CN218986544U - Front-end frame structure of automobile and automobile - Google Patents

Abstract

The utility model relates to an automobile front-end frame structure and an automobile. The front section frame structure of the automobile comprises an anti-collision beam and two groups of symmetrically arranged support assemblies, wherein each group of support assemblies comprises a longitudinal beam, an outer longitudinal beam and a connecting box, the outer longitudinal beam is positioned at the outer side of the longitudinal beam, and the connecting box is positioned between the longitudinal beam and the outer longitudinal beam and fixedly arranged at the front ends of the longitudinal beam and the outer longitudinal beam respectively; the anti-collision beam is positioned at the front side of the supporting component and comprises a main beam and two groups of energy absorption box components, the front ends of the two energy absorption box components are fixedly arranged with the main beam, each group of supporting component corresponds to one group of energy absorption box component, and the front ends of the outer side longitudinal beams and the front ends of the longitudinal beams are fixedly arranged with the rear ends of the energy absorption box components; the force transmission effect through the energy-absorbing box component and the connecting box is achieved, so that the automobile front end frame structure of the automobile is formed into two force transmission paths of the longitudinal beam and the outer longitudinal beam, the requirement on the strength of the automobile body structure is reduced, and meanwhile when a collision occurs, the two force transmission paths are stressed jointly, so that the collision safety performance of the automobile body can be effectively improved.

Description

Front-end frame structure of automobile and automobile

Technical Field

The utility model relates to the technical field related to automobile frames, in particular to an automobile front end frame structure and an automobile.

Background

With the continuous development of new energy automobiles, in order to improve the competitiveness of automobile types, it is an important development direction to improve the collision safety performance of the automobiles;

because the stress point of the front offset collision is relatively close to the outer side, most automobiles at present bear collision force by an outer side longitudinal beam structure when being subjected to the front collision, the longitudinal beam cannot be stressed and deformed, on one hand, the requirement on the structural strength of the outer side longitudinal beam is higher, on the other hand, the conditions of larger collapse deformation quantity and larger intrusion quantity of the outer side longitudinal beam are easy to occur, and the safety performance is poor.

Disclosure of Invention

In view of this, it is necessary to provide a front end frame structure of an automobile and an automobile having high safety performance in the event of a frontal offset collision, in order to solve the problem of poor safety performance in the event of a frontal offset collision.

The application firstly provides an automobile front-end frame structure, which comprises an anti-collision beam and two groups of symmetrically arranged support assemblies, wherein each group of support assemblies comprises a longitudinal beam, an outer longitudinal beam and a connecting box, the outer longitudinal beam is positioned at the outer side of the longitudinal beam, and the connecting box is positioned between the longitudinal beam and the outer longitudinal beam and fixedly arranged with the front ends of the longitudinal beam and the outer longitudinal beam respectively; the anti-collision beam is located at the front side of the supporting component and comprises a main beam and two groups of energy absorption box components, the front ends of the two energy absorption box components are fixedly arranged on the main beam, each group of the supporting component corresponds to one group of the energy absorption box components, and the front ends of the outer side longitudinal beams and the front ends of the longitudinal beams are fixedly arranged on the rear ends of the energy absorption box components.

In one embodiment, the energy-absorbing box assembly comprises two energy-absorbing boxes, wherein one energy-absorbing box corresponds to and is fixedly connected with the front end of the outer side longitudinal beam, and the other energy-absorbing box corresponds to and is fixedly connected with the front end of the longitudinal beam.

In one embodiment, the front end of the longitudinal beam, the front end of the outer longitudinal beam and the connecting box are in the same plane; the anti-collision beam further comprises two sealing plates, and each energy absorption box assembly is fixedly connected with the longitudinal beam, the outer longitudinal beam and the connecting box in the support assembly through one sealing plate.

In one embodiment, the front end of the side member, the front end of the outer side member, and the junction box are positioned on the same straight line, and the cross-sectional area of the junction box gradually increases in a direction from the front end of the outer side member to the front end of the side member.

