CN215883806U - Vehicle body front end collision energy-absorbing structure - Google Patents

Abstract

The utility model provides a vehicle body front end collision energy absorption structure which comprises front anti-collision beams connected with the front ends of front longitudinal beams of engine rooms on two sides and a front engine room upper cross beam connected between front wheel cover side beams on two sides. The front anti-collision beam is provided with a protruding section extending to the outer side of the front longitudinal beam of the cabin; the upper crossbeam of the front engine room is positioned at the rear upper part of the front anti-collision beam and is arched out towards the front of the vehicle body. And a front shock absorber seat is arranged on the inner side of the front wheel cover side beam, and a front engine room upper beam energy absorption box is arranged between the front engine room upper beam and the front shock absorber seat. According to the front-end collision energy absorption structure of the vehicle body, the front engine room upper cross beam in the front arch structure and the front engine room upper cross beam energy absorption box are arranged, so that the structural strength of the upper part of the front end of the vehicle body can be effectively improved, a good buffering effect can be achieved, and the improvement of the collision protection performance of the upper part of the front end of the vehicle body is facilitated.

Description

Vehicle body front end collision energy-absorbing structure

Technical Field

The utility model relates to the technical field of automobile body structures, in particular to an energy absorption structure for front-end collision of an automobile body.

Background

In designing a front cabin body frame of an automobile, safety and light weight design are important issues that are mutually influenced and need to be considered heavily.

In the structure of a front engine room body framework, a front anti-collision beam is mainly used for receiving collision from the front of a vehicle, and is generally connected with a front longitudinal beam of an engine room through structures such as a front anti-collision beam energy absorption box, a connecting bracket and the like; the collision impact force received by the front anti-collision beam is transmitted to the front longitudinal beam of the engine room along the paths of the front anti-collision beam, the front anti-collision beam energy absorption box and the connecting bracket. The setting of preceding crashproof roof beam and preceding crashproof roof beam energy-absorbing box mainly comes the reply to come from the collision directly in the place ahead of vehicle to play the effect of buffering energy-absorbing, avoid too big impact force direct transmission to cabin front longitudinal, and then probably transmit the impact force to the cockpit by cabin front longitudinal, cabin longitudinal even directly invades the cockpit, causes adverse effect to driver and crew's personal safety.

In the vehicle body framework structure, the arrangement positions of the front anti-collision beam and the front longitudinal beam of the engine room are lower. In the case where the upper portion of the front end of the vehicle body is subjected to a large impact in the event of a collision, the impact force is likely to be transmitted directly to the inside of the front engine room, which may cause serious damage to the engine and other core components. Moreover, due to the lack of necessary protective and cushioning structure, excessive impact forces may also impact components in the forward cabin to move backward and intrude into the driver cabin, causing injury to the occupants.

In addition, the existing connecting bracket for connecting the front anti-collision beam and the front longitudinal beam of the cabin is fixedly arranged at the front end of the front longitudinal beam of the cabin, has a simple general structure, mainly plays a role in connection and installation, and can simultaneously shoulder peripheral components such as a front auxiliary frame and a cabin lock installation cross beam. When the impact force from the front impact beam reaches the attachment bracket, the impact force is directly transmitted to the front side member of the nacelle.

In a real vehicle collision, there is a collision from the front of the vehicle and also a small offset collision from the front of the vehicle. The impact force of the collision at this time is transmitted from one end of the front impact beam toward the center of the front nacelle at an oblique angle. The energy absorption and buffering functions exerted by the front anti-collision beam energy absorption boxes of the connecting bracket and the front anti-collision beam bracket are difficult to be fully developed. When the impact force reaches the end of the front longitudinal beam of the cabin, great torsional impact damage is generated to the front longitudinal beam of the cabin, the whole body framework structure at the front cabin can be damaged, and impact injury is caused to all parts in the front cabin and even drivers and passengers in the cockpit.

SUMMERY OF THE UTILITY MODEL

In view of the above, the present invention is directed to a front end collision energy absorption structure of a vehicle body to improve collision protection performance of an upper portion of the front end of the vehicle body.

In order to achieve the purpose, the technical scheme of the utility model is realized as follows:

a front-end collision energy-absorbing structure of a vehicle body comprises front collision-proof beams connected with the front ends of front longitudinal beams of engine rooms on two sides and a front engine room upper cross beam connected between front wheel cover side beams on two sides; wherein,

the front anti-collision beam is provided with a protruding section extending to the outer side of the front longitudinal beam of the cabin; the front cabin upper cross beam is positioned at the rear upper part of the front anti-collision beam and is arched out towards the front of the vehicle body;

the inner side of the front wheel casing boundary beam is provided with a front shock absorber seat, and a front engine room upper beam energy absorption box is arranged between the front engine room upper beam and the front shock absorber seat.

