CN119058824B - Front body structure and vehicle - Google Patents

Abstract

The invention provides a front structure of a vehicle body and a vehicle, the front structure of the vehicle body comprises a front engine room, the front engine room is provided with front engine room longitudinal beams which are arranged on the left side and the right side respectively, energy absorption boxes connected to the front ends of the front engine room longitudinal beams on the two sides, and front anti-collision beams connected with the energy absorption boxes on the two sides, in the left and the right directions of the whole vehicle, the center line m of each energy absorption box on the two sides in the front and the rear directions of the whole vehicle and the center line n of the front engine room longitudinal beams on the same side in the front and the rear directions of the whole vehicle are satisfied, and the center line m is positioned on one side, close to the outside of the vehicle, of the center line n. According to the front structure of the vehicle body, the energy-absorbing box is outwards offset relative to the longitudinal beam of the front engine room, so that the barrier is prevented from slipping off the energy-absorbing box in offset collision, particularly in a 64SOL collision working condition, the energy-absorbing box can be ensured to participate in collision energy absorption, and the whole vehicle collision safety is improved.

Description

Front structure of vehicle body and vehicle

Technical Field

The invention relates to the technical field of vehicle parts, in particular to a front structure of a vehicle body. Meanwhile, the invention also relates to a vehicle provided with the vehicle body front structure.

Background

With the increasing demands of people on the safety of vehicles, how to optimize the vehicle body structure to improve the safety performance becomes an important research content of the industry. The collision performance of a vehicle is an important indicator for measuring the safety of the vehicle. Among various collision conditions, the performance of a frontal collision has the greatest effect on the safety of members in the cab, and is a key to influencing the collision performance of a vehicle.

At present, due to unreasonable design of a front structure of a vehicle body, the utilization rate of the front structure of the vehicle body is low during frontal collision, and the energy absorption and transmission efficiency of collision force is low. For example, in a vehicle under a 56FF (front collision with a vehicle speed of 56KM/h and an overlap of 100%) collision condition, the front wheel cover side sill absorbs energy mainly near the front cabin side sill due to the energy absorption lag of the collision force, and the weight of the front cabin side sill needs to be increased to ensure the collision safety.

For another example, in a 64SOL (front collision with a vehicle speed of 64KM/h and an overlapping amount of 15%), due to a small overlapping amount of barrier, the front cabin longitudinal beam and the auxiliary frame longitudinal beam cannot effectively participate in collision force transmission, and the two force transmission channels have low utilization efficiency, and mainly absorb energy and transmit force by the front wheel cover side beam, so that the weight of the front wheel cover side beam is increased to ensure the collision safety. In particular, in the 64SOL collision test working condition, the barrier is easy to slip from the energy absorption box, so that the energy absorption and force transmission effects of the energy absorption box on collision force are affected.

In addition, in a collision working condition of 50MPDB (the vehicle speed is 50KM/h, and the overlapping amount is 50 percent of frontal collision), the problems of energy absorption and force transmission hysteresis of the side sill of the front wheel cover exist, and the weight of the front cabin longitudinal beam and the auxiliary frame longitudinal beam needs to be increased simultaneously to ensure the collision safety. While the manner of increasing the weight of the force transmission structure can improve the force transmission performance of the front part of the vehicle body, it also results in an increase in production cost.

Disclosure of Invention

In view of the above, the present invention aims to provide a front structure of a vehicle body, so as to prevent the barrier from slipping off the energy-absorbing box and improve the collision energy-absorbing effect of the energy-absorbing box.

In order to achieve the above purpose, the technical scheme of the invention is realized as follows:

A front structure of a vehicle body comprises a front cabin, wherein the front cabin is provided with front cabin longitudinal beams which are arranged on the left side and the right side respectively, energy absorption boxes which are connected to the front ends of the front cabin longitudinal beams on the each side, and front anti-collision beams which are connected with the energy absorption boxes on the two sides, a central line m of the energy absorption boxes on the each side along the front-rear direction of the whole vehicle and a central line n of the front cabin longitudinal beams on the same side along the front-rear direction of the whole vehicle are arranged on the left side and the right side of the whole vehicle, and the central line m is positioned on one side, close to the outside of the vehicle, of the central line n.

Furthermore, the width k of the projection of the energy-absorbing boxes on each side in the up-down direction of the whole vehicle is not smaller than 90mm, wherein the width k is the width of the projection in the left-right direction of the whole vehicle.

The front cabin is further provided with front shock towers connected to the front cabin longitudinal beams on all sides and front wheel cover side beams connected with the front shock towers on all sides, the front ends of the front wheel cover side beams on all sides are connected with the front ends of the front cabin longitudinal beams on the same side, the center line p of the front ends of the front wheel cover side beams on all sides points to the radial center of the rear ends of the energy absorption boxes on the same side, and the center line p of the front ends of the front wheel cover side beams is the center line arranged along the length direction of the front wheel cover side beams.

Furthermore, the front ends of the front cabin side beams on each side are respectively connected with extension beams, each extension beam is connected to one side, facing the outside of the vehicle, of the front cabin side beam on the same side in the left-right direction of the whole vehicle, and the front ends of the front wheel cover side beams on each side are connected with the front cabin side beams on the same side through the extension beams.

And/or, the front ends of the side beams of the front wheel cover are respectively provided with an upper lap joint part and a side lap joint part, the upper lap joint parts are lapped on the tops of the extending beams on the same side, and the side lap joint parts are lapped on one side, facing the rear of the vehicle, of the extending beams on the same side.

Further, in the left-right direction of the whole vehicle, the front ends of the front wheel cover side beams on each side are close to the edge x of one side outside the vehicle, and the energy-absorbing boxes on the same side are close to the edge y of one side outside the vehicle, and the edge x and the edge y are flush or nearly flush in the front-back direction of the whole vehicle.

Further, each side of the energy absorption box comprises a box body extending along the front-rear direction of the whole car; the box body is composed of a plurality of spiral surfaces which are sequentially connected along the circumferential direction of the box body, and each spiral surface extends to the other end of the box body in a spiral mode from one end of the box body along the extending direction of the box body.

