CN221090990U - Energy absorption structure for front part of vehicle body and vehicle - Google Patents

Abstract

The application relates to an energy absorption structure for the front part of a vehicle body and a vehicle, comprising a cross beam, a first longitudinal beam section, a second longitudinal beam section, a first reinforcing piece and a second reinforcing piece, wherein the first longitudinal beam section is provided with a first end and a second end which are opposite, the first end is connected with one end of the cross beam, the second longitudinal beam section is provided with a third end and a fourth end which are opposite, and the third end is connected with one end of the cross beam which is far away from the first end; the first reinforcing piece is arranged at the second end, and the second reinforcing piece is arranged at the fourth end. Compared with the prior art, the energy absorption structure for the front part of the vehicle body and the energy absorption effect of the vehicle when the front part of the vehicle body collides with an obstacle are more sufficient, the front part of the vehicle body cannot invade the passenger cabin to cause harm to the life safety of passengers, and the safety of the vehicle when the vehicle collides is improved.

Description

Energy absorption structure for front part of vehicle body and vehicle

Technical Field

The application relates to the technical field of vehicle engineering, in particular to an energy absorption structure for the front part of a vehicle body and a vehicle.

Background

The safety of the vehicle during collision is one of the important factors when people select the vehicle, and most of the vehicle collision accidents are the front collision of the vehicle according to statistics, so how to reasonably set the front structure of the vehicle body is particularly important to improve the safety of the vehicle during collision.

In the conventional technology, a vehicle body deformation phenomenon caused by a vehicle collision is generally prevented by adopting a mode of improving the strength of a vehicle body front structure, however, the mode can cause the vehicle body front structure to invade into a passenger cabin when the vehicle collides, so that the life safety of passengers in the passenger cabin is endangered, and the safety of the vehicle when the vehicle collides is difficult to ensure.

Disclosure of Invention

Accordingly, it is necessary to provide an energy absorbing structure for a front portion of a vehicle body and a vehicle, in order to solve the problem of poor safety of the vehicle when a frontal collision occurs.

The technical scheme is as follows:

one embodiment provides an energy absorbing structure for a front portion of a vehicle body, comprising:

A cross beam;

A first stringer section having opposite first and second ends, the first end being connected to one end of the cross beam, and a second stringer section having opposite third and fourth ends, the third end being connected to an end of the cross beam remote from the first end; and

The first reinforcing piece and the second reinforcing piece, the first reinforcing piece is located the second end, the second reinforcing piece is located the fourth end.

The energy absorbing structure for the front part of the vehicle body is characterized in that the first end of the first longitudinal beam section and the third end of the second longitudinal beam section are respectively connected with two ends of the cross beam, the first reinforcing piece and the second reinforcing piece are respectively arranged at the second end of the first longitudinal beam section and the fourth end of the second longitudinal beam section, under the action of the first reinforcing piece and the second reinforcing piece, the second end and the fourth end have higher strength compared with the first end and the third end, so that when the front part of the vehicle body collides with an obstacle, firstly, the cross beam with relatively lower strength deforms and absorbs energy generated during collision, when the deformation amount of the cross beam reaches the limit, but the energy generated during collision is not fully absorbed, and then the first end of the first longitudinal beam section and the third end of the second longitudinal beam section deform and absorb energy generated during collision, and finally, the second end and the fourth end generate deformation and residual energy when the deformation amount of the first end and the third end reach the limit, and the energy generated during collision are still absorbed, and finally, the passenger cannot invade the second end and the passenger cannot invade the cabin. Compared with the prior art, the energy absorption structure for the front part of the vehicle body has more sufficient energy absorption effect when the front part of the vehicle body collides with an obstacle, the front part of the vehicle body cannot invade the passenger cabin to cause harm to the life safety of passengers, and the safety of the vehicle during collision is improved.

The following further describes the technical scheme:

In one embodiment, the first stringer segment includes a first web, a first wing plate and a second wing plate, the first wing plate and the second wing plate are respectively disposed on two sides of the first web, the first wing plate, the second wing plate and the first web are enclosed to form a first groove, the first groove extends along the direction from the first end toward the second end, and the first reinforcement is disposed in the first groove;

The second longitudinal beam section comprises a second web plate, a third wing plate and a fourth wing plate, the third wing plate and the fourth wing plate are respectively arranged on two sides of the second web plate, the third wing plate, the fourth wing plate and the second web plate are enclosed to form a second groove, the second groove extends along the direction of the third end towards the fourth end, and the second reinforcing piece is arranged in the second groove.

