CN217048531U - Automobile front end collision energy-absorbing structure and automobile - Google Patents
Automobile front end collision energy-absorbing structure and automobile Download PDFInfo
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- CN217048531U CN217048531U CN202220247215.3U CN202220247215U CN217048531U CN 217048531 U CN217048531 U CN 217048531U CN 202220247215 U CN202220247215 U CN 202220247215U CN 217048531 U CN217048531 U CN 217048531U
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Abstract
The utility model relates to an automobile collision technical field, concretely relates to car front end collision energy-absorbing structure and car. The front-end collision energy absorption structure comprises an upper closed beam assembly consisting of a front collision cross beam, a left collision longitudinal beam and a right collision longitudinal beam, wherein one side of the upper closed beam assembly, which is far away from the front collision cross beam, is fixedly connected with the passenger compartment; a lower closed beam assembly is arranged below the upper closed beam assembly; the lower closed beam assembly is relatively close to the front collision cross beam and is fixedly connected with the left collision longitudinal beam and the right collision longitudinal beam through the arranged mounting bracket, and one side of the lower closed beam assembly, which is far away from the front collision cross beam, is fixedly connected with the passenger compartment. The utility model also discloses a car of car front end collision energy-absorbing structure has. The utility model discloses a car front end collision energy-absorbing structure can realize the associative cooperation between the multistage transmission route of impact to energy-absorbing effect and car security performance when can carrying the collision of car front end.
Description
Technical Field
The utility model relates to an automobile collision technical field, concretely relates to car front end collision energy-absorbing structure and car.
Background
At present, the existing front-end collision energy absorption structure of an automobile generally comprises a front collision cross beam, a left energy absorption box, a right energy absorption box, a left collision longitudinal beam and a right collision longitudinal beam. The collision force right ahead of the vehicle is transmitted to the left and right energy-absorbing boxes through the front collision cross beam and then transmitted to the passenger compartment through the left longitudinal beam and the right longitudinal beam. However, when the vehicle is in a frontal collision, collision force is mainly absorbed by the collision longitudinal beams and the collision cross beams and then transmitted to the vehicle body, the transmission path is single, the collapse amount of the longitudinal beams is large, the requirements on the longitudinal beams, the strength and the structural design for the transmission of the collision force are high, the energy absorption effect has certain limitations, and the passenger compartment is easily extruded.
Aiming at higher and higher collision requirements and vehicle safety requirements, the design idea and the matching mode of the transmission path of the collision force at the front end of the automobile should be adjusted. Chinese patent publication No. CN113771955A discloses "an automobile front-end collision force transfer structure", which includes a front-end frame, a cooling system radiator, a main longitudinal beam, a front tire tread, a main energy-absorbing box fixing support, an auxiliary energy-absorbing box, an auxiliary anti-collision cross beam, a main energy-absorbing box, a main anti-collision cross beam, a cross beam connecting plate, an auxiliary frame connecting support, and a main longitudinal beam front-end fixing support; the main energy absorption box, the main anti-collision crossbeam, the auxiliary energy absorption box, the auxiliary anti-collision crossbeam and the crossbeam connecting plate can be connected into a full-coverage primary collision energy absorption protective cage structure; the front end frame, the cooling system radiator, the main longitudinal beam, the front tire tread, the main energy absorption box fixing support, the auxiliary frame connecting support and the main longitudinal beam front end fixing support can be connected into a full-coverage secondary collision energy absorption protective cage structure.
The automobile front end collision force transmission structure in the existing scheme is also an automobile front end collision energy absorption structure, and the transmission and energy absorption of collision force are realized through multiple paths, so that the automobile collision compatibility protection capability can be improved. However, the existing automobile front-end collision energy-absorbing structure is actually provided with two (more) sets of collision energy-absorbing structures, and during actual collision, the two sets of collision energy-absorbing structures directly receive collision force, so that multipath collision force transmission is realized. However, the two sets of collision energy absorption structures in the existing scheme are approximately independent, and the mutual correlation and matching between the multistage transmission paths of the collision force is not formed, so that the collision energy absorption effect of the front end of the automobile is poor. Therefore, how to design an automobile front end collision energy absorption structure capable of realizing the associative matching of multistage transmission paths of collision force is a technical problem which needs to be solved urgently.