Further, the box body is completely overlapped with the box body after rotating by an integral multiple of 45 degrees around the axis of the box body, and/or the diameters of the circumscribing circles on the cross section of the box body are gradually increased from the middle part of the box body to the front end and the rear end of the box body in the extending direction of the box body.

Further, each spiral surface is concavely arranged towards the inner side of the box body, a concave trough structure is formed in each spiral surface, a convex crest structure is formed between two adjacent spiral surfaces, and/or the spiral surfaces in the energy absorption boxes on two sides are opposite in rotation direction.

Furthermore, each side of the energy absorption box comprises a box body extending along the length direction of the whole vehicle, the cross section of the box body is in a center-symmetrical octagon shape, the width w of the cross section of the box body in the width direction of the whole vehicle and the height h of the cross section of the box body in the height direction of the whole vehicle meet the condition that w is more than h.

Further, the box body is provided with two transverse wall plates which are oppositely arranged in the height direction of the whole car, two vertical wall plates which are oppositely arranged in the width direction of the whole car, and four inclined wall plates which are sequentially arranged along the circumferential direction of the box body, wherein each inclined wall plate is connected between the adjacent transverse wall plate and the vertical wall plate, and the width a1 of the transverse wall plate, the width a2 of the vertical wall plate and the width a3 of the inclined wall plate meet the conditions that a1> a2> a3.

Further, a reinforcing piece and a reinforcing rib plate which connects the reinforcing piece in the box body are arranged in the box body, the reinforcing piece extends along the length direction of the whole car and is positioned at the center of the cross section of the box body, the reinforcing rib plates are arranged at intervals along the circumferential direction of the reinforcing piece, and/or each corner position of the box body is provided with a crumple structure, and each crumple structure at each corner position is arranged at intervals along the length direction of the whole car.

The front engine room is characterized by further comprising a front auxiliary frame connected to the bottom of the front engine room, wherein the left side and the right side of the front end of the front auxiliary frame are connected with the front engine room through front auxiliary frame mounting points, and in the up-down direction of the whole engine, the front auxiliary frame mounting points on each side are aligned with the central line of the energy absorption box on the same side.

Compared with the prior art, the invention has the following advantages:

According to the front structure of the vehicle body, the energy-absorbing box is outwards offset relative to the longitudinal beam of the front engine room, so that the barrier is prevented from slipping off the energy-absorbing box in offset collision, particularly in a 64SOL collision working condition, the energy-absorbing box can be ensured to participate in collision energy absorption, and the whole vehicle collision safety is improved.

According to the invention, by setting the width of the energy-absorbing box, the barrier can be better prevented from slipping off the energy-absorbing box during offset collision, and the collision safety is further improved. The front end of the front wheel cover side beam is connected with the front end of the front engine room longitudinal beam, the center line of the front wheel cover side beam points to the radial center of the rear end of the same-side energy absorption box, the front wheel cover side beam can timely participate in collision energy absorption during collision, and the transmission and dispersion of collision force at the energy absorption box to the front wheel cover side beam are facilitated.

Through setting up the extension beam, can be convenient for realize the connection between front wheel casing boundary beam and the front cabin longeron, also can reduce the cost of preparation of front cabin longeron simultaneously. The front wheel cover side beam is connected with the extension beam through the upper lap joint part and the side lap joint part, so that the connection reliability between the upper lap joint part and the side lap joint part can be increased, and the effective transmission of the collision force to the front wheel cover side beam is ensured.

And secondly, the edges of the front wheel cover side beams and the energy absorption boxes, which are close to one side outside the vehicle, are flush or approach to flush, so that the continuity of a force transmission path between the energy absorption boxes and the front wheel cover side beams can be increased, and the transmission effect of collision force between the two is improved. The box body is formed by the spiral surfaces which are sequentially connected, so that crushing and energy absorption of the energy absorption box can be facilitated during collision, the energy absorption effect of the energy absorption box can be improved, and the collision safety of a vehicle can be improved. The diameter of the circumcircle on the cross section of the box body is gradually increased from the middle part to the two ends, so that different positions of the energy-absorbing box have different crumpling opportunities, and the crumpling energy-absorbing effect of the energy-absorbing box is improved.

In addition, trough structures are formed in each spiral surface, wave crest structures are formed between adjacent spiral surfaces, so that the cross-sectional force of the energy-absorbing box body is improved, the energy-absorbing effect is improved, the spiral surfaces in the energy-absorbing boxes on two sides are opposite in rotation direction, the energy-absorbing boxes can be restrained from toppling, and the use effect of the energy-absorbing boxes is guaranteed. The cross section of the box body adopts the centrosymmetric octagon, so that the box body has better structural strength, the thickness of the energy-absorbing box material is reduced, the width of the cross section of the box body is larger than the height, the energy-absorbing box can better participate in collision energy absorption under the working condition of small overlapping collision, and the safety of collision is improved.

The width arrangement of the transverse wall plate, the vertical wall plate and the inclined wall plate can meet the overall width and height arrangement requirements of the energy-absorbing box, and is beneficial to the design of box body connection. The cross-section force of the energy-absorbing box can be improved through the arrangement of the reinforcing piece and the reinforcing rib plate, the energy-absorbing energy during collision is increased, and the crumple structure is arranged at the edge of the box body, so that crumple energy-absorbing of the energy-absorbing box during collision is facilitated. Through making the sub vehicle frame front mounting point of preceding sub vehicle frame align with the energy-absorbing box central line, can do benefit to the collision force of energy-absorbing box department and fully transmit forward sub vehicle frame, can increase collision force transmission dispersion effect, help promoting collision safety.

Another object of the present invention is to provide a vehicle having the vehicle body front structure described above.