In one embodiment, the stringer comprises a stringer outer panel and a stringer inner panel secured to each other, the stringer outer panel having a first crush point thereon that is concave and the stringer inner panel having a second crush point thereon that is concave.

In one embodiment, the front end frame structure of the automobile further comprises a driver arranged between the two longitudinal beams, the first crumple point is located between the front end of the longitudinal beam and the driver, and the second crumple point is located between the driver and the rear end of the longitudinal beam.

In one embodiment, the angle between the longitudinal beam and the longitudinal direction of the vehicle body is 3.5 degrees, and the front end of the longitudinal beam is offset towards the direction approaching the outer longitudinal beam.

In one embodiment, the outer side rail is arc-shaped, and extends along the tail to the head in a direction close to the central axis of the vehicle body and close to the bottom of the vehicle body until the outer side rail and the front end of the side rail are in the same horizontal plane.

In one embodiment, the front end frame structure of the automobile further comprises an auxiliary frame, wherein the auxiliary frame is located on one side, close to the bottom of the automobile body, of the longitudinal beam and is fixedly arranged with the two longitudinal beams.

A second aspect of the present application provides an automobile, including the front end frame structure of an automobile described above.

Above-mentioned automobile front end frame structure passes through the power transmission effect of energy-absorbing box subassembly, connection box to make the automobile front end frame structure of this application form two power transmission route of longeron and outside longeron, with reduce the automobile body structural strength requirement, when the collision takes place simultaneously, through two power transmission route atress jointly, can effectively increase the collision security performance of automobile body.

Drawings

FIG. 1 is a right side view of a front end frame structure of an automobile according to the present application;

FIG. 2 is a schematic perspective view of a front frame structure of an automobile according to the present application;

FIG. 3 is a schematic perspective view of the front end frame structure of the vehicle of FIG. 2 at another angle behind the hidden subframe;

FIG. 4 is an enlarged schematic view of the structure shown at A in FIG. 3;

FIG. 5 is a schematic perspective view of an impact beam of the front end frame structure of the vehicle of the present application;

FIG. 6 is a schematic top view of the front section frame structure of the present application;

FIG. 7 is an enlarged schematic view of the structure shown at B in FIG. 6;

fig. 8 is a schematic perspective view of a subframe of the front end frame structure of the automobile of the present application.

Reference numerals: 100. a support assembly; 10. a longitudinal beam; 11. a stringer outer panel; 12. a stringer inner panel; 13. a first crush point; 14. a second crush point; 20. an outer side rail; 30. a connection box; 200. an anti-collision beam; 210. a main beam; 220. an energy absorption box assembly; 221. an energy absorption box; 230. and (5) sealing plates.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present utility model. The present utility model may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the utility model, whereby the utility model is not limited to the specific embodiments disclosed below.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present utility model, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.

Referring to fig. 1 to 4, the present application firstly provides an automotive front end frame structure, which includes an anti-collision beam 200 and two sets of symmetrically arranged support assemblies 100, wherein each set of support assemblies 100 includes a longitudinal beam 10, an outer longitudinal beam 20 and a connection box 30, the outer longitudinal beam 20 (i.e. shotgun structure) is located at the outer side of the longitudinal beam 10, and the connection box 30 is located between the longitudinal beam 10 and the outer longitudinal beam 20 and fixedly connected with the front ends of the two; the anti-collision beam 200 is located at the front side of the support assembly 100, and comprises a main beam 210 and two groups of energy absorption box assemblies 220, wherein the front ends of the two energy absorption box assemblies 220 are fixedly arranged with the main beam 210, each group of support assembly 100 corresponds to one group of energy absorption box assemblies 220, and the front ends of the outer side longitudinal beams 20 and the front ends of the longitudinal beams 10 are fixedly arranged with the rear ends of the energy absorption box assemblies 220.

For convenience of description, the front end refers to the end of the part near the headstock; the rear ends are all the ends of the parts close to the tail of the vehicle.