Furthermore, each end of the upper cross beam of the front engine room is detachably connected with the front wheel cover side beam on the corresponding side; the front engine room upper beam energy absorption box is detachably connected between the front engine room upper beam and the front shock absorber seat; and the front cabin upper crossbeam energy absorption boxes on each side are all in an inclined shape in an outward inclining arrangement along the direction pointing to the front of the vehicle body.

Furthermore, each end of the upper cross beam of the front engine room is detachably connected to the front wheel casing side beam through an upper cross beam connecting plate; a connecting table is arranged on the side part of the front shock absorber seat; one end of the front engine room upper crossbeam energy absorption box is connected to the connecting platform; the other end of the front engine room upper cross beam energy absorption box is connected to the front engine room upper cross beam through a connecting plate.

Furthermore, the energy absorption box of the upper beam of the front engine room is in a grid shape formed by interweaving and connecting a plurality of plate bodies.

Further, the upper cross beam of the front engine room adopts a tubular beam; and two ends of the front engine room upper cross beam, which are connected with the front wheel house side beams on two sides, are arranged in a gradually rising trend along the direction towards the rear of the vehicle body.

Furthermore, the front end of each cabin front longitudinal beam is respectively connected with a connecting seat; the front anti-collision beam is connected with the front longitudinal beam of the engine room through the connecting seat; the lower part of the rear side of the connecting seat is provided with an energy absorption part; the energy absorption part is positioned on the outer side of the front longitudinal beam of the engine room and is arranged in a protruding manner towards the rear of the connecting seat; along the length direction of the vehicle body, the energy absorption part is positioned between the extending section and the front engine room upper cross beam energy absorption box.

Further, the protruding height of the energy absorption part is gradually increased along the direction to the front longitudinal beam of the cabin.

Further, the connecting seat comprises a structure body; the front longitudinal beam of the engine room and the front anti-collision beam are connected to two sides of the structural main body; one side of the energy absorption part is fixedly connected with the front longitudinal beam of the cabin.

Further, the front cabin upper cross beam is connected with the top of the structural body.

Furthermore, the front anti-collision beam is connected to the connecting seat through a front anti-collision beam energy absorption box.

Compared with the prior art, the utility model has the following advantages:

according to the front-end collision energy absorption structure of the vehicle body, the front engine room upper cross beam in a front arch structure is arranged, two ends of the front engine room upper cross beam are respectively connected with the front ends of the two front wheel cover side beams, and meanwhile, the front engine room upper cross beam energy absorption box is additionally arranged between the front engine room upper cross beam and the front shock absorber seat, so that the structural strength of the upper part of the front end of the vehicle body can be effectively improved; and when the upper part of the front end of the vehicle body is collided by the outside, the front arch structure of the front cabin upper crossbeam energy absorption box and the front cabin upper crossbeam can absorb kinetic energy due to self deformation and collapse, so that a good buffering effect is achieved, and the collision protection performance of the upper part of the front end of the vehicle body is improved.

In addition, set up the connecting seat between front longitudinal of cabin and preceding anticollision roof beam, through the structural subject outside design energy-absorbing portion at the connecting seat, when the extension section at present anticollision roof beam both ends received the little offset collision that comes from the side the place ahead, the impact force transmits on the structural subject back, energy-absorbing portion can crumple and warp, with the impact energy of absorption part, afterwards, just can transmit remaining impact force for front longitudinal of cabin, thereby the impact force that makes front longitudinal of cabin transmit the cockpit weakens, help improving the anterior buffering and the energy-absorbing effect of automobile body when suffering little offset collision.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model, illustrate embodiments of the utility model and together with the description serve to explain the utility model, and the description is given by way of example only and without limitation to the terms of relative positions. In the drawings:

FIG. 1 is a schematic overall structure diagram of a vehicle body front end collision energy absorption structure arranged in a front cabin vehicle body framework according to a first embodiment of the utility model;

FIG. 2 is a schematic structural diagram of a vehicle body front end collision energy absorbing structure according to a first embodiment of the utility model, wherein the structure is connected between peripheral components;

FIG. 3 is a schematic view of a portion of the structure shown in FIG. 2;

FIG. 4 is an exploded view of the components shown in FIG. 3;

fig. 5 is a schematic view of an assembly connection structure of the connecting base and the front longitudinal beam of the nacelle according to the first embodiment of the utility model;

fig. 6 is a schematic rear-outer side structure view of the connecting seat according to the first embodiment of the present invention;

fig. 7 is a schematic rear inner side structure view of the connecting seat according to the first embodiment of the utility model;

description of reference numerals:

1. a structural body; 10. a cabin stringer connecting portion; 100. a longitudinal beam connecting hole; 101. a linker; 102. a connecting cavity; 11. an energy absorbing portion; 111. a longitudinal plate body; 112. a transverse plate body; 12. a front subframe connecting portion; 120. the front auxiliary frame is provided with a connecting hole; 13. a reinforcing plate body; 141. a front anti-collision beam energy absorption box connecting hole; 142. the front anti-collision beam energy absorption box is pre-positioned with a column; 15. connecting a bracket; 150. a first connection hole; 16. a radiator mounting bracket; 17. flanging; 18. lightening holes;

2. a nacelle front stringer; 20. an end portion;

3. a front impact beam; 30. a front impact beam energy absorption box; 300. a protruding section;

4. a front subframe;

5. an upper crossbeam of the front engine room; 50. an energy absorption box of an upper beam of the front engine room; 51. an upper beam connecting plate; 500. a connecting plate; 501. a plate body; 502. a second connection hole;

6. a front cabin rear cross beam; 7. a front wheel cover edge beam; 8. a column A;

9. a front shock absorber mount; 90. a connecting table.