The vehicle of the invention has the same beneficial effects as the vehicle body front structure described above with respect to the prior art, and will not be described in detail herein.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:

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

FIG. 2 is a top view of FIG. 1;

FIG. 3 is a schematic view illustrating a structure of a front nacelle according to an embodiment of the invention;

FIG. 4 is a schematic structural view of a front cabin rail, an energy absorber box and a front wheel cover side rail according to an embodiment of the present invention at a first view angle;

FIG. 5 is a schematic structural view of a front cabin rail, an energy absorber box and a front wheel cover side rail according to an embodiment of the present invention at a second view angle;

FIG. 6 is a schematic structural view of a front cabin rail, an energy absorber box and a front wheel cover side rail according to an embodiment of the present invention at a third view angle;

fig. 7 is an enlarged view of a portion a of fig. 6;

FIG. 8 is a top view of FIG. 5;

FIG. 9 is a bottom view of FIG. 5;

fig. 10 is a schematic structural view of a front subframe according to an embodiment of the invention;

FIG. 11 is a schematic structural view of an energy absorber box and a front bumper beam according to an embodiment of the present invention;

FIG. 12 is a schematic structural view of an energy absorber box according to an embodiment of the present invention at a first viewing angle;

FIG. 13 is a schematic structural view of an energy absorber box according to an embodiment of the present invention at a second view angle;

FIG. 14 is a schematic structural view of an energy absorber box according to an embodiment of the present invention at a third viewing angle;

FIG. 15 is a schematic view of a peak structure and a trough structure according to an embodiment of the present invention;

FIG. 16 is a schematic view of a force transmission path of a collision force according to an embodiment of the invention;

FIG. 17 is a schematic structural view of a crash box and a front bumper beam according to a second embodiment of the present invention;

FIG. 18 is a schematic structural view of a crash box according to a second embodiment of the invention;

FIG. 19 is a schematic view of a crash box according to a second embodiment of the invention in another view;

fig. 20 is a schematic end-face structure of an energy-absorbing box according to a second embodiment of the invention.

Reference numerals illustrate:

1. An energy absorption box; 2, a front engine room longitudinal beam, 3, a front anti-collision beam, 4, a front wheel cover side beam, 5, a subframe longitudinal beam;

100. 200, auxiliary frame;

101. Transverse wall plate, 102, vertical wall plate, 103, inclined wall plate, 104, reinforcing piece, 105, reinforcing rib plate, 106, crumple structure, 107, spiral surface, 108, box body, 109, crest structure, 110, trough structure, 111, first end plate, 112, second end plate;

201. Front shock absorber tower, 202, extension beam, 203, front mounting point of subframe, 204, middle mounting point of subframe, 205, rear mounting point of subframe;

301. a mounting plate;

401. 402, side lap;

501. The auxiliary frame comprises an auxiliary frame front beam, an auxiliary frame middle beam, an auxiliary frame rear beam, an auxiliary frame front connecting piece, an auxiliary frame middle connecting piece, an auxiliary frame rear connecting piece, 507, an extension arm, 508, an auxiliary frame anti-collision plate, 509 and a connecting arm.

Detailed Description

It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.

In the description of the present invention, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the components may be fixedly connected, detachably connected or integrally connected, mechanically connected or electrically connected, directly connected or indirectly connected through an intermediate medium, or communicated with each other. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in combination with specific cases.

The invention will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a vehicle body front structure to improve safety of a vehicle in offset collision, particularly 64SOL collision conditions.

As shown in fig. 1 and 2, the vehicle body front structure includes a front cabin 100, the front cabin 100 having front cabin stringers 2 provided separately on the left and right sides, energy-absorbing boxes 1 connected to the front ends of the front cabin stringers 2 on each side, and a front impact beam 3 connected to the energy-absorbing boxes 1 on both sides. In the left-right direction of the whole vehicle, the center line m of each side energy absorption box 1 along the front-rear direction of the whole vehicle and the center line n of the front cabin longitudinal beam 2 on the same side along the front-rear direction of the whole vehicle satisfy that the center line m is positioned on one side of the center line n, which is close to the outside of the vehicle.

According to the vehicle body front structure, the energy-absorbing box 1 is outwards offset relative to the front cabin longitudinal beam 2, so that the barrier is prevented from slipping off the energy-absorbing box in offset collision, particularly in a 64SOL collision working condition, the energy-absorbing box 1 can be ensured to participate in collision energy absorption, and the whole vehicle collision safety is improved.

Specifically, referring to fig. 8, the relationship between the center line m and the center line n is shown to highlight the relationship between the ipsilateral front side member 2 and the crash box 1, and only a part of the structure on the left side of the front portion of the vehicle body is schematically shown. Since the structure of the crash box 1 is regular as a whole, the center line m in this embodiment refers to a line connecting the center points of the multiple cross sections of the crash box 1. Although the shape of the front cabin longitudinal beam 2 in the front-rear direction of the whole vehicle is not completely regular, the whole vehicle is still straight, so that the central line points of a plurality of cross sections on the front cabin longitudinal beam 2 can be still connected, the offset points are removed, and the obtained connecting line is the central line n.

As a specific embodiment, still referring to fig. 8, the projection distance l of both the center line m and the center line n in the up-down direction of the whole vehicle is 50mm, which has a better use effect. Of course, the projection distance l can also be determined according to the use requirement.

In this embodiment, compared with the scheme that the center line m is arranged outside relative to the center line n and the scheme that the center line m is aligned with the center line n in the prior art, in the offset collision, especially in the 64SOL collision working condition, the crash box 1 can timely transmit the collision force to the front cabin longitudinal beam 2 through the cooperation of the front cabin longitudinal beam 2, the bearing capacity of the crash box 1 when colliding with a barrier can be improved, and the barrier is prevented from slipping off the crash box 1.

As a preferred embodiment, as shown in fig. 9, the width k of each side crash box projected in the up-down direction of the entire vehicle 1 in this example is not less than 90mm. The width k is the projected width along the left-right direction of the whole vehicle. Through the arrangement of the width of the energy-absorbing box 1, the barrier can be better prevented from slipping off the energy-absorbing box 1 when the central line m is offset and bumped on the basis of being arranged outside the central line n, and the projected width k can be 90mm, 95mm or 98mm and the like when the specific implementation of the collision safety is further improved, and specific numerical values can be determined according to requirements.