SUMMERY OF THE UTILITY MODEL
To the not enough of above-mentioned prior art, the utility model aims to solve the technical problem that: how to design one kind can realize the associated complex car front end collision energy-absorbing structure between the multistage transfer path of collision force to energy-absorbing effect and car security performance when can carrying the car front end collision.
In order to solve the technical problem, the utility model discloses a following technical scheme:
an automobile front-end collision energy-absorbing structure comprises an upper closed beam assembly consisting of a front collision cross beam, a left collision longitudinal beam and a right collision longitudinal beam, wherein one side of the upper closed beam assembly, which is far away from the front collision cross beam, is fixedly connected with a passenger compartment; a lower closed beam assembly is arranged below the upper closed beam assembly; the lower closed beam assembly is relatively close to the front collision cross beam, is fixedly connected with the left collision longitudinal beam and the right collision longitudinal beam through an arranged mounting bracket, and one side of the lower closed beam assembly, which is far away from the front collision cross beam, is fixedly connected with the passenger compartment.
Preferably, the upper closed beam assembly comprises a front collision cross beam, a left energy absorption box, a right energy absorption box, a left collision longitudinal beam and a right collision longitudinal beam, wherein the front collision cross beam is arranged right opposite to the passenger compartment, the left energy absorption box and the right energy absorption box are fixedly arranged on one side, facing the passenger compartment, of the front collision cross beam and are close to two ends of the front collision cross beam respectively, and the left collision longitudinal beam and the right collision longitudinal beam are arranged on one ends, far away from the front collision cross beam, of the left energy absorption box and the right energy absorption box respectively; and one ends of the left collision longitudinal beam and the right collision longitudinal beam, which are far away from the front collision cross beam, are respectively and fixedly connected with the passenger compartment.
Preferably, the lower closed beam assembly comprises a left auxiliary longitudinal beam and a right auxiliary longitudinal beam which are correspondingly arranged along the arrangement direction of the left collision longitudinal beam and the right collision longitudinal beam respectively and are mutually spaced and bilaterally symmetrical, an auxiliary cross beam which is fixedly arranged between the left auxiliary longitudinal beam and the right auxiliary longitudinal beam and is relatively close to the front collision cross beam, and a front auxiliary frame which is fixedly connected with one end of the left auxiliary longitudinal beam and one end of the right auxiliary longitudinal beam, which are far away from the front collision cross beam, and is fixedly connected with the passenger compartment;
the left auxiliary longitudinal beam and the right auxiliary longitudinal beam are fixedly arranged on the left collision longitudinal beam and the right collision longitudinal beam respectively through a left auxiliary longitudinal beam mounting bracket and a right auxiliary longitudinal beam mounting bracket which are arranged correspondingly.
Preferably, the front subframe is a disc-shaped beam structure.
Preferably, the front auxiliary frame is further fixedly connected with the left collision longitudinal beam and the right collision longitudinal beam through the arranged connecting pieces.
Preferably, the auxiliary cross beam, the left auxiliary longitudinal beam, the right auxiliary longitudinal beam and the front auxiliary frame form a ring beam structure.
The utility model also discloses a car, have on the car the utility model provides a car front end collision energy-absorbing structure.
Compared with the prior art, the utility model discloses a car front end collision energy-absorbing structure has following beneficial effect:
the utility model discloses an go up closed beam subassembly and closed roof beam subassembly down and form two impact force transmission paths, and closed beam subassembly installation is on the left side of last closed beam subassembly collides the longeron and the right side collides the longeron down, make the impact that the closed beam subassembly received except that realizing the transmission through self, energy-absorbing and decay, can also transmit to closed beam subassembly realization transmission down, energy-absorbing and decay, can transmit and share the impact of closed beam subassembly promptly through closed beam subassembly down, and then can realize the cooperation of the relation between the multistage transmission path of impact, improve the effect of impact energy-absorbing and decay, thereby energy-absorbing effect and car security performance when can carrying the car front end collision. Meanwhile, the lower closed beam assembly can assist in improving the overall rigidity of the front-end collision energy absorption structure, so that the deformation of a vehicle body (passenger compartment) can be reduced in the vehicle running or collision process, and the operation stability of the whole vehicle is improved.