During the front offset collision, the anti-collision beam 200 is firstly collided, and as each group of support assemblies 100 corresponds to one group of energy absorption box assemblies 220, on one hand, the energy absorption box assemblies 220 can play a role in absorbing energy and preventing collision; on the other hand, the longitudinal force of the impact force can be transmitted to the longitudinal beam 10 and the outer longitudinal beam 20 through the corresponding energy-absorbing box assembly 220, so that the longitudinal impact force is borne by the longitudinal beam 10 and the outer longitudinal beam 20 together, the situation that the collapse deformation is quicker and the intrusion amount is larger due to the independent stress of the outer longitudinal beam 20 is avoided, and the effect of increasing the vehicle body collision safety performance in the front offset collision is achieved.

In addition, the longitudinal beams are connected with the outer longitudinal beams through the connecting box 30, on one hand, the connecting box 30 is box-shaped, and a certain energy absorption effect can be provided when the automobile is impacted; on the other hand, the connecting box 30 can also play a certain guiding role, and the transverse stress in offset collision can be transmitted to the longitudinal beam 10 from the outer longitudinal beam 20 through the connecting box 30, so that the outer longitudinal beam 20 and the longitudinal beam 10 bear the transverse stress together, and the effect of increasing the collision safety performance of the vehicle body in offset collision is achieved.

It can be appreciated that the force transmission effect of the energy absorption box assembly 220 and the connecting box 30 is achieved, so that the front end frame structure of the automobile forms two force transmission paths of the longitudinal beam 10 and the outer longitudinal beam 20, the requirement on the structural strength of the automobile body is reduced, and meanwhile, when a collision occurs, the two force transmission paths are stressed together, so that the collision safety performance of the automobile body can be effectively improved.

The connecting box 30 is fixed to the front ends of the longitudinal beam 10 and the outer longitudinal beam 20, so that the structural strength of the front end of the support assembly 100 can be increased, and deformation failure of the two force transmission paths due to deformation of the front end of the support assembly 100 can be avoided.

Referring to fig. 4 and 5, in some embodiments, the energy-absorbing box assembly 220 includes two energy-absorbing boxes 221, wherein one energy-absorbing box 221 is corresponding to and fixedly connected with the front end of the outer side rail 20, and the other energy-absorbing box 221 is corresponding to and fixedly connected with the front end of the side rail 10.

Because the collision angle is uncontrollable when the actual collision happens, the traditional single energy-absorbing box structure is easy to bend due to the collision, so that the energy-absorbing effect cannot be achieved, and in the application, each energy-absorbing box assembly 220 comprises two energy-absorbing boxes 221, so that the structural stability of the energy-absorbing box assembly 220 is improved, the energy-absorbing box assembly 220 can conduct directional force transmission when the collision happens, the possibility that the energy-absorbing boxes 221 bend or deflect when the actual collision happens is reduced, and the reliability of the anti-collision beam 200 is improved.

Referring to fig. 4, in some embodiments, the front end of the side member 10, the front end of the outer side member 20, and the connection box 30 are in the same plane; the impact beam 200 further includes two sealing plates 230, and each set of crash box assemblies 220 is fixedly connected to the stringers 10, the outboard stringers 20, and the connection box 30 within a set of support assemblies 100 by one sealing plate 230.

The front ends of the longitudinal beam 10, the outer longitudinal beam 20 and the connecting box 30 are arranged on the same plane, so that when collision occurs, on one hand, the connecting box 30 can play a role in absorbing energy to a certain extent; on the other hand, the crash force received by the crash beam 200 can be simultaneously transmitted to the longitudinal beam 10 and the outer longitudinal beam 20 through the corresponding energy-absorbing box assembly 220, and transmitted through two force transmission paths of the longitudinal beam 10 and the outer longitudinal beam 20, so that the situation that one of the crash beams is firstly subjected to the crash force and the rapid collapse deformation is avoided.

In some embodiments, the front ends of the stringers 10, the outer stringers 20, and the connection box 30 all have a flange structure that is in the same plane and is used to secure with the sealing plate 230.