Detailed Description

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

In the description of the present invention, it should be noted that, if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "back", etc. appear, they are based on the orientation or positional relationship shown in the drawings and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or element 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; the appearances of the terms first, second, etc. in the figures are also 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, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection may be a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; either directly or indirectly through intervening media, or through both elements. To those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in conjunction with specific situations.

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

The embodiment relates to a vehicle body front end collision energy absorption structure which can improve the collision protection performance of the upper part of the front end of a vehicle body.

In general, the vehicle body front end collision energy absorption structure includes a front impact beam 3 connected to front ends of two side front side frames 2 of a cabin, and a front upper cross member 5 connected between two side front wheel house side frames 7. Wherein, the front anti-collision beam 3 is provided with an extending section extending to the outer side of the front longitudinal beam 2 of the engine room, and the front engine room upper cross beam 5 is positioned at the rear upper part of the front anti-collision beam 3 and is arched out towards the front of the vehicle body. Further, a front absorber 9 seat is provided inside the front wheel house side member 7, and a front nacelle upper cross member crash box 50 is provided between the front nacelle upper cross member 5 and the front absorber seat 9.

Based on the design concept, an exemplary structure of the vehicle body front end collision energy absorption structure provided in the front cabin vehicle body framework of the embodiment is shown in fig. 1, and mainly includes a front cabin upper cross beam 5 and a front cabin upper cross beam energy absorption box 50.

For the sake of easy understanding of the present invention, the general structure of the front cabin body frame will be described first. As shown in fig. 1, a front cabin body frame is provided with a front impact beam 3, a front cabin side member 2, a front cabin rear cross member 6, a front wheel house side member 7, an a-pillar 8, and the like.

Wherein the front nacelle rear cross member 6 is located substantially between the two a-pillars 8 and between the cockpit and the front nacelle. The two cabin front longitudinal beams 2 which are arranged in bilateral symmetry are positioned at the middle lower part of the front cabin, the rear ends of the two cabin front longitudinal beams are fixedly connected with a front cabin rear cross beam 6, and the front ends of the two cabin front longitudinal beams are connected with a front anti-collision beam 3. A front subframe 4 is arranged below the front longitudinal beam 2 of the cabin. In order to facilitate the connection assembly between the front anti-collision beam 3 and the front longitudinal beam 2 of the cabin, a connecting seat 1 is arranged between the front anti-collision beam and the front longitudinal beam. Obviously, the connecting socket 1 is two symmetrically arranged. Certainly, a front anti-collision beam energy absorption box 30 can be additionally arranged between the front anti-collision beam 3 and the connecting seat 1; the front anti-collision beam 3 is connected with the connecting seat 1 through the front anti-collision beam energy absorption box 30, and the overall collision safety of the vehicle can be improved.

Taking the front cabin body frame as an example, as shown in fig. 2, the vehicle body front end collision energy absorption structure of the present embodiment is provided in the frame and is located at the front end upper portion. Wherein, the upper crossbeam 5 of the front engine room is partially bent, and the middle part arches towards the front of the vehicle body; both ends of the front nacelle upper cross member 5 extend rearward from both sides of the vehicle body, respectively, and are connected to the front wheel house side members 7 on the corresponding sides. Two front cabin upper cross beam energy absorption boxes 50 are respectively arranged at positions close to two sides of the vehicle body, and each front cabin upper cross beam energy absorption box 50 is connected between the front cabin upper cross beam 5 and the front shock absorber seat 9 at the corresponding side. Through the arrangement, the front wheel cover side beam 7 and the front shock absorber seat 9 are supported, the front engine room upper beam 5 and the front engine room upper beam energy absorption box 50 jointly form a frame type reinforcing structure, and good reinforcing and buffering energy absorption effects are formed at the upper part of the front end of the vehicle body, so that the collision protection performance of the part is improved.

The connection mode between the front nacelle upper cross beam 5 and the front wheel house boundary beam 7 can be welding, screw connection or insertion connection. As shown in fig. 3 in combination with fig. 4, in the present embodiment, the left and right ends of the front nacelle upper cross member 5 and the front end of the front wheel house side member 7 on the corresponding side are detachably connected; further, both ends of the front nacelle upper cross member 5 are connected to the front wheel house side members 7 on the corresponding sides by upper cross member connecting plates 51, respectively. Specifically, the upper cross beam connecting plate 51 may be fixedly connected to the end of the front nacelle upper cross beam 5 by bolts, rivets or welding, and a detachable connecting structure is formed between the upper cross beam connecting plate 51 and the front wheel house side beam 7.

