitted from the impact beam 3 to the front end frame 2 first, then transferred through the front end frame 2, and then reaches the side member end plate of the vehicle body side member 1, 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 installation 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 same first fastener 7, so that collision impact force is directly transmitted to the vehicle body longitudinal beam 1 after passing through the first fastener 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, such as nuts and bolts, or rivet nuts and bolts as shown in fig. 8, which are provided on the second mounting areas 42 of the front end frame 2 and the first bracket 4, and bolts screwed to the end plate of the impact beam 3, the rivet nuts, and the side member end plate of the side member 1.

In order to fix the first mounting area 41 of the first bracket 4 with the front end frame 2 and fix the second bracket 5 with the front end frame 2, and simultaneously, in order to reduce the use of parts, reduce assembly complexity, reduce production cost, and improve assembly efficiency, the embodiment of the application provides a specific assembly structure, see fig. 8, the first mounting areas 41 of the second bracket 5, the front end frame 2 and the first bracket 4 are arranged in a vertically stacked manner, and are fixedly connected through the first fastener 7, the first mounting areas 41 of the second bracket 5, the front end frame 2 and the first bracket 4 are fixed together by using the first fastener 7, the first mounting areas 41 of the first bracket 4 are prevented from being fixed with the front end frame 2 by adopting some fasteners, and simultaneously, the second bracket 5 and the front end frame 2 are fastened by adopting other fasteners, so that the use of parts can be greatly reduced, the production cost is reduced, and the assembly efficiency is improved. The same first fastener 7 is adopted to connect the second bracket 5, the front end frame 2 and the first bracket 4, and collision impact force can be directly transmitted to the second bracket 5 after passing through the first fastener 7, so that the front end frame 2 is protected to a certain extent, and the maintenance cost is reduced.

Referring to fig. 8, the first fastener 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, the embodiment of the present application shows a specific structure of the first bracket 4, 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 region 41 is provided with a first mounting hole 410, and the first mounting region 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 side member 1 by a first fastener 7 provided in the second mounting hole 420.

The first fastening member 7 of the first mounting hole 410 and the first fastening member 7 of the second mounting hole 420 may be the same fastening member or may be different fastening members, and the present application is not strictly limited as long as the fastening is achieved.

The front end frame 2 is generally in a frame shape, and has a large number of reinforcing partitions inside, so that in order to enhance the fastening effect of the first bracket 4, as shown in fig. 2 and 4, at least one of the left and right ends of the main body portion 40 of the first bracket 4 is bent to form a fourth mounting region 44, a fourth mounting hole 440 is provided in the fourth mounting region 44, and the fourth mounting region 44 is fixed to the front end frame 2 by a second fastening member 8 provided in the fourth mounting hole 440.

The second fastening member 8 may be a blind rivet nut and bolt structure as the first fastening member 7, or a nut and bolt structure, and is selected according to the actual assembly requirement.

The collision sensor of the automobile is a control signal input device in the air bag system, and the control signal input device is used for detecting the collision intensity signal of the automobile by the collision sensor when the automobile collides, then inputting the intensity signal into an air bag computer, and the air bag computer judges whether to detonate the inflating element to inflate the air bag according to the signal of the collision sensor.

If the collision sensor is arranged on the white car body, the signal accuracy is too low, and the signal cannot be acquired in time at the initial stage of collision, so that the airbag is exploded; if the sensor is arranged on the anti-collision beam, the sensor is arranged at an excessively low position due to the excessively low position of the anti-collision beam, the sensor is easy to collide when the impact at a low speed and the obstacle is relatively low, and the airbag is easy to be exploded by mistake, and when the impact at a high speed and the obstacle is relatively high (the anti-collision beam does not participate in the impact), the signal is easy to be received, so that the airbag is exploded by mistake or even not exploded.

Accordingly, in some related art, a manner is adopted in which the collision sensor is mounted on a front end frame, and the present front end frame includes a plastic-coated steel type front end frame, a pure plastic type front end frame, and a pure iron type front end frame.

For the plastic-covered steel type front end frame, on one hand, the front end frame has heavy overall weight and high cost, and does not meet the light weight requirement of the existing vehicle; on the other hand, the plastic-coated steel is produced by fixing the metal insert in the cavity of the mold during plastic injection molding, and coating the metal insert in the plastic after injection molding, wherein 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 inserts are required to be continuous and flat metal plates, so that the arrangement and the assembly of surrounding environment parts are not facilitated.

For the pure plastic front end frame, the high-frequency vibration signal cannot be effectively transmitted due to the limitation of the elastic modulus of plastic materials, and the accuracy is low.