Drawings
In order to make the objects, technical solutions and advantages of the present invention clearer, the present invention will be described in further detail with reference to the accompanying drawings, in which:
FIG. 1 is a schematic structural diagram of an automotive front-end collision energy absorbing structure;
FIG. 2 is a schematic diagram of the transmission of collision force of a front-end collision energy-absorbing structure of an automobile;
FIG. 3 is a schematic diagram of energy absorption and attenuation of a front-end collision energy absorption structure of an automobile;
fig. 4 is a schematic structural view of a lower closure beam assembly.
Reference numerals in the drawings of the specification include: the energy-saving structure comprises a front collision cross beam 1, a left energy-absorbing box 2, a right energy-absorbing box 3, a left collision longitudinal beam 4, a right collision longitudinal beam 5, an auxiliary cross beam 6, a left auxiliary longitudinal beam mounting bracket 7, a right auxiliary longitudinal beam mounting bracket 8, a left auxiliary longitudinal beam 9, a right auxiliary longitudinal beam 10, a front auxiliary frame 11, an upper closed beam assembly 100 and a lower closed beam assembly 200.
Detailed Description
The following is further detailed by the specific embodiments:
the first embodiment is as follows:
the embodiment discloses an automobile front-end collision energy absorption structure.
As shown in fig. 1 and 4, an automobile front-end collision energy-absorbing structure comprises an upper closed beam assembly 100 composed of a front collision cross beam 1, a left collision longitudinal beam 4 and a right collision longitudinal beam 5, wherein one side of the upper closed beam assembly 100 far away from the front collision cross beam 1 is fixedly connected with a passenger compartment; a lower closed beam assembly 200 is arranged below the upper closed beam assembly 100; the lower closed beam assembly 200 is fixedly connected with the left collision longitudinal beam 4 and the right collision longitudinal beam 5 through the arranged mounting brackets at the position relatively close to the front collision cross beam 1, and the side far away from the front collision cross beam 1 is fixedly connected with the passenger compartment.
The utility model discloses an upper closed beam subassembly 100 forms two impact force transmission routes with lower closed beam subassembly 200, and lower closed beam subassembly 200 is installed on the left side collision longeron 4 and the right side collision longeron 5 of upper closed beam subassembly 100, make the impact force that upper closed beam subassembly 100 received except that realizing the transmission through self, energy-absorbing and decay, can also transmit to lower closed beam subassembly 200 and realize the transmission, energy-absorbing and decay, can pass through closed beam subassembly 200 transmission down promptly and share the impact force of upper closed beam subassembly 100, and then can realize the associative cooperation between the multistage transmission route of impact force, improve the effect of impact force energy-absorbing and decay, thereby energy-absorbing effect and car security performance when can carrying the automobile front end collision. Meanwhile, the lower closed beam assembly 200 can assist in improving the overall rigidity of the front-end collision energy absorption structure, so that the deformation of a vehicle body (passenger compartment) can be reduced in the vehicle running or collision process, and the operation stability of the whole vehicle is improved.
As shown in fig. 1, the upper closed beam assembly 100 includes a front collision beam 1 facing the passenger compartment, a left energy-absorbing box 2 and a right energy-absorbing box 3 respectively fixedly installed at one side of the front collision beam 1 facing the passenger compartment and near to two ends, and a left collision longitudinal beam 4 and a right collision longitudinal beam 5 respectively installed at one ends of the left energy-absorbing box 2 and the right energy-absorbing box 3 far from the front collision beam 1; and one ends of the left collision longitudinal beam 4 and the right collision longitudinal beam 5, which are far away from the front collision cross beam 1, are respectively and fixedly connected with the passenger compartment.