A detachable connecting structure is adopted between the front engine room upper cross beam 5 and the front wheel casing side beam 7, so that the front engine room upper cross beam 5 can be conveniently replaced and maintained. By fixedly arranging the upper beam connecting plate 51 at the end part of the front engine room upper beam 5 in advance and connecting the upper beam connecting plate 51 with the front end of the front wheel casing side beam 7, an intermediate part is added between the front engine room upper beam 5 and the front wheel casing side beam 7, so that the structure and the assembly installation are respectively facilitated, and the impact force transmitted to the front wheel casing side beam 7 by the collided front engine room upper beam 5 can be relieved.

Based on the above configuration, the upper cross member connecting plate 51 and the front wheel house side member 7 are preferably connected by a screw structure. A plurality of second connecting holes 502 can be formed in the front end of the front wheel house side beam 7 and the upper cross beam connecting plate 51, and the front wheel house side beam 7 and the upper cross beam connecting plate 51 are fastened together through bolts and nuts penetrating through the second connecting holes 502. Adopt spiro union structure, have the assembly operation of being convenient for and advantages such as joint strength is reliable.

As for the arrangement posture of the front nacelle upper cross member 5, the front nacelle upper cross member 5 may be disposed in a horizontal plane, or the front nacelle upper cross member 5 may be arranged in an inclined posture. As shown in fig. 2 and 3, both ends of the front nacelle upper cross member 5 of the present embodiment extending rearward of the vehicle body are disposed in a gradually rising tendency in the direction rearward of the vehicle body. Therefore, the front part of the front engine room upper cross beam 5 can be relatively sagged, and when the front engine room upper cross beam 5 is collided by a large force, the front engine room upper cross beam 5 can be downwards overturned, bent and deformed, so that the impact force is greatly relieved, and the safety protection performance of the collision energy absorption structure at the front end of the vehicle body is favorably improved.

The main function of the front engine room upper beam energy absorption box 50 is to form a support between the front engine room upper beam 5 and the front shock absorber seat 9, and can realize energy absorption and buffering of impact force from the front engine room upper beam 5 by means of self deformation and collapse performance. For the purpose of arranging the front nacelle upper beam crash boxes 50, it is preferable in this embodiment that the front nacelle upper beam crash boxes 50 on each side are also arranged in an inclined shape in a camber arrangement in a direction toward the front of the vehicle body and are connected to the front nacelle upper beam 5. The arrangement mode that the front part inclines outwards towards two sides is adopted, the front cabin upper cross beam energy absorption box 50 can bend and deform towards the outer side when being collapsed and deformed, so that the deformation energy absorption effect of the front cabin upper cross beam energy absorption box 50 is improved, and the protection effect of the collision energy absorption structure at the front end of a vehicle body is further improved.

As shown in fig. 4, in order to facilitate the connection assembly between the front nacelle upper beam energy absorption box 50 and the front shock absorber seat 9, the front nacelle upper beam energy absorption box 50 of the present embodiment is also detachably connected between the front nacelle upper beam 5 and the front shock absorber seat 9. Specifically, a connecting table 90 is arranged on the side of the front shock absorber seat 9; one end of the front nacelle upper beam energy absorption box 50 is connected to the connection table 90, and the other end of the front nacelle upper beam energy absorption box 50 is connected to the front nacelle upper beam 5 through a connection plate 500. The connecting plate 500 may be two plates integrally formed on the front nacelle upper beam energy absorption box 50 and arranged at an interval from top to bottom, and the front nacelle upper beam 5 is clamped between the two plates.

The connecting platform 90 is arranged on the front shock absorber seat 9, so that the connection and installation between the front cabin upper crossbeam energy-absorbing box 50 and the front shock absorber seat 9 are facilitated; the arrangement of the front end connecting plate 500 of the front cabin 50 facilitates the connection and assembly between the front cabin upper crossbeam energy absorption box 50 and the front cabin upper crossbeam 5. Similarly, the front end of the front nacelle upper beam energy absorption box 50 can be fastened by bolts and nuts in cooperation with the second connection holes 502 on the connection plate 500, and the rear end of the front nacelle upper beam energy absorption box 50 and the connection platform 90 can be detachably connected by bolts and the like.

In order to enhance the collapsing and energy-absorbing effects of the front cabin upper crossbeam energy-absorbing box 50, the front cabin upper crossbeam energy-absorbing box 50 can adopt a multi-cavity structure, a box body structure and the like. In this embodiment, the front nacelle upper beam energy absorption box 50 is configured as a grid shape formed by interweaving and connecting a plurality of plate bodies 501.