Referring to fig. 4, in some embodiments, the front end of the side member 10, the front end of the outer side member 20 and the junction box 30 are positioned on the same straight line, and the cross-sectional area of the junction box 30 increases gradually along the direction from the front end of the outer side member 20 to the front end of the side member 10.

The front end of the longitudinal beam 10, the front end of the outer longitudinal beam 20 and the connecting box 30 are arranged on the same straight line, so that transverse stress can be transmitted to the longitudinal beam 10 through the guiding of the connecting box 30, and the possibility of failure of the guiding force transmission effect due to bending and deflection of the connecting box 30 caused by stress of the outer longitudinal beam 20 is reduced.

In addition, the cross-sectional area of the junction box 30 gradually increases in the direction from the front end of the outer side member 20 to the front end of the side member 10, and the guiding force transmission effect of the junction box 30 can be effectively increased.

Referring to fig. 6 and 7, in some embodiments, the stringer 10 includes a stringer outer panel 11 and a stringer inner panel 12 secured to each other, the stringer outer panel 11 having a first crush point 13 thereon that is concave and the stringer inner panel 12 having a second crush point 14 thereon that is concave.

By providing the first crush point 13 and the second crush point 14 recessed such that the structural strength at the first crush point 13 and the second crush point 14 is less than at other locations of the rail 10, the deformation mode of the rail 10 upon impact can be controlled.

And through setting up first crumple point 13 on longeron planking 11, set up the second crumple point 14 on longeron inner panel 12 to make when the vehicle bumps, the bending deformation direction of first crumple point 13 and second crumple point 14 department is opposite, longeron 10 is the three-section mode of bending of zigzag, and on the one hand is more stable than other traditional crumple guide structures, on the other hand, and the longeron 10 of zigzag bending, its stability, intensity are also higher than other states after bending.

In some embodiments, the longitudinal beam 10 is located on the side of the outer longitudinal beam 20 near the bottom of the vehicle body, the longitudinal beam inner plate 12 is a flat plate, the cross section of the longitudinal beam outer plate 11 is in a shape like a Chinese character 'ji', and the two are fixedly connected through spot welding to form a cavity structure.

Referring to fig. 6 and 7, in some embodiments, the front end frame structure of the automobile further includes a driver disposed between the two side members 10, a first crush point 13 is disposed between the front end of the side member 10 and the driver, and a second crush point 14 is disposed between the driver and the rear end of the side member 10.

So set up to make the collision and form the Z shape when bending, longeron 10 avoid the driver just, reduce the likelihood of driver damage, reduce collision loss, promote the maintenance economic nature of vehicle.

Referring to fig. 6, in some embodiments, the angle between the longitudinal beam 10 and the longitudinal direction of the vehicle body is 3.5 °, and the front end of the longitudinal beam 10 is offset in a direction approaching the outer longitudinal beam 20.

The longitudinal beam 10 is arranged at the offset angle, so that the tire enveloping space requirement of two front wheels of the automobile can be met, meanwhile, sufficient arrangement space can be provided for the front section of the automobile, and the space utilization rate of the automobile body is improved.

Referring to fig. 2, in some embodiments, the outside longitudinal beam 20 is curved, and the outside longitudinal beam 20 extends from the tail to the head in a direction toward the central axis of the vehicle body and toward the bottom of the vehicle body until it is in the same horizontal plane as the front end of the longitudinal beam 10.

The outer side stringers 20 of the two support assemblies 100 form an encircling structure, so that on one hand, the vehicle body can deflect when the vehicle collides in an offset manner, forward force transmission is reduced, the intrusion of the passenger cabin is reduced, and the collision safety is improved; on the other hand, the arc-shaped structure can provide enough accommodating space for the front wheels of the automobile.

Referring to fig. 1 and 8, in some embodiments, the front end frame structure of the automobile further includes a subframe 300, where the subframe 300 is located on a side of the side member 10 near the underbody and is fixed to two side members 10.