In the present embodiment, as shown in fig. 1 to 3, the front nacelle 100 further has a front shock tower 201 connected to each side front nacelle rail 2, and a front wheel house side rail 4 connected to each side front shock tower 201. The front ends of the front wheel cover side beams 4 on each side are connected with the front ends of the front cabin longitudinal beams 2 on the same side, and the central line p of the front ends of the front wheel cover side beams 4 on each side points to the radial center of the rear ends of the energy absorption boxes 1 on the same side.

Wherein, the central line p of the front end of the front wheel cover boundary beam 4 is the central line arranged along the length direction of the front wheel cover boundary beam 4. Here, through the front end of the front wheel cover boundary beam 4 being connected with the front end of the front cabin longitudinal beam 2, and the center line p of the front end of the front wheel cover boundary beam 4 pointing to the radial center of the rear end of the ipsilateral energy absorption box 1, the front wheel cover boundary beam 4 can participate in collision energy absorption in time during collision, and the transmission and dispersion of collision force at the energy absorption box 1 to the front wheel cover boundary beam 4 are facilitated.

In detail, referring to fig. 4 and 8, the bottom of the front shock absorber 201 on the same side is connected to the front cabin side frame 2, and the bottom of the front wheel house side frame 4 is connected to the front shock absorber 201. The height of the front section of the front wheel cover side beam 4 is gradually lowered along the direction from the rear to the front, and meanwhile, the distance between the front section of the front wheel cover side beam 4 and the front cabin longitudinal beam 2 in the whole vehicle acting direction is gradually reduced so as to be connected with the front end of the front cabin longitudinal beam 2, so that the center line p points to the radial center of the rear end of the energy absorption box 1. Moreover, the front shock absorber 201, the front wheel cover side beam 4 and the front cabin longitudinal beam 2 on the same side are connected to form a triangular space, so that the structural strength of the three components is improved.

As a preferred embodiment, the front end of the front wheel house side rail 4 is connected to the front cabin side rail 2 in order to facilitate connection. Referring to fig. 1,4 and 5, extension beams 202 are connected to the front ends of the front side frames 2 on the respective sides, and each extension beam 202 is connected to the side of the front side frame 2 on the same side facing the outside of the vehicle in the lateral direction of the entire vehicle. The front ends of the front wheel house side rails 4 are connected to the ipsilateral front cabin longitudinal beam 2 by extension beams 202.

As shown in fig. 8, each side extension beam 202 is disposed obliquely outward and forward. The arrangement can guide the collision force to be transmitted rearward along the front cabin longitudinal beam 2, and can increase the collision force transmission effect at the time of collision. Structurally, the extension beam 202 is inclined forward along the left-right direction of the whole vehicle, and extends out of the energy absorption box 1, and the front end of the front wheel cover side beam 4 is connected with one end of the extension beam 202 facing the vehicle. To ensure the structural strength of the extension beam 202, the cross section of one end of the extension beam 202 connected to the front cabin rail 2 is reduced in the outward direction, and the front side of the extension beam 202 is welded to the second end plate 112 at the rear end of the crash box 1.

As a preferred embodiment, as shown in fig. 6 and 7, the front end of each side front wheel cover side rail 4 is provided with an upper lap portion 401 and a side lap portion 402, the upper lap portion 401 overlapping the top of the same-side extension beam 202, and the side lap portion 402 overlapping the side of the same-side extension beam 202 facing the rear of the vehicle. In the present embodiment, the front wheel house side beam 4 is connected to the extension beam 202 through the upper lap portion 401 and the side lap portion 402, and the connection reliability between the two can be increased. In particular, the extension beam 202 can give a better supporting effect to the front wheel house side beam 4 in the entire vehicle height direction, ensuring an effective transmission of the collision force to the front wheel house side beam 4. In addition, to further enhance the connection, the side lap 402 may be connected to the extension beam 202 by means of upper and lower double row welding.

Preferably, as shown in fig. 8, the connection point of the front end of the front wheel house side beam 4 with the extension beam 202 is located outside the center line m such that the center line m is located between the center line n and the center line p. And the front ends of the front cabin side members 2, the front ends of the front wheel cover side members 4 and the rear ends of the energy-absorbing boxes 1 are gathered together, so that the collision force transmitted to the energy-absorbing boxes 1 can be dispersed and transmitted backward through the front cabin side members 2 and the front wheel cover side members 4 on the left and right sides at the same time when the vehicle collides with different front surfaces.

Further, in the present embodiment, as shown in fig. 8, in the left-right direction of the entire vehicle, the front end of each side front wheel house side beam 4 is close to the rim x of the vehicle exterior side, and the rim y of the same side crash box 1 is close to the vehicle exterior side, both of which are flush or nearly flush in the front-rear direction of the entire vehicle.

The edge x and the edge y are approximately flush, for example, an angle formed between the two edges may be in a range of 0 ° to 10 °, and specifically may be 1 °, 3 °,5 °,8 ° or 10 °. And the front wheel cover boundary beam 4 is flush with or approaches to the flush with the edge of the side, close to the outside of the vehicle, of the energy-absorbing box 1, so that the continuity of a force transmission path between the energy-absorbing box 1 and the front wheel cover boundary beam 4 can be increased, and the transmission effect of collision force between the two is improved. It should be noted that, the fact that the edge x is flush with the edge y or approaches to be flush means that the projection of the edge x and the edge y in the up-down direction of the whole vehicle is collinear or approximately collinear.

To further enhance the effect of use of the vehicle body front structure, as shown in fig. 1 and 10, the vehicle body front structure in this embodiment further includes a front subframe 200 attached to the bottom of the front cabin 100. The left and right sides of the front end of the front subframe 200 are connected to the front cabin 100 through the subframe front mounting point 203, and in the up-down direction of the whole vehicle, each side subframe front mounting point 203 is aligned with the center line m of the same side energy absorption box 1.

As shown in fig. 9, each side sub-frame front mounting point 203 is aligned with the center line m of the ipsilateral crash box 1, meaning that the projection of each side sub-frame front mounting point 203 in the vehicle up-down direction is located on the center line m. Here, by aligning the subframe front mounting point 203 of the front subframe 200 with the center line m of the crash box 1, it is possible to facilitate sufficient transmission of the collision force at the crash box 1 to the front subframe 200, increase the collision force transmission dispersion effect, and contribute to improvement of the collision safety.