In addition, the front engine room upper cross beam 5 is connected with the engine room front longitudinal beams 2 which are respectively arranged on two sides in the vehicle body through connecting seats 1; further, it is preferable that the front nacelle upper cross beam energy absorption boxes 50 on both sides are disposed to correspond to the outer side portions of the coupling sockets 1. The front cabin upper beam 5 is fixedly connected to the top of the connecting seat 1, so that the front cabin upper beam 5 and the front cabin front longitudinal beam 2 are connected, a frame type integral framework structure can be jointly formed by the front cabin upper beam 5, the connecting seat 1, the cabin front longitudinal beam 2, the front anti-collision beam 3, the front cabin rear beam 6 and the like, the connecting stability of the front cabin upper beam 5 can be improved, and the improvement of the integral strength and the protective performance of a front cabin body framework is facilitated. The energy absorption box 50 of the upper cross beam of the front engine room is arranged to correspond to the outer side position of the connecting seat 1, so that on the basis of fully playing the deformation buffering effect of the front arch structure in the middle of the upper cross beam 5 of the front engine room, multi-stage energy absorption is achieved by the front-back arrangement of the connecting seat 1 and the energy absorption box 50 of the upper cross beam of the front engine room, and the protection capability of the front end of a vehicle body to small offset collision is improved.

For the material of the main components in the vehicle body front end collision energy absorption structure of the present embodiment, the front cabin upper cross beam 5 is preferably made of a high-strength profile, for example, high-strength steel may be used, and preferably, the front cabin upper cross beam 5 may be a tubular beam; the front nacelle upper beam crash boxes 50 are preferably constructed using an aluminum alloy extrusion.

A plurality of impact force transmission and buffering channels are formed between the front engine room upper cross beam 5 and the front wheel cover side beam 7, between the front engine room upper cross beam 5 and the front engine room upper cross beam energy absorption box 50, and between the front engine room upper cross beam 5 and the connecting seat 1; and a closed annular structure is formed at the upper part of the front cabin, so that the safety performance of the front cabin under the collision working condition is enhanced. The detachable arrangement of the front engine room upper beam 5 does not influence the maintenance of the air conditioner radiator, and is convenient for the maintenance and the replacement of the front engine room upper beam 5. Moreover, a framework formed by the front anti-collision beam 3, the front cabin upper cross beam 5, the cabin front longitudinal beam 2, the front cabin rear cross beam 6 and the like provides a closed cavity for the front cabin, so that the overall rigidity of the front cabin is improved, and the torsional rigidity and NVH (Noise, Vibration and Harshness) performance of the whole automobile are favorably improved.

In summary, by arranging the front engine room upper beam 5 in a front arch structure, two ends of the front engine room upper beam 5 are respectively connected with the front ends of the two front wheel cover side beams 7, and meanwhile, the front engine room upper beam energy absorption box 50 is additionally arranged between the front engine room upper beam 5 and the front shock absorber seat 9, so that the structural strength of the upper part of the front end of the vehicle body can be effectively improved; moreover, when the upper part of the front end of the vehicle body is subjected to external collision, the front arch structure of the front cabin upper crossbeam energy-absorbing box 50 and the front cabin upper crossbeam 5 can absorb kinetic energy due to self deformation and collapse, so that a good buffering effect is achieved, and the collision protection performance of the upper part of the front end of the vehicle body is improved.

In addition, as shown in fig. 5 in combination with fig. 1, in order to provide the vehicle body front end collision energy absorption structure of the present embodiment with the functions of connection and upper protection and simultaneously achieve the effects of buffering and energy absorption against small offset collision, a connecting seat is provided between the front side member 2 of the cabin and the front impact beam 3; the connecting seat comprises a structure body 1, and a longitudinal beam connecting part 10 and an energy absorption part 11 which are arranged on the structure body 1.

In particular, the structural body 1 is preferably of plate-like construction, the front side being used for connecting the front impact beam 3 and the front cabin side member 2 being located on the rear side of the structural body 1 in its assembled state. The nacelle side member connecting portion 10 and the energy absorbing portion 11 are provided on the rear side of the structural body 1 corresponding to the nacelle front side member 2, and may be provided at a middle portion or a lower portion. Preferably, the nacelle side member connecting portion 10 and the energy absorbing portion 11 are provided at a lower portion of the structural body 1. The energy absorbing portion 11 is provided at an outer position of the side member connecting portion 10 and projects in the rear direction of the structural body 1.

It should be noted that a small offset collision from the front impact beam 3 often occurs at the projecting section 300 thereof projecting outside the nacelle front side member 2; the extension 300 may be bent toward the energy absorbing portion 11 upon impact so that the energy absorbing portion 11 absorbs the impact of a small offset collision. Moreover, seen from the length direction of the vehicle body, the energy absorption part 11 should be arranged between the extension section 300 and the front cabin upper beam energy absorption box 50, so that a three-level collision buffer structure layout is formed, wherein the front collision beam 3, the front collision beam energy absorption box 30 thereof, the energy absorption part 11 of the connecting seat and the front cabin upper beam energy absorption box 50 are sequentially arranged, and the collision protection performance of the vehicle is greatly improved.