After the automobile body is collided, the stress of the longitudinal beam 10 can be transmitted to the auxiliary frame 300, so that three force transmission paths of the outer longitudinal beam 20, the longitudinal beam 10 and the auxiliary frame 300 are formed from the top of the automobile body to the bottom of the automobile body, and the collision safety of the automobile is further improved.

A second aspect of the present application provides an automobile, including the front end frame structure of an automobile described above.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the utility model, which are described in detail and are not to be construed as limiting the scope of the utility model. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.

Claims (10)

1. The front-end frame structure of the automobile is characterized by comprising an anti-collision beam (200) and two groups of symmetrically arranged support assemblies (100), wherein each group of support assemblies (100) comprises a longitudinal beam (10), an outer longitudinal beam (20) and a connecting box (30), the outer longitudinal beam (20) is positioned at the outer side of the longitudinal beam (10), and the connecting box (30) is positioned between the longitudinal beam (10) and the outer longitudinal beam (20) and fixedly connected with the front ends of the longitudinal beam (10) and the outer longitudinal beam (20) respectively;

the anti-collision beam (200) is located on the front side of the supporting component (100), and comprises a main beam (210) and two groups of energy absorption box components (220), wherein the front ends of the two energy absorption box components (220) are fixedly arranged with the main beam (210), each group of the supporting component (100) corresponds to one group of the energy absorption box components (220), and the front ends of the outer side longitudinal beams (20) and the front ends of the longitudinal beams (10) are fixedly arranged with the rear ends of the energy absorption box components (220).

2. The front-end frame structure of an automobile according to claim 1, wherein the energy-absorbing box assembly (220) comprises two energy-absorbing boxes (221), one of the energy-absorbing boxes (221) is corresponding to and fixedly connected with the front end of the outer side rail (20), and the other energy-absorbing box (221) is corresponding to and fixedly connected with the front end of the side rail (10).

3. The front end frame structure of an automobile according to claim 1, wherein the front end of the side member (10), the front end of the outer side member (20), and the connection box (30) are in the same plane;

the anti-collision beam (200) further comprises two sealing plates (230), and each energy absorption box assembly (220) is fixedly connected with the longitudinal beams (10), the outer longitudinal beams (20) and the connecting boxes (30) in the support assembly (100) through one sealing plate (230).

4. The front end frame structure of an automobile according to claim 1, characterized in that the front end of the side member (10), the front end of the outer side member (20) and the junction box (30) are positioned on the same straight line, and the cross-sectional area of the junction box (30) gradually increases in the direction from the front end of the outer side member (20) to the front end of the side member (10).

5. The front end frame structure of a vehicle according to claim 1, characterized in that the longitudinal beam (10) comprises a longitudinal beam outer plate (11) and a longitudinal beam inner plate (12) fixed to each other, the longitudinal beam outer plate (11) has a first crumple point (13) recessed therein, and the longitudinal beam inner plate (12) has a second crumple point (14) recessed therein.

6. The front end frame structure of a motor vehicle according to claim 5, characterized in that it further comprises a driver arranged between two of said longitudinal beams (10), said first crush point (13) being located between the front end of said longitudinal beam (10) and said driver, said second crush point (14) being arranged between said driver and the rear end of said longitudinal beam (10).

7. The front end frame structure of an automobile according to claim 1, characterized in that an angle between the side member (10) and a longitudinal direction of the automobile body is 3.5 °, and a front end of the side member (10) is offset in a direction approaching the outer side member (20).

8. The front end frame structure of an automobile according to claim 1, wherein the outer side member (20) is arc-shaped, and the outer side member (20) extends along the tail to the head in a direction toward the central axis of the automobile body and toward the bottom of the automobile body until being in the same horizontal plane as the front end of the side member (10).

9. The front end frame structure of a motor vehicle according to claim 1, further comprising a subframe (300), wherein the subframe (300) is located on a side of the side member (10) near the underbody and is fixedly attached to both of the side members (10).

10. An automobile comprising the front-end frame structure of an automobile according to any one of claims 1 to 9.

Images