In the present embodiment, an exemplary structure of the front subframe 200 is shown in fig. 10, which includes two subframe rails 5 provided separately on the left and right sides and extending in the front-rear direction of the entire vehicle, and a subframe front cross member 501, a subframe center cross member 502, and a subframe rear cross member 503 provided between the two subframe rails 5 and arranged in this order from front to rear. Both ends of the front subframe cross member 501 extend outward, and subframe cross members 5 extending out of the corresponding ends are provided.

As shown in fig. 10, the intersection of the subframe rail 5 and the subframe front cross member 501 is provided with a subframe front attachment member 504, and the subframe front attachment point 203 described above is for attachment to the subframe front attachment member 504. The intersection of the auxiliary frame longitudinal beam 5 and the auxiliary frame middle cross beam 502 is provided with an extension arm 507 extending upwards, the top end of each extension arm 507 is provided with an auxiliary frame middle connecting piece 505, and the intersection of the auxiliary frame longitudinal beam 5 and the auxiliary frame rear cross beam 503 is provided with an auxiliary frame rear connecting piece 506. A sub-frame center mounting point 204 and a sub-frame rear mounting point 205 are provided on the front cabin rail 2, respectively. The mid-subframe connection 505 is connected to mid-subframe mounting point 204 and the rear subframe connection 506 is connected to rear subframe mounting point 205. Here the connection between the front subframe 200 and the front nacelle 100.

In addition, the front ends of the front cross members 501 of the auxiliary frame are respectively provided with a connecting arm 509 extending forward, and an auxiliary frame anti-collision plate 508 is connected between the front ends of the two connecting arms 509, and can be positioned below the front anti-collision beam 3, so that the bearing effect of the front part of the vehicle body is improved. In this embodiment, the front subframe 200 has a simple structure and high strength, and has a plurality of annular force transmission structures arranged front and back, which is beneficial to the dispersion and transmission of collision force.

As a preferred embodiment, the crash box 1 in this embodiment includes a box body 108 extending in the front-rear direction of the entire vehicle, the box body 108 is composed of a plurality of spiral surfaces 107 sequentially connected in the circumferential direction of the box body 108, and each spiral surface 107 extends spirally from one end of the box body 108 to the other end of the box body 108 along the extending direction of the box body 108. At this time, in the present embodiment, the case 108 constituting the crash box 1 is formed of the plurality of spiral surfaces 107 connected in sequence, so that crushing and energy absorption of the crash box 1 can be facilitated at the time of a vehicle collision, and the energy absorption effect of the crash box 1 can be improved.

While an exemplary structure of the crash box 1 of the present embodiment is shown in fig. 11 and 12 based on the above general description. At this time, the case 108 is extended in the front-rear direction of the whole vehicle, and both ends of the case 108 have openings, and the extending direction of the case 108, that is, the length direction of the case 108.

Furthermore, as a preferred embodiment, the cartridge 108 is rotated about its own axis by an integer multiple of 45 ° and then fully coincides with itself. That is, after the box 108 rotates about its own axis by an integer multiple of 45 °, each spiral surface 107 on the box 108 is in one-to-one fit with the corresponding spiral surface 107 at the same position before rotation.

Here, the spiral surface 107 on the box 108 can be intermittently axisymmetric along the axis thereof, which not only ensures the uniformity of the structural performance of each position of the box 108, but also facilitates the preparation of the box 108, thereby improving the processing efficiency of the box 108.

As shown in fig. 13, preferably, the spiral surface 107 in the present embodiment is eight uniformly distributed along the circumferential direction of the case 108. The eight spiral surfaces 107 are confirmed by continuous verification, and the energy absorption box 1 has better energy absorption effect. Of course, in the specific implementation, the number of the spiral faces 107 can be adaptively adjusted according to the requirement, so long as the requirement of use is met.

Furthermore, in this embodiment, each spiral surface 107 is concavely disposed toward the inner side of the box 108, and concave trough structures 110 are formed in each spiral surface 107, and convex crest structures 109 are formed between two adjacent spiral surfaces 107. This arrangement helps to increase the cross-sectional force of the cartridge body 108 of the crash box 1, which helps to increase the energy absorbing effect.

Structurally, as shown in fig. 15, the junction between two adjacent spiral surfaces 107 is the highest position of the whole spiral surface 107, so that the convex crest structure 109 is formed. In this embodiment, the spiral surfaces 107 are sequentially connected, so that the peak structure 109 and the trough structure 110 extend from one end of the box 108 to the other end of the box 108 in a spiral manner along the extending direction of the box 108. Through the verification, the energy absorption performance of the energy absorption box 1 is improved by at least 25% through the arrangement of the crest structure 109 and the trough structure 110, so that the energy absorption effect of the energy absorption box 1 is better.

In addition, in this embodiment, the width, the trough structure 110, the rotation direction, the length, etc. of each spiral surface 107 are equal, which is favorable for the structural molding of the box 108 and has better structural strength. Of course, the above structural parameters are all equal, so that the spiral surfaces 107 are regularly arranged, which is also beneficial to ensuring that the box 108 completely coincides with itself after rotating about the axis of the box by an integer multiple of 45 °.

As a preferred embodiment, the diameters of the circumscribed circles on the cross section of the box 108 are gradually increased from the middle of the box 108 to the front and rear ends of the box 108 in the extending direction of the box 108. In this embodiment, the diameter of the circumscribed circle on the cross section of the box body 108 is gradually increased from the middle to the two ends, so that different positions of the energy-absorbing box 1 have different crumple opportunities, which is helpful for improving the crumple energy-absorbing effect of the energy-absorbing box 1. In detail, the circles circumscribing the middle and front and rear ends of the case 108 are shown in fig. 14.

The middle circumscribing circle B located in the middle of the box 108 refers to a circle formed by connecting the peaks of each peak structure 109 on the cross section of the middle of the box 108. The front-end circumscribing circle C located at the front end of the case 108 refers to a circle formed by connecting the peaks of each peak structure 109 on the cross section of the front end of the case 108. The rear-end circumscribing circle D located at the rear end of the case 108 refers to a circle formed by connecting the peaks of each peak structure 109 on the cross section of the rear end of the case 108.