Meanwhile, the longitudinal beam connecting holes 100 for connecting the front longitudinal beam 2 of the cabin are respectively arranged on the longitudinal beam connecting part 10 and the energy absorption part 11, so that the front longitudinal beam 2 of the cabin is connected and fastened on the longitudinal beam connecting part 10 of the cabin and is also fastened and connected with the energy absorption part 11, and the stability of the supporting foundation of the energy absorption part 11 is ensured.

With the above arrangement, when the impact force generated by the small offset collision from the end of the front impact beam 3 reaches the structural body 1, the energy absorbing portion 11 located at the lower rear side and the outer side of the structural body 1 receives the impact first, and is deformed and collapsed, thereby greatly relieving the impact force transmitted to the front side member 2 of the cabin.

Moreover, the structural body 1 is designed to be a plate-like structure, which not only facilitates the construction, but also meets the arrangement requirements of the cabin side member connecting portion 10, the energy absorbing portion 11, and the like on the structural body 1. Avoiding the arrangement positions of the cabin longitudinal beam connecting part 10 and the energy absorption part 11 on the structural main body 1, and arranging lightening holes 18 at other parts; some flanges 17 may be formed at the edges of the structural body 1. Through the arrangement of the upturning edge 17 and/or the lightening hole 18 on the structure main body 1, the overall strength of the structure main body 1 can be improved, and the self weight of the structure main body 1 can be effectively reduced. Obviously, the arrangement of the turned-over edge 17 and the lightening hole 18 can be only one or both.

The energy absorbing part 11 may be provided in various forms such as a box, a profile, a plate, a mesh chamber, and the like. In the present embodiment, as shown in fig. 6, the energy absorbing portion 11 has a gradually increasing height projecting rearward from the outermost side of the structural body 1 toward the side member connecting portion 10. The energy absorption part 11 is designed to be a gradual change structure with the higher protruding height closer to the cabin longitudinal beam connecting part 10, so that the gradual change deformation crumple effect can be exerted according to different impact forces, the crumple energy absorption effect of the front longitudinal beam 2 closer to the cabin is higher, and the safety and effectiveness of the energy absorption part 11 are improved.

In this embodiment, one side of the energy absorbing portion 11 is fixedly connected to the nacelle front side member 2. In a specific structure, the energy absorbing part 11 includes a longitudinal plate 111 fixedly connected to the structural body 1, and a transverse plate 112 fixedly connected between the structural body 1 and the longitudinal plate 111. Preferably, the longitudinal panels 111 extend towards the rear, perpendicular to the structural body 1; the plurality of transverse plates 112 are vertically spaced and perpendicular to both the structural body 1 and the longitudinal plates 111. The longitudinal plate 111 is provided with a longitudinal beam connecting hole 100 for fixedly mounting the front longitudinal beam 2 of the engine room.

The structure of the longitudinal plate body 111 and the transverse plate body 112 which are intersected vertically and horizontally is adopted, so that the processing structure is convenient, and the connecting strength is good; moreover, when the energy absorbing portion 11 deforms and collapses, a significant energy absorbing and cushioning effect can be achieved.

In addition, a front sub-frame mounting attachment hole 120 may be further provided at the bottom of the energy absorbing portion 11 for attaching and fixing the front sub-frame 4 of the vehicle. Set up preceding sub vehicle frame erection joint hole 120 bottom energy-absorbing portion 11, not only can realize this automobile body front end collision energy-absorbing structure and to the connection installation requirement of preceding sub vehicle frame 4, and be favorable to weakening the transmission of the preceding sub vehicle frame 4 of the collision impact force that comes from preceding crashproof roof beam 3, have certain effect to the buffer protection of preceding sub vehicle frame 4.

When the energy absorbing portion 11 has the structure of the longitudinal plate 111 and the transverse plate 112, a front subframe connecting portion 12 may be disposed between the lowermost transverse plate 112 and the adjacent transverse plate 112, and the front subframe mounting connecting hole 120 may be disposed on the front subframe connecting portion 12, and the front subframe mounting connecting hole 120 may have an opening on the lowermost transverse plate 112. The front subframe attachment portion 12 may be formed by the lowermost transverse plate 112, and the front subframe attachment hole 120 may be a connecting rod welded to the bottom of the transverse plate 112 to connect the front subframe 4 thereto.

In addition, a reinforcing plate 13 is provided between each of the two adjacent upper transverse plates 112 corresponding to the front subframe connecting portion 12. Because a plurality of transverse plate bodies 112 are arranged at intervals up and down, the front subframe connecting part 12 is arranged on the basis of the transverse plate body 112 at the lowest end, and the connection and installation of the front subframe 4 on the energy absorbing part 11 are facilitated. And add between each adjacent horizontal plate body 112 and establish reinforcing plate body 13, then can promote the joint strength between each horizontal plate body 112, do benefit to the bearing nature of the sub vehicle frame connecting portion 12 of guarantee before and satisfy the installation demand of preceding sub vehicle frame 4.