In one embodiment, the first stringer segment further comprises a first cap plate covering the first groove, and the second stringer segment further comprises a second cap plate covering the second groove.

In one embodiment, the first reinforcement member includes a first reinforcement plate disposed on the first web and extending along an extending direction of the first groove, and the first reinforcement plate is spaced from the first end;

The second reinforcing piece comprises a second reinforcing plate, the second reinforcing plate is arranged on the second web plate and extends along the extending direction of the second groove, and the second reinforcing plate is arranged at an interval with the third end.

In one embodiment, the first reinforcing plate comprises a first plate section and a second plate section, one end of the first plate section is connected with one end of the second plate section, one end of the first plate section, which is far away from the second plate section, is arranged at intervals from the first end, one end of the second plate section, which is far away from the first plate section, is arranged at the second end, and the thickness of the second plate section is larger than that of the first plate section;

The second reinforcing plate comprises a third plate section and a fourth plate section, one end of the third plate section is connected with one end of the fourth plate section, one end of the third plate section, which is far away from the fourth plate section, is arranged at intervals with the third end, one end of the fourth plate section, which is far away from the third plate section, is arranged at the fourth end, and the thickness of the fourth plate section is larger than that of the third plate section.

In one embodiment, the energy absorbing structure for the front portion of the vehicle body further comprises a first buffer assembly and a second buffer assembly, wherein the first end is connected with one end of the beam through the first buffer assembly, and the third end is connected with one end, away from the first buffer assembly, of the beam through the second buffer assembly.

In one embodiment, the first cushioning assembly comprises a first energy absorber and the second cushioning assembly comprises a second energy absorber, one end of the beam is connected to the first end through the first energy absorber, and the other end of the beam is connected to the third end through the second energy absorber.

In one embodiment, the first buffer assembly further comprises a first mounting plate, the second buffer assembly further comprises a second mounting plate, one face of the first mounting plate is provided with the first energy-absorbing box, the other face of the first mounting plate is connected with the first end, the first energy-absorbing box is connected with one end of the beam, one face of the second mounting plate is provided with the second energy-absorbing box, the other face of the second mounting plate is connected with the third end, and the second energy-absorbing box is connected with one end of the beam away from the first energy-absorbing box.

In one embodiment, the energy absorbing structure for a front portion of a vehicle body further comprises a third longitudinal beam section and a fourth longitudinal beam section, one end of the third longitudinal beam section being connected to the second end, and the fourth longitudinal beam section being connected to the fourth end.

Another embodiment provides a vehicle comprising an energy absorbing structure for a front portion of a vehicle body as in any of the embodiments above.

The vehicle according to any one of the embodiments described above, in which the energy absorbing structure for the front portion of the vehicle body is adopted, the first end of the first side member section and the third end of the second side member section are respectively connected to both ends of the cross member, the first reinforcement and the second reinforcement are respectively provided at the second end of the first side member section and the fourth end of the second side member section, the second end and the fourth end have higher strength than the first end and the third end under the action of the first reinforcement and the second reinforcement, so that when the front portion of the vehicle body collides with an obstacle, deformation occurs first by the cross member having relatively low strength and absorbs energy generated at the time of collision, when the deformation amount of the cross member reaches the limit but the energy generated at the time of collision is not fully absorbed, deformation occurs again by the first end of the first side member section and the third end of the second side member, and energy generated at the time of collision still is not fully absorbed, and finally deformation occurs by the second end and the fourth end having relatively high strength and the fourth end and the passenger is not fully absorbed by the deformation amount of the first end and the passenger is not fully absorbed by the energy. Compared with the prior art, the energy absorption structure for the front part of the vehicle body has more sufficient energy absorption effect when the front part of the vehicle body collides with an obstacle, the front part of the vehicle body cannot invade the passenger cabin to cause harm to the life safety of passengers, and the safety of the vehicle during collision is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of the overall structure of an energy absorbing structure for a front portion of a vehicle body in accordance with an embodiment of the present application.