In this embodiment, still referring to fig. 14, the diameter of the circumscribing circle on the cross section of the front end of the case 108 is smaller than the diameter of the circumscribing circle on the cross section of the rear end of the case 108. That is, the diameter of the front end circumscribed circle C is smaller than the diameter of the rear end circumscribed circle D. In the process of transmitting the collision force of the vehicle from front to back, the diameters of the circumscribing circles on the cross sections of the front end and the rear end of the box body 108 are different, so that the installation reliability of the energy-absorbing box 1 and the collapse energy-absorbing performance of the energy-absorbing box 1 can be ensured on the basis that the diameters of the circumscribing circles on the cross section of the box body 108 are gradually changed from the middle part to the two ends, and the collision safety of the vehicle is improved.

In particular, in this embodiment, the diameter of the rear end circumcircle D of the box body 108 is large, for example, the diameter of the rear end circumcircle D may be 107mm, so that the connection reliability between the crash box 1 and the vehicle body longitudinal beam may be ensured. The diameter of the front end circumscribing circle C of the case 108 is small, for example, the diameter of the front end circumscribing circle C can be 95mm, so that the crash box 1 can be easily collapsed and absorbed, and the barrier can be prevented from slipping during offset collision. The diameter of the middle circumcircle B of the box body 108 is smaller than that of the front circumcircle C, for example, the diameter of the middle circumcircle B can be 85mm, which is favorable for further improving the collapsing energy absorbing effect of the energy absorbing box 1. It will be appreciated that the diameter of the circumscribing circle in cross-section at different locations of the cartridge 108 may also be determined based on the needs of the user.

In the case of the crash box 1 according to the present embodiment, the spiral direction of the spiral surface 107 in the crash box 1 on both the left and right sides of the entire vehicle may be reversed as shown in fig. 1. That is, if the spiral 107 in one of the cartridges 1 turns counterclockwise, the spiral 107 in the other cartridge 1 turns clockwise. At this time, the spiral surfaces 107 in the two side energy-absorbing boxes 1 are opposite in rotation direction, so that the energy-absorbing boxes 1 are prevented from toppling, and the reliability of the energy-absorbing boxes 1 is improved.

As a preferred embodiment, the case 108 in this embodiment is formed by a thermal expansion molding process. The hot expansion forming process is one mature process in the prior art and has the working principle that the material with relatively great heat expansion coefficient in the mold is core mold, the rigid material is female mold and the material to be processed is set between the core mold and the female mold.

When the die is heated, as the thermal expansion coefficient of the core die material is tens of times larger than that of the die material, the volume expansion of the core die is limited by the die, and pressure is generated in the die cavity, and the pressure is called thermal expansion pressure, so that the pressurization in the material curing process is realized. The thermal expansion molding process is suitable for the processing molding of complex structures by the pressure generated by the thermal expansion of the core mold without an external pressure source. Meanwhile, the energy-absorbing box 1 is prepared by adopting a thermal expansion molding process, so that the molding effect is good, the integrity and the sealing performance of the cross section of the energy-absorbing box 1 can be improved, and the structural performance of the energy-absorbing box 1 can be guaranteed.

End plates are arranged at the front end and the rear end of each energy absorption box 1. For convenience of description, an end plate provided at one end of the crash box 1 connected to the front impact beam 3 is referred to as a first end plate 111, and an end plate provided at the other end of the crash box 1 is referred to as a second end plate 112. The crash box 1 is connected to the front impact beam 3 via a first end plate 111 and to the front cabin rail 2 via a second end plate 112.

As shown in fig. 11 and 12, to facilitate the connection of the end plates, the areas of the first end plate 111 and the second end plate 112 are each larger than the end surface area of the corresponding end of the crash box 1 to provide a mounting base for the passage of bolts as described below. The first end plate 111 and the second end plate 112 are welded and connected with the energy absorption box 1 in a two-welding mode. Thus, not only the welding productivity is high, but also the cracking resistance of the welding part is good.

In addition, mounting plates 301 are respectively provided at both ends of the front impact beam 3, and the first end plate 111 is connected to the front impact beam 3 via a plurality of bolts and nuts threaded through itself and the mounting plates 301, thereby connecting the crash box 1 to the front impact beam 3. Similarly, a fixing plate is provided at the front end of the front cabin rail 2, and the second end plate 112 is connected to the front cabin rail 2 via a plurality of bolts and nuts passing through the second end plate and the fixing plate, thereby connecting the crash box 1 to the front cabin rail 2. Here, the end plate, the mounting plate 301 and the fixing plate are simple in structure, convenient to arrange and implement, and high in connection strength, so that the use effect of the energy-absorbing box 1 is further improved.

In addition, as a preferred embodiment, as further shown in fig. 2, in the left-right direction of the entire vehicle, the distance between the two side crash boxes 1 and the side outside the vehicle may be greater than the distance between the two ends of the front impact beam 3. By the arrangement, the end part of the front anti-collision beam 3 does not exceed the boundary of the energy-absorbing box 1, which is close to one side outside the vehicle, so that the energy-absorbing box 1 can more fully participate in the collision when the collision occurs, and the collision energy-absorbing effect can be improved.

In this embodiment, the plurality of spiral surfaces 107 on the box body 108 of the energy-absorbing box 1 can form a plurality of force transmission paths, so that the collision force transmitted to the energy-absorbing box 1 can be transmitted in a dispersed manner along the extending direction of the box body 108 in a spiral manner via each spiral surface 107, which is beneficial to further improving the force transmission and energy absorption effects of the energy-absorbing box 1 and improving the collision safety of vehicles. In addition, the crash box 1 with the spiral surfaces 107 in the embodiment can match the collision cross-section force, not only can meet the low-speed collision maintenance economy, but also can meet the requirement of complete crushing of high-speed energy absorption, and has better practicability.