As shown in fig. 6 in combination with fig. 7, the nacelle stringer connecting portion 10 of the present embodiment includes a connecting body 101 attached to the structural body 1; both ends of the connecting body 101 are connected with the longitudinal plate body 111; the connecting body 101 is in the form of a half-enclosure, and the longitudinal plate 111 encloses a connecting cavity 102, and the end 20 of the front end of the nacelle front longitudinal beam 2 is inserted into the connecting cavity 102. The connecting body 101 is also provided with a plurality of longitudinal beam connecting holes 100 for fixedly mounting the front longitudinal beam 2 of the engine room. At the connecting part 10 of the cabin longitudinal beam of the structural main body 1, a connecting body 101 is arranged, two ends of which are fixedly connected with the longitudinal plate body 111, so that a connecting cavity 102 is formed by the connection body 101 and the longitudinal plate body 111 together in a surrounding manner, and the front longitudinal beam 2 of the cabin is convenient to insert and connect; the end part 20 of the front longitudinal beam 2 of the nacelle is fastened in the connecting cavity 102 through a plurality of longitudinal beam connecting holes 100 formed in the connecting body 101 and the longitudinal plate 111, so that the firmness of connection between the structural body 1 and the front longitudinal beam 2 of the nacelle can be guaranteed. The specific fixing mode may be that a bolt penetrates through the longitudinal beam connecting hole 100 and is screwed into a threaded hole formed in the end portion 20, so as to realize the fastening connection of the front longitudinal beam 2 of the nacelle at the longitudinal beam connecting portion 10 of the nacelle.

As shown in fig. 5 and 1, a front impact beam energy absorption box connection hole 141 is provided at a lower portion of the front side of the structural body 1. When the front impact beam energy absorption box 30 is arranged between the front impact beam 3 and the structural body 1, the front impact beam energy absorption box 30 can be fastened in the front impact beam energy absorption box connecting hole 141 by bolts. Specifically, two front impact beam energy absorption box connecting holes 141 can be respectively formed in the upper and lower sides of the cabin longitudinal beam connecting part 10, and a front impact beam energy absorption box pre-positioning column 142 is arranged on the structural main body 1 at a position close to the front impact beam energy absorption box connecting holes 141; a locating hole is provided in the front impact beam energy-absorbing box 30 corresponding to the front impact beam energy-absorbing box pre-locating post 142.

When the front impact beam energy absorption box 30 is installed, the front impact beam energy absorption box 30 is firstly positioned by the front impact beam energy absorption box pre-positioning column 142, and the front impact beam energy absorption box 30 is fastened by using bolts. The arrangement is convenient for assembly operation, the front anti-collision beam energy absorption box 30 is just right opposite to the cabin longitudinal beam connecting part 10 and the energy absorption part 11, small offset collision impact force from the front anti-collision beam energy absorption box 30 is favorably transmitted directly to the energy absorption part 11, and the buffering and energy absorption functions of the front end collision energy absorption structure of the vehicle body are favorably exerted.

In addition, the top of the structure body 1 is provided with a connecting bracket 15, and the connecting bracket 15 can be arranged on the front side or the rear side of the structure body 1, or on both the front side and the rear side. In this embodiment, the connecting bracket 15 comprises a front connecting bracket 15a and a rear connecting bracket 15b for connecting the nacelle lock mounting cross member and the nacelle front upper cross member 5, respectively. Meanwhile, the two connecting brackets are provided with first connecting holes 150 for fixedly mounting the components through fasteners such as bolts. In this way, both the nacelle front upper cross member 5 and the nacelle lock mounting cross member in the nacelle skeleton can be collectively fixed to the connecting bracket 15.

Meanwhile, near the top, a radiator mounting bracket 16 is further arranged on the structure body 1 for fixedly mounting the radiator. The connecting bracket 15 and/or the radiator mounting bracket 16 are/is arranged at the top of the structure main body 1, so that the assembly of parts such as the front upper cross beam 5 of the engine room, the engine room lock mounting cross beam, the radiator and the like in the engine room of the vehicle on the front-end collision energy-absorbing structure of the vehicle body is facilitated, and the front-end collision energy-absorbing structure of the vehicle body can provide a multi-part centralized connecting effect.

The connecting seat can be made of a forged piece or a cast piece, can be welded by steel profiles, and can also be made of aluminum profiles. Preferably, cast aluminum is integrally cast and formed; the structure has the characteristics of mature structure process and light weight, and the deformation and collapse performance of the energy absorption part 11 is good, so that the good play of the buffering and energy absorption functions of the front-end collision energy absorption structure of the vehicle body when the front part of the vehicle body is subjected to small offset collision is facilitated.