The lower closed beam assembly 200 comprises a left auxiliary longitudinal beam 9 and a right auxiliary longitudinal beam 10 which are correspondingly arranged along the arrangement direction of the left collision longitudinal beam 4 and the right collision longitudinal beam 5 respectively and are mutually spaced and bilaterally symmetrical, an auxiliary cross beam 6 which is fixedly arranged between the left auxiliary longitudinal beam 9 and the right auxiliary longitudinal beam 10 and is relatively close to the front collision cross beam 1, and a front auxiliary frame 11 which is fixedly connected with one end of the left auxiliary longitudinal beam 9 and the right auxiliary longitudinal beam 10 far away from the front collision cross beam 1 and is fixedly connected with a passenger cabin; the left auxiliary longitudinal beam 9 and the right auxiliary longitudinal beam 10 are respectively and fixedly arranged on the left collision longitudinal beam 4 and the right collision longitudinal beam 5 through the arranged left auxiliary longitudinal beam mounting bracket 7 and the right auxiliary longitudinal beam mounting bracket 8.
The upper and lower closing beam assemblies 100 and 200 are assembled by means of bolts, welding, and the like.
Referring to fig. 2 and 3, the impact force transmission and energy absorption process of the front-end impact energy absorption structure of the automobile is as follows:
1) when a front end collision occurs: the front collision beam 1 in the upper closed beam assembly 100 is impacted by a frontal collision force, and the collision force is firstly transmitted to the left energy absorption box 2 and the right energy absorption box 3; after the left energy absorption box 2 and the right energy absorption box 3 deform and absorb energy, the residual collision force is transmitted to the left collision longitudinal beam 4 and the right collision longitudinal beam 5; the left collision longitudinal beam 4 and the right collision longitudinal beam 5 are deformed and absorb energy, and then the attenuated collision force is transmitted to the passenger compartment.
2) Meanwhile, the left collision longitudinal beam 4 and the right collision longitudinal beam 5 can transmit collision force to the lower closed beam assembly 200, and the auxiliary cross beam 6 of the lower closed beam assembly 200 can be subjected to frontal impact of the collision force in the collision process; after the auxiliary cross beam 6 deforms and absorbs energy, the attenuated collision force is transmitted to the left auxiliary longitudinal beam 9 and the right auxiliary longitudinal beam 10; the left and right auxiliary side members 9 and 10 absorb energy by deformation, transmit the attenuated collision force to the front sub-frame 11, and transmit the remaining energy to the passenger compartment after the front sub-frame 11 absorbs energy by deformation.
The utility model can realize the first-level transmission, energy absorption and attenuation of the collision force through the upper closed beam component 100 consisting of the front collision beam 1, the left energy absorption box 2, the right energy absorption box 3, the left collision longitudinal beam 4 and the right collision longitudinal beam 5, the lower closed beam assembly 200 formed by the auxiliary cross beam 6, the left auxiliary longitudinal beam 9, the right auxiliary longitudinal beam 10 and the front auxiliary frame 11 can realize the 'second-level' transmission, energy absorption and attenuation of collision force, so that the collision force received by the upper closed beam assembly 100 can be transmitted to the lower closed beam assembly 200 to realize transmission, energy absorption and attenuation besides realizing transmission, energy absorption and attenuation by itself, i.e. the impact forces of the upper closure beam assembly 100 can be transmitted and shared by the lower closure beam assembly 200, and then can realize the associative cooperation between the multistage transmission route of collision force, improve the effect of collision force energy-absorbing and decay to can improve energy-absorbing effect and car security performance when the car front end collides.
In the specific implementation process, the front subframe 11 is a disc-shaped beam structure. The front subframe 11 is also fixedly connected with the left collision longitudinal beam 4 and the right collision longitudinal beam 5 respectively through the arranged connecting pieces (the existing connecting columns).
In a specific implementation process, as shown in fig. 4, the auxiliary cross beam 6, the left auxiliary longitudinal beam 9, the right auxiliary longitudinal beam 10 and the front auxiliary frame 11 form a ring beam structure.
The utility model discloses a vice crossbeam 6, the vice longeron of a left side 9 and the vice longeron of the right side 10 and preceding sub vehicle frame 11 form the ring beam structure, can improve the rigidity of preceding sub vehicle frame 11 to can go or collide the in-process at the vehicle, reduce automobile body (passenger cabin) and warp, promote the operating stability of whole car.
The second embodiment:
the embodiment also discloses an automobile.