FIG. 2 is a schematic view of the internal structure of an energy absorbing structure for a front portion of a vehicle body in accordance with an embodiment of the present application.

The drawings are marked with the following description:

100. A cross beam; 200. a first stringer section; 210. a first end; 220. a second end; 230. a first web; 240. a first wing plate; 250. a second wing plate; 260. a first cover plate; 300. a second stringer section; 310. a third end; 320. a fourth end; 330. a second web; 340. a third wing plate; 350. a fourth wing plate; 360. a second cover plate; 400. a first reinforcement; 500. a second reinforcement; 610. a first cushioning assembly; 611. a first energy absorption box; 612. a first mounting plate; 620. a second cushioning assembly; 621. a second energy absorption box; 622. a second mounting plate; 700. a third stringer section; 800. a fourth stringer segment; 900. guiding groove.

Detailed Description

In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application 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 application. The present application 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 application, whereby the application is not limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if any, these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., are used herein with respect to the orientation or positional relationship shown in the drawings, these terms refer to the orientation or positional relationship for convenience of description and simplicity of description only, and do not indicate or imply that the apparatus or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application.

Furthermore, the terms "first," "second," and the like, if any, 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 application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In the present application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; 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 application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through 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 if 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. If 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 as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

Referring to fig. 1-2, one embodiment of the present application provides an energy absorbing structure for a front portion of a vehicle body, comprising a cross member 100, a first stringer segment 200, a second stringer segment 300, a first stiffener 400, and a second stiffener 500, the first stringer segment 200 having opposite first and second ends 210, 220, the first end 210 being connected to one end of the cross member 100, the second stringer segment 300 having opposite third and fourth ends 310, 320, the third end 310 being connected to an end of the cross member 100 remote from the first end 210; the first reinforcement 400 is disposed at the second end 220, and the second reinforcement 500 is disposed at the fourth end 320.

In the above-mentioned energy absorbing structure for the front portion of the vehicle body, the first end 210 of the first girder segment 200 and the third end 310 of the second girder segment 300 are respectively connected with the two ends of the cross member 100, and the first reinforcement 400 and the second reinforcement 500 are respectively disposed at the second end 220 of the first girder segment 200 and the fourth end 320 of the second girder segment 300, and under the action of the first reinforcement 400 and the second reinforcement 500, the second end 220 and the fourth end 320 have higher strength than the first end 210 and the third end 310.

So configured, when the front portion of the vehicle body collides with an obstacle, first, the beam 100 having a relatively low strength is deformed and absorbs energy generated at the time of collision, when the deformation amount of the beam 100 reaches a limit but the energy generated at the time of collision is not fully absorbed, the first end 210 of the first side member section 200 and the third end 310 of the second side member section 300 are deformed and absorb energy generated at the time of collision, when the deformation amount of the first end 210 and the third end 310 reaches the limit but the energy generated at the time of collision is still not fully absorbed, and finally, the second end 220 and the fourth end 220 having relatively high strength are deformed and absorb the remaining energy, and since the beam 100, the first end 210 and the third end 310 have already absorbed part of energy, the second end 220 and the fourth end 320 are not excessively affected by the energy and intruded into the passenger compartment.

Compared with the prior art, the energy absorption structure for the front part of the vehicle body has more sufficient energy absorption effect when the front part of the vehicle body collides with an obstacle, the front part of the vehicle body cannot invade the passenger cabin to cause harm to the life safety of passengers, and the safety of the vehicle during collision is improved.

Alternatively, the first reinforcement 400 and the second reinforcement 500 may be reinforcing ribs or reinforcing columns provided at the second end 220 and the fourth end 320, respectively, and when the second end 220 and the fourth end 320 collide, the first reinforcement 400 and the second end 220 and the second reinforcement 500 and the fourth end 320 are simultaneously deformed, so that the second end 220 and the fourth end 320 have higher strength than the first end 210 and the third end 310 under the action of the first reinforcement 400 and the second reinforcement 500.