The connecting seat of this embodiment through the high performance of crumpling of aluminum alloy, bumps under the operating mode in the small-offset, has realized the secondary energy-absorbing buffering behind the 3 energy-absorbing of preceding anticollision roof beams, can adjust the effect of energy-absorbing in a flexible way through the muscle structure of cast aluminium spare. In the whole cabin framework structure, the connecting seat is opened upwards and downwards, is connected with a front upper cross beam 5 of the cabin, a lock mounting cross beam of the cabin and a radiator upwards, and is connected with a front anti-collision beam energy absorption box 30 of a front anti-collision beam 3, a front longitudinal beam 2 of the cabin and a front auxiliary frame 4 downwards, so that the connecting structure of the front part of the whole framework is compact and concentrated and is simplified; the high integration characteristic also makes the assembly process of skeleton more retrencied.

In addition, the vehicle body front end collision energy absorption structure of the embodiment is provided with the connecting seat, the connecting seat is installed at the front end of the cabin front side frame 2 and is connected with the front anti-collision beam 3 of the vehicle, the energy absorption part 11 is designed on the outer side of the structure body 1, when the front anti-collision beam 3 is subjected to small offset collision from the side front, after impact force is transmitted to the structure body 1, the energy absorption part 11 can be collapsed and deformed to absorb partial impact energy, then, the rest impact force is transmitted to the cabin front side frame 2, so that the impact force transmitted from the cabin front side frame 2 to the cab is weakened, and the buffering and energy absorption effects of the front part of the vehicle body when the small offset collision is suffered are improved.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (10)

1. The utility model provides a car body front end collision energy-absorbing structure which characterized in that: the front anti-collision device comprises front anti-collision beams (3) connected with the front ends of front longitudinal beams (2) of an engine room on two sides and a front engine room upper cross beam (5) connected between front wheel cover side beams (7) on two sides; wherein,

the front anti-collision beam (3) is provided with a protruding section (300) extending to the outer side of the front longitudinal beam (2) of the cabin;

the front engine room upper cross beam (5) is positioned at the rear upper part of the front anti-collision beam (3) and is arched out towards the front of the vehicle body;

the front wheel cover side beam (7) is provided with a front shock absorber seat (9) on the inner side, and a front engine room upper cross beam energy absorption box (50) is arranged between the front engine room upper cross beam (5) and the front shock absorber seat (9).

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

each end of the front engine room upper cross beam (5) is detachably connected with the front wheel casing side beam (7) on the corresponding side;

the energy absorption box (50) of the upper beam of the front engine room is detachably connected between the upper beam (5) of the front engine room and the front shock absorber seat (9);

and the front cabin upper cross beam energy absorption boxes (50) on each side are in an inclined shape in a camber arrangement along the direction pointing to the front of the vehicle body.

3. The vehicle body front end collision energy absorption structure according to claim 2, characterized in that:

each end of the front engine room upper beam (5) is detachably connected to the front wheel casing side beam (7) through an upper beam connecting plate (51);

a connecting table (90) is arranged on the side part of the front shock absorber seat (9);

one end of the front engine room upper cross beam energy absorption box (50) is connected to the connecting table (90);

the other end of the front engine room upper cross beam energy absorption box (50) is connected to the front engine room upper cross beam (5) through a connecting plate (500).

4. The vehicle body front end collision energy absorption structure according to claim 1, characterized in that:

the energy absorption box (50) of the upper crossbeam of the front engine room is in a grid shape formed by interweaving and connecting a plurality of plate bodies (501).

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

the upper cross beam (5) of the front engine room adopts a tubular beam;

and two ends, connected with the front wheel house boundary beam (7), of two sides of the front engine room upper cross beam (5) are arranged in a gradually rising trend along the direction towards the rear of the vehicle body.

6. The vehicle body front end collision energy absorbing structure according to any one of claims 1 to 5, characterized in that:

the front end of each cabin front longitudinal beam (2) is respectively connected with a connecting seat;

the front anti-collision beam (3) is connected with the front longitudinal beam (2) of the engine room through the connecting seat; and the number of the first and second groups,

the lower part of the rear side of the connecting seat is provided with an energy absorption part (11);

the energy absorption part (11) is positioned on the outer side of the front longitudinal beam (2) of the engine room and is arranged in a protruding mode towards the rear of the connecting seat;

along the length direction of the vehicle body, the energy absorption part (11) is positioned between the extension section (300) and the energy absorption box (50) of the upper cross beam of the front engine room.

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

the protruding height of the energy absorption part (11) is gradually increased along the direction of the front longitudinal beam (2) of the cabin.

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

the connecting seat comprises a structure body (1);

the front longitudinal beam (2) of the engine room and the front anti-collision beam (3) are connected to two sides of the structural main body (1);

one side of the energy absorption part (11) is fixedly connected with the front longitudinal beam (2) of the cabin.

9. The vehicle body front end collision energy absorption structure according to claim 8, characterized in that:

the front engine room upper crossbeam (5) is connected with the top of the structure main body (1).

10. The vehicle body front end collision energy absorption structure according to claim 6, characterized in that:

the front anti-collision beam (3) is connected to the connecting seat through a front anti-collision beam energy absorption box (30).

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