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, welding and splicing are adopted, a size chain is long, accuracy control is difficult, and appearance quality is not facilitated.

In view of the various defects of the front end frames of different types when the collision sensor is arranged, in order to facilitate light weight, the accuracy of the collision sensor is improved, the correct explosion of the air bag under various working conditions is ensured, and the occurrence probability of false explosion, delayed explosion and even non-explosion is reduced. Referring to fig. 2, 4, 5 and 8, in some preferred embodiments, the front end frame 2 is made of plastic, the first bracket 4 is made of metal, and the second bracket 5 may be made of metal; the first bracket 4 is further provided with a third mounting area 43, the third mounting area 43 is located between the first mounting area 41 and the second mounting area 42, the third mounting area 43 is connected with the middle part of the front end frame 2, the third mounting area 43 is formed with a mounting position for mounting the collision sensor 9, and the mounting position is located on the wall surface of the first bracket 4, which is away from the front end frame 2.

Specifically, the third mounting region 43 is provided with a third mounting hole 430, and the third mounting region 43 is fixed to the front end frame 2 by a first fastener 7 provided in the third mounting hole 430, and the collision sensor 9 is mounted in the third mounting region 43 by the first fastener 7.

As shown in fig. 8, the collision process of the embodiment of the present application is as follows:

when collision occurs in the collision direction, the signal transmission path is:

crash box on crash-Liang crash-beam-end plate of crash-beam, then split into two branches:

the first branch is: front end frame 2→first bracket 4→collision sensor 9;

the second branch is: first fastening 7→first bracket 4→collision sensor 9.

From the above-mentioned signal transmission path, the end plate of the impact beam is divided into two paths, wherein the front end frame is made of pure plastic material, so that the first branch is made of plastic transmission path, the first bracket 4 is made of metal material, and the second branch is made of metal transmission path.

For metal materials, the elastic modulus is generally far greater than that of plastic materials, for example, the elastic modulus of PP-LGF30 is 4100Mpa, which is 1/50 of that of metal 210000 Mpa; the metal material can transmit low-frequency vibration signals and high-frequency vibration signals, so that the metal transmission path can ensure a wider signal frequency range, such as 1-2000Hz; and because the elastic modulus of the plastic material is smaller, the high-frequency vibration signal can not be effectively transmitted, but the low-frequency vibration signal, such as 1-500Hz, can be transmitted.

When vibration signal transmission is carried out, the signals transmitted to the collision sensor through the plastic transmission path are low-frequency vibration signals, the signals transmitted to the collision sensor through the metal transmission path are low-frequency vibration signals and high-frequency vibration signals, and the low-frequency clutter can be filtered out by combining the vibration signals of the two transmission paths, so that the interference degree of the signals is reduced, and the accuracy of the collision sensor is improved.

Meanwhile, the front end frame is of a pure plastic structure, so that the weight is lighter, the weight is facilitated, the structural plasticity is strong, and the arrangement and the installation of surrounding environment parts are facilitated.

The arrangement position of the collision sensor has a certain height, which is generally the same as the height of the headlight, when the collided object is lower, the signal is transmitted to the collision sensor through the collision prevention beam during high-speed collision, so that the normal detonation of the air bag is ensured, and the obstacle can not strike the collision sensor during low-speed collision, and false explosion can not be caused; when the collision object is higher, the collision beam does not participate in collision, and the collision sensor receives signals through the first bracket and is normally detonated.

In addition, since the installation position is located on the wall surface of the first bracket 4 deviating from the front end frame 2, the collision sensor 9 is located in the buffer cavity 60 after being installed, the collision sensor 9 is protected by the front end frame, the first bracket and the second bracket, the degree of the collision sensor 9 being directly impacted or extruded during severe collision can be reduced, the connecting wire harness is prevented from being cut off, signals are transmitted before the function is lost, and the functional reliability is ensured.

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 side sill of the vehicle body 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 fastening piece 7 can be a nut and a bolt, or can be a rivet nut and a bolt; the third fastener 10 may be a nut and bolt, or a blind rivet nut and bolt.

Referring to fig. 3, 9 and 10, the second bracket 5 is bent to form a bent portion, a seventh mounting hole 52 is provided in the bent portion, and the second bracket 5 is fixed to the front end frame 2 and/or the first bracket 4 by a first fastener 7 provided in the seventh mounting hole 52. The first fastener 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. As shown in fig. 9 and 10, there are two seventh mounting holes 52, one of which seventh mounting holes 52 fixes the second bracket 5 to the front end frame 2, and the other seventh mounting hole 52 sequentially stacks and fixes the second bracket 5 to the front end frame 2 and the first bracket 4.