Illustratively, in the event of a collision of the vehicle, the low-strength components deform sufficiently, but the energy absorbing effect is poor, while the high-strength components have better energy absorbing effect, but the deformation is insufficient to invade the passenger compartment to cause damage to the passenger, in this embodiment, the materials selected for the first and second longitudinal beam sections 200 and 300 have higher strength than the materials selected for the cross beam 100, so that the cross beam 100 deforms before the first and second longitudinal beam sections 200 and 300 in the event of a collision of the vehicle, and the second and fourth ends 220 and 320 have higher strength than the first and third ends 210 and 310 under the action of the first and second reinforcing members 400 and 500, so that the cross beam 100 deforms first, then the first and third ends 210 and 310 deform, and finally the second and fourth ends 220 and 320 nearest to the passenger in the event of a collision of the vehicle are deformed.

Referring to fig. 1 to 2, in one embodiment, the first stringer segment 200 includes a first web 230, a first wing plate 240 and a second wing plate 250, the first wing plate 240 and the second wing plate 250 are respectively disposed on two sides of the first web 230, the first wing plate 240, the second wing plate 250 and the first web 230 enclose a first groove, the first groove extends along the direction from the first end 210 toward the second end 220, and the first stiffener 400 is disposed in the first groove.

By providing the first web 230, the first wing plate 240 and the second wing plate 250, and disposing the first wing plate 240 and the second wing plate 250 on both sides of the first web 230, not only the weight of the overall structure can be reduced, but also the shear strength of the overall structure of the first longitudinal beam section 200 can be enhanced, so that when the vehicle is impacted from the side (i.e., the side in the vehicle advancing direction), the first longitudinal beam section 200 is not easy to deform, and the safety of the whole vehicle is improved; by disposing the first reinforcement 400 in the first recess, the overall structure is made more compact and rational.

Referring to fig. 1 to 2, as an embodiment that can be implemented simultaneously with the previous embodiment, the second stringer segment 300 includes a second web 330, a third wing plate 340 and a fourth wing plate 350, the third wing plate 340 and the fourth wing plate 350 are respectively disposed on two sides of the second web 330, the third wing plate 340, the fourth wing plate 350 and the second web 330 are enclosed to form a second groove, the second groove extends along the direction from the third end 310 toward the fourth end 320, and the second reinforcement 500 is disposed in the second groove.

By providing the second web 330, the third wing plate 340 and the fourth wing plate 350, and disposing the third wing plate 340 and the fourth wing plate 350 on both sides of the second web 330, respectively, not only the weight of the overall structure can be reduced, but also the shear strength of the overall structure of the second longitudinal beam section 300 can be enhanced, so that when the vehicle is impacted from the side (i.e., the side in the vehicle advancing direction), the second longitudinal beam section 300 is not easy to deform, and the safety of the whole vehicle is improved; by disposing the first reinforcement 400 in the first recess, the overall structure is made more compact and rational.

Illustratively, the first wing plate 240 and the second wing plate 250 are respectively disposed at both sides of the first web 230, the third wing plate 340 and the fourth wing plate 350 are respectively disposed at both sides of the first web 230 to form a "U-shaped plate" structure, and the first reinforcement 400 and the second reinforcement 500 are disposed in the groove formed by the U-shaped plate, thereby achieving the effects of improving the overall structural strength, reducing the overall structural weight, and making the overall structure more compact.

Alternatively, the first reinforcement 400 may be disposed at any one of the first web 230, the first wing 240, and the second wing 250, and the second reinforcement 500 may be disposed at any one of the second web 330, the third wing 340, and the fourth wing 350, which are not particularly limited herein.

Preferably, the first reinforcement 400 is disposed on the first web 230 and the second reinforcement 500 is disposed on the second web 330. Because the first web 230 is located between the first wing 240 and the second wing 250, and the second auxiliary plate is located between the third wing 340 and the fourth wing 350, the first reinforcement 400 is disposed on the first web 230, and the second reinforcement 500 is disposed on the second web 330, so that the deformation amounts of the respective parts of the first girder segment 200 and the second girder segment 300 are more uniform when the deformation is generated, thereby enhancing the energy absorbing effect.

Referring to fig. 1-2, in one embodiment, the first stringer segment 200 further includes a first cap plate 260, the first cap plate 260 covering the first groove.

The first cover plate 260 not only can enhance the overall strength of the first girder segment 200, but also can cover the first groove, prevent corrosive liquid or corrosive gas from corroding the first reinforcement 400 inside the first groove, and improve the overall service life of the first girder segment 200.