In the case of offset collision of the vehicle, particularly in a 64SOL collision condition, as shown in fig. 16, the force transmission path of the collision force is that the collision force is transmitted through the energy absorption box 1 and energy absorption is carried out at the same time, when the collision force is transmitted to the rear end of the energy absorption box 1, the collision force can be simultaneously transmitted to the front wheel cover boundary beam 4, the front cabin longitudinal beam 2 and the front auxiliary frame 200, and then the collision force is respectively and dispersedly transmitted through three main force transmission structures of the front wheel cover boundary beam 4, the front cabin longitudinal beam 2 and the front auxiliary frame 200.

The front wheel cover side beam 4, the front cabin longitudinal beam 2 and the front auxiliary frame 200 can respectively carry out dispersed transmission of collision force in the up-down direction and the width direction of the whole vehicle, and three force transmission paths are matched in a cooperative manner, so that the front wheel cover side beam 4, the front cabin longitudinal beam 2 and the front auxiliary frame 200 can be guaranteed to timely transmit the collision force under three different front collision working conditions, and meanwhile, the energy absorption boxes 1 can be guaranteed to participate in collision energy absorption, so that the force transmission effect of the front part of the vehicle body is greatly improved, and the safety of the vehicle is further improved.

In the front structure of the vehicle body in this embodiment, when the vehicle collides in the front under any working condition, the crash boxes 1 can transmit the collision force to the front wheel cover side beam 4, the front cabin longitudinal beam 2 and the front subframe 200 at the same time, so that the high force transmission efficiency is achieved, and the safety of the vehicle is improved. Meanwhile, the barrier is prevented from slipping off the dust collection box 2 under the 64SOL collision working condition, so that the energy absorption box 1 has a good use effect. In addition, compared with the scheme that the weight of parts is required to be increased to improve the collision safety in the corresponding technology, the front structure of the vehicle body in the embodiment is beneficial to reducing the production cost and has better practicability.

Example two

The present embodiment relates to a vehicle body front structure having substantially the same structure as that of the embodiment, except that the structure of the crash box 1 is different.

Specifically, as shown in fig. 17 to 20, the crash box 1 mainly includes a box body extending in the entire vehicle length direction. The cross section of the box body is octagonal with central symmetry, the width w of the cross section of the box body in the width direction of the whole car and the height h of the cross section of the box body in the height direction of the whole car are met, and w is more than h.

In the structure, through optimizing the box body structure, design box body cross section adopts central symmetry's octagon, can make the box body have better structural strength, is favorable to reducing the material thickness of energy-absorbing box 1, sets up the width of box body cross section simultaneously and is greater than the height, can be in little overlap collision operating mode for energy-absorbing box 1 participates in collision energy-absorbing better, helps promoting collision security.

In detail, with continued reference to fig. 18 to 20, in the present embodiment, the box body has two lateral wall plates 101 arranged opposite to each other in the overall vehicle height direction, two vertical wall plates 102 arranged opposite to each other in the overall vehicle width direction, and four inclined wall plates 103 arranged in sequence in the box body circumferential direction, and each inclined wall plate 103 is connected between the adjacent lateral wall plate 101 and the vertical wall plate 102.

Preferably, the width a1 of the transverse wall panel 101, the width a2 of the vertical wall panel 102, and the width a3 of the inclined wall panel 103 satisfy a1> a2> a3. By the arrangement, the design of the box body structure can be facilitated while the overall width and height setting requirements of the energy-absorbing box 1 are met.

Also preferably, the crash box 1 of the present embodiment is preferably formed by extrusion molding of an aluminum alloy. Therefore, the characteristics of light weight and high strength of the aluminum alloy structure can be utilized, the structural strength of the energy-absorbing box 1 is ensured, the weight of the energy-absorbing box 1 is reduced, the energy-absorbing box 1 is formed by extrusion, the preparation of the energy-absorbing box 1 can be facilitated, and meanwhile, the preparation cost of the energy-absorbing box 1 is reduced.

As a preferred embodiment, the case of the present embodiment is provided with a reinforcing member 104, and a reinforcing rib 105 connecting the reinforcing member 104 to the case. And the reinforcement 104 extends along the length direction of the whole vehicle and is positioned at the center of the cross section of the box body, and the reinforcement rib plates 105 are a plurality of reinforcement ribs 104 which are circumferentially arranged at intervals. By providing the reinforcing member 104 and the reinforcing rib plate 105, the cross-sectional force of the crash box 1 can be raised, and the energy absorption amount at the time of collision can be increased.

The reinforcement member 104 of the present embodiment is preferably in a circular tube shape, and the circular tube structure facilitates the formation of the reinforcement member 104 and enables the reinforcement member 104 to have better structural strength. It will of course be appreciated that oval, square, rectangular or other polygonal tubular shapes may be employed for the reinforcement 104, as is also possible.

In the present embodiment, a plurality of reinforcing ribs 105 are uniformly distributed in the circumferential direction of the reinforcing member 104, as shown in fig. 18 to 20, four reinforcing ribs 105 are uniformly arranged in the circumferential direction of the reinforcing member 104, and the connection position of each reinforcing rib 105 to the case is close to the corner of the case. The plurality of reinforcing ribs 105 are connected near the corners of the box body, and can exert a reinforcing effect on the structure of the crash box 1 when the reinforcing ribs 105 are provided.

As a preferred embodiment of the present embodiment, as shown in fig. 18 to 20, in the present embodiment, crush structures 106 are provided at each corner position of the case, and the crush structures 106 at each corner position are arranged at intervals along the longitudinal direction of the entire vehicle. The crush structure 106 of the present embodiment is specifically crush holes formed in each angular position of the case. By arranging the plurality of crumple structures 106, crumple and energy absorption of the energy absorption box 1 during collision are facilitated, and the energy absorption effect of the energy absorption box 1 can be improved.

In addition, the connection manner of the crash box 1 in this embodiment can be described in the first embodiment, and will not be described herein.

The front structure of the vehicle body in this embodiment, through setting up the energy-absorbing box 1 as described above, not only has better structural strength, can have better collision energy-absorbing effect in little overlapping collision operating mode moreover to help promoting collision security, and have fine result of use.

Example III

The present embodiment relates to a vehicle provided with the vehicle body front structure in the first or second embodiment.