The utility model provides an automobile, have on the automobile the utility model provides an automobile front end collision energy-absorbing structure.
Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the present invention and not for limiting the technical solutions, and those skilled in the art should understand that those modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions, and all should be covered in the scope of the claims of the present invention.
Claims (4)
1. The utility model provides an automobile front end collision energy-absorbing structure which characterized in that: the passenger compartment structure comprises an upper closed beam assembly (100) consisting of a front collision cross beam (1), a left collision longitudinal beam (4) and a right collision longitudinal beam (5), wherein one side, far away from the front collision cross beam (1), of the upper closed beam assembly (100) is fixedly connected with a passenger compartment; a lower closed beam assembly (200) is arranged below the upper closed beam assembly (100);
the lower closed beam assembly (200) is relatively close to the front collision cross beam (1) and is fixedly connected with the left collision longitudinal beam (4) and the right collision longitudinal beam (5) through an arranged mounting bracket, and one side far away from the front collision cross beam (1) is fixedly connected with a passenger cabin;
the upper closed beam assembly (100) comprises a front collision cross beam (1) which is arranged right opposite to the passenger compartment, a left energy absorption box (2) and a right energy absorption box (3) which are respectively and fixedly arranged on one side of the front collision cross beam (1) facing the passenger compartment and are close to two ends, and a left collision longitudinal beam (4) and a right collision longitudinal beam (5) which are respectively arranged on one ends of the left energy absorption box (2) and the right energy absorption box (3) far away from the front collision cross beam (1); one ends, far away from the front collision cross beam (1), of the left collision longitudinal beam (4) and the right collision longitudinal beam (5) are fixedly connected with a passenger compartment respectively;
the lower closed beam assembly (200) comprises a left auxiliary longitudinal beam (9) and a right auxiliary longitudinal beam (10) which are correspondingly arranged along the arrangement direction of the left collision longitudinal beam (4) and the right collision longitudinal beam (5) at intervals and are bilaterally symmetrical, an auxiliary cross beam (6) which is fixedly arranged between the left auxiliary longitudinal beam (9) and the right auxiliary longitudinal beam (10) and is relatively close to the front collision cross beam (1), and a front auxiliary frame (11) which is fixedly connected with one ends of the left auxiliary longitudinal beam (9) and the right auxiliary longitudinal beam (10) far away from the front collision cross beam (1) and is fixedly connected with a passenger cabin;
the left auxiliary longitudinal beam (9) and the right auxiliary longitudinal beam (10) are fixedly arranged on the left collision longitudinal beam (4) and the right collision longitudinal beam (5) correspondingly through a left auxiliary longitudinal beam (9) mounting bracket (7) and a right auxiliary longitudinal beam (10) mounting bracket (8) which are arranged;
the front auxiliary frame (11) is of a disc-shaped beam structure.
2. The automobile front-end collision energy absorbing structure of claim 1, wherein: the front auxiliary frame (11) is fixedly connected with the left collision longitudinal beam (4) and the right collision longitudinal beam (5) through the arranged connecting pieces.
3. The automobile front-end collision energy absorbing structure of claim 1, wherein: the auxiliary cross beam (6), the left auxiliary longitudinal beam (9), the right auxiliary longitudinal beam (10) and the front auxiliary frame (11) form a ring beam structure.
4. An automobile, characterized in that: the automobile is provided with the automobile front end collision energy absorption structure of claims 1-3.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220247215.3U CN217048531U (en) | 2022-01-30 | 2022-01-30 | Automobile front end collision energy-absorbing structure and automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220247215.3U CN217048531U (en) | 2022-01-30 | 2022-01-30 | Automobile front end collision energy-absorbing structure and automobile |
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| CN217048531U true CN217048531U (en) | 2022-07-26 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115352530A (en) * | 2022-09-20 | 2022-11-18 | 重庆长安汽车股份有限公司 | Automobile front end beam system force transmission structure and automobile |
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- 2022-01-30 CN CN202220247215.3U patent/CN217048531U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115352530A (en) * | 2022-09-20 | 2022-11-18 | 重庆长安汽车股份有限公司 | Automobile front end beam system force transmission structure and automobile |
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