Referring to fig. 3, the second bracket 5 is further provided with an eighth mounting hole 53 for mounting a headlight; the second bracket 5 is also provided with a ninth mounting hole 54 for mounting a hair mask pull-lock wire.

In order to facilitate the assembly of the front cabin area controller 6, as shown in fig. 4, 5 and 6, the 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 area controller 6 is mounted on the controller mounting bracket 11.

In order to prevent the wire harness from being cut by the sheet metal to cause power failure when in collision deformation, referring to fig. 5, the edge of the controller mounting bracket 11 is provided with a flanging 110 for preventing the wire harness from being cut, thereby ensuring the integrity of the controller function in the front cabin area.

Embodiments of the present application also provide a vehicle including a protection structure of a front cabin area controller as described in any one of the above.

In the description of the present application, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of description of the present application and simplification of the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

It should be noted that in this 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. Moreover, 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 phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The foregoing is merely a specific embodiment of the application to enable one skilled in the art to understand or practice the 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 structure of a front compartment area controller, characterized in that it comprises:

a body side member (1);

a front end frame (2);

an anti-collision beam (3), the end plate of which is connected with the front end frame (2);

a first bracket (4) having a first mounting region (41) at an upper portion thereof fitted to the front end frame (2) and a second mounting region (42) at a lower portion thereof fitted between the front end frame (2) and a side member end plate of the side member (1);

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 (5), the anti-collision beam (3), the front end frame (2) and the longitudinal beam (1) of the vehicle body; the second bracket (5), the front end frame (2) and the first mounting area (41) of the first bracket (4) are arranged in a vertically stacked mode and are fixedly connected through a first fastener (7).

2. The protection structure of the front compartment area controller according to claim 1, wherein:

the end plate of the anti-collision beam (3), the front end frame (2), the second installation area (42) of the first bracket (4) and the longitudinal beam end plate of the longitudinal beam (1) of the vehicle body are sequentially arranged and fixedly connected through a first fastener (7).

3. The protection structure of the front compartment area controller according to claim 1, wherein:

the first bracket (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 installation area (41) and a second installation area (42);

a first mounting hole (410) is formed in the first mounting region (41), and the first mounting region (41) is fixed on the front end frame (2) through a first fastener (7) arranged in the first mounting hole (410);

the second mounting area (42) is provided with a second mounting hole (420), and the second mounting area (42) is fixed between the front end frame (2) and a longitudinal beam end plate of the longitudinal beam (1) of the vehicle body through a first fastener (7) arranged in the second mounting hole (420).

4. The protection structure of the front compartment area controller according to claim 1, wherein:

the front end frame (2) is made of plastic, and the first bracket (4) is made of metal;

the first bracket (4) is further provided with a third installation area (43), the third installation area (43) is connected with the middle part of the front end frame (2), the third installation area (43) is provided with an installation position for installing the collision sensor (9), and the installation position is positioned on the wall surface of the first bracket (4) deviating from the front end frame (2).

5. The protection structure of the front compartment area controller according to claim 4, wherein:

the third mounting area (43) is provided with a third mounting hole (430), the third mounting area (43) is fixed on the front end frame (2) through a first fastener (7) arranged in the third mounting hole (430), and the collision sensor (9) is mounted in the third mounting area (43) through the first fastener (7).

6. The protection structure of the front compartment area controller according to claim 1, wherein: the second bracket (5) is provided with a fifth mounting hole (50) and a sixth mounting hole (51), the second bracket (5) is fixed on the auxiliary longitudinal beam of the vehicle body through a third fastener (10) arranged in the fifth mounting hole (50), and the second bracket (5) is fixed on the front end frame (2) through a first fastener (7) arranged in the sixth mounting hole (51).

7. The protection structure of the front compartment area controller according to claim 6, wherein:

the second bracket (5) is bent to form a bending part, a seventh mounting hole (52) is formed in the bending part, and the second bracket (5) is fixed on the front end frame (2) and/or the first bracket (4) through a first fastener (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 the headlight;

and/or the second bracket (5) is also provided with a ninth mounting hole (54) for mounting the hair mask zipper wire.

8. The protection structure of the front compartment area controller according to claim 1, wherein: the automobile body longitudinal beam (1) is provided with a controller mounting bracket (11), and the controller mounting bracket (11) is positioned in the buffer cavity (60).

9. The protection structure of the front compartment area controller according to claim 8, wherein: the edge of the controller mounting bracket (11) is provided with a flanging (110) for preventing the wire harness from being cut.

10. A vehicle characterized in that it comprises a protective structure of a front compartment area controller according to any one of claims 1-9.

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