The vehicle of the present embodiment has the same advantageous effects as the vehicle body front structure described above, as compared with the prior art.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims (13)

1. A vehicle body front structure, characterized in that:

comprising a front nacelle (100);

The front cabin (100) is provided with front cabin longitudinal beams (2) which are respectively arranged at the left side and the right side, energy absorption boxes (1) which are connected at the front ends of the front cabin longitudinal beams (2) at each side, and front anti-collision beams (3) which are connected with the energy absorption boxes (1) at the two sides;

In the left-right direction of the whole vehicle, the center line m of each energy absorption box (1) along the front-back direction of the whole vehicle and the center line n of the front cabin longitudinal beam (2) along the front-back direction of the whole vehicle on the same side meet that the center line m is positioned on one side, close to the outside of the vehicle, of the center line n;

the front nacelle (100) further has a front shock tower (201) connected to the front nacelle stringers (2) on each side, and a front wheel cover side rail (4) connected to the front shock tower (201) on each side;

the front ends of the front wheel cover side beams (4) on each side are connected with the front ends of the front cabin longitudinal beams (2) on the same side, and the central line p of the front ends of the front wheel cover side beams (4) on each side points to the radial center of the rear ends of the energy absorption boxes (1) on the same side;

The center line p of the front end of the front wheel cover side beam (4) is a center line arranged along the length direction of the front wheel cover side beam (4).

2. The vehicle body front structure according to claim 1, characterized in that:

the width k of the projection of each energy absorption box (1) on each side in the up-down direction of the whole vehicle is not less than 90mm;

The width k is the width of the projection along the left-right direction of the whole vehicle.

3. The vehicle body front structure according to claim 1, characterized in that:

The front ends of the front cabin longitudinal beams (2) on each side are respectively connected with extension beams (202), and each extension beam (202) is connected to one side, facing the outside of the vehicle, of the front cabin longitudinal beam (2) on the same side in the left-right direction of the whole vehicle;

The front ends of the front wheel cover side beams (4) on each side are connected with the front cabin longitudinal beam (2) on the same side through the extension beams (202).

4. A vehicle body front structure according to claim 3, characterized in that:

the extension beams (202) on each side are arranged obliquely outwards and forwards, and/or,

Each side the front end of front wheel casing boundary beam (4) all is equipped with overlap joint portion (401) and side overlap joint portion (402), overlap joint portion (401) overlap joint in the homonymy extend the top of roof beam (202), side overlap joint portion (402) overlap joint in the homonymy extend roof beam (202) towards one side behind the car.

5. The vehicle body front structure according to claim 1, characterized in that:

In the left-right direction of the whole vehicle, the front ends of the front wheel cover side beams (4) are close to the edge x of one side outside the vehicle, and the same side is close to the edge y of one side outside the vehicle of the energy-absorbing box (1), and the edge x and the edge y are flush or nearly flush in the front-back direction of the whole vehicle.

6. The vehicle body front structure according to claim 1, characterized in that:

Each side of the energy absorption box (1) comprises a box body (107) extending along the front-back direction of the whole car;

The box body (107) is composed of a plurality of spiral surfaces (108) which are sequentially connected along the circumferential direction of the box body (107), and each spiral surface (108) extends to the other end of the box body (107) in a spiral mode from one end of the box body (107) along the extending direction of the box body (107).

7. The vehicle body front structure according to claim 6, characterized in that:

The box body (107) is completely overlapped with the box body after rotating around the axis of the box body by an integral multiple of 45 degrees, and/or,

In the extending direction of the box body (107), the diameters of the circumscribing circles on the cross section of the box body (107) are gradually increased from the middle part of the box body (107) to the front end and the rear end of the box body (107).

8. The vehicle body front structure according to claim 6, characterized in that:

each spiral surface (108) is concavely arranged towards the inner side of the box body (107), a concave trough structure (110) is formed in each spiral surface (108), a convex crest structure (109) is formed between two adjacent spiral surfaces (108), and/or,

The spiral surfaces (108) in the energy absorption boxes (1) at the two sides are opposite in rotation direction.

9. The vehicle body front structure according to claim 1, characterized in that:

each side of the energy absorption box (1) comprises a box body extending along the length direction of the whole vehicle;

The cross section of the box body is in a center-symmetrical octagon shape, the width w of the cross section of the box body in the width direction of the whole car and the height h of the cross section of the box body in the height direction of the whole car meet the condition that w is larger than h.

10. The vehicle body front structure according to claim 9, characterized in that:

The box body is provided with two transverse wall plates (101) which are oppositely arranged in the height direction of the whole car, two vertical wall plates (102) which are oppositely arranged in the width direction of the whole car, and four inclined wall plates (103) which are sequentially arranged along the circumferential direction of the box body, wherein each inclined wall plate (103) is connected between the adjacent transverse wall plate (101) and the adjacent vertical wall plate (102);

wherein the width a1 of the transverse wall plate, the width a2 of the vertical wall plate and the width a3 of the inclined wall plate satisfy a1> a2> a3.

11. The vehicle body front structure according to claim 9, characterized in that:

The box body is internally provided with a reinforcing piece (104) and a reinforcing rib plate (105) for connecting the reinforcing piece (104) in the box body, the reinforcing piece (104) extends along the length direction of the whole car and is positioned at the center of the cross section of the box body, the reinforcing rib plates (105) are a plurality of reinforcing rib plates which are arranged at intervals along the circumferential direction of the reinforcing piece (104), and/or,

Each angular position of the box body is provided with a crumple structure (106), and each angular position of the crumple structure (106) is a plurality of crumple structures which are arranged at intervals along the length direction of the whole car.

12. The vehicle body front structure according to any one of claims 1 to 11, characterized in that:

the front auxiliary frame (200) is connected to the bottom of the front cabin (100);

The left side and the right side of the front end of the front auxiliary frame (200) are connected with the front cabin (100) through auxiliary frame front mounting points (203), and in the up-down direction of the whole vehicle, each side of the auxiliary frame front mounting points (203) are aligned with the center line m of the energy absorption box (1) on the same side.

13. A vehicle, characterized in that:

a vehicle body in which the vehicle body front structure according to any one of claims 1 to 12 is provided.