Referring to fig. 1-2, as an embodiment that can be implemented simultaneously with the above embodiment, the second stringer segment 300 further includes a second cap plate 360, where the second cap plate 360 covers the second groove.

The second cover plate 360 not only can enhance the overall strength of the second girder segment 300, but also can cover the second groove, prevent corrosive liquid or corrosive gas from corroding the second reinforcement 500 inside the second groove, and improve the overall service life of the second girder segment 300.

Further, the first cover 260 is connected to at least one of the first and second wings 240 and 250 and covers the first groove, and the second cover 360 is connected to at least one of the third and fourth wings 340 and 350 and covers the second groove.

Preferably, both sides of the first cover 260 are respectively fixed to the first wing 240 and the second wing 250, and both sides of the second cover 360 are respectively fixed to the third wing 340 and the fourth wing 350, thereby enhancing the overall structural strength and enhancing the safety of the vehicle.

Alternatively, the material of the first cover plate 260 may be GX340LAD/GX420LAD alloy steel, the material of the second cover plate 360 may be GX340LAD/GX420LAD alloy steel, the material of the first web 230 may be GX420LAD/GX420/780DP alloy steel, and the material of the second web 330 may be GX420LAD/GX420/780DP alloy steel.

Referring to fig. 2, in one embodiment, the first reinforcement member 400 includes a first reinforcement plate disposed on the first web 230 and extending along the extending direction of the first groove, and spaced apart from the first end 210; the second reinforcement 500 includes a second reinforcement plate disposed on the second web 330 and extending along the extending direction of the second groove, and the second reinforcement plate is spaced from the third end 310.

The first reinforcing plate is disposed on the first web 230 and spaced from the first end 210, and the second reinforcing plate is disposed on the second web 330 and spaced from the third end 310, so that the strength of the first end 210 and the third end 310 is smaller than that of the fourth end 320 of the second end 220, and thus, when the front portion of the vehicle body collides with an obstacle, the first end 210 and the third end 310 deform and absorb energy generated during the collision before the second end 220 and the fourth end 320, and finally, the second end 220 and the fourth end 220 with relatively high strength deform and absorb residual energy, and since the cross beam 100, the first end 210 and the third end 310 have absorbed part of the energy, the second end 220 and the fourth end 320 do not receive excessive energy to invade the passenger compartment, thereby improving the safety during the collision of the vehicle.

Referring to fig. 1 to 2, in one embodiment, the first reinforcing plate includes a first plate segment and a second plate segment, one end of the first plate segment is connected to one end of the second plate segment, one end of the first plate segment away from the second plate segment is spaced from the first end 210, one end of the first plate segment of the second plate Duan Yuanli is disposed at the second end 220, and the thickness of the second plate segment is greater than that of the first plate segment.

The thickness of first panel section is less than the thickness of second panel section for the intensity of first panel section is less than the intensity of second panel section, and when the front portion of the automobile body took place to collide and first reinforcing plate takes place to deform, because the intensity of first panel section is less than the intensity of second panel section, first panel section produces deformation earlier, and when the deformation volume reaches the limit but when the energy that produces when the collision is not fully absorbed, the second panel section produces deformation again, makes the energy-absorbing more abundant, improves the security when the vehicle takes place to collide.

Referring to fig. 1 to 2, in one embodiment, the second reinforcing plate includes a third plate segment and a fourth plate segment, one end of the third plate segment is connected to one end of the fourth plate segment, one end of the third plate segment away from the fourth plate segment is spaced from the third end 310, one end of the fourth plate segment away from the third plate segment is disposed at the fourth end 320, and the thickness of the fourth plate segment is greater than the thickness of the third plate segment.

The thickness of third panel section is less than the thickness of fourth panel section for the intensity of third panel section is less than the intensity of fourth panel section, and when the front portion of the vehicle body took place to collide and first reinforcing plate takes place to deform, because the intensity of third panel section is less than the intensity of fourth panel section, the third panel section produces deformation earlier, and when the deformation volume reached the limit but the energy that produces when colliding was not fully absorbed, the fourth panel section produced deformation again, makes the energy-absorbing more abundant, improves the security when the vehicle took place to collide.

Preferably, the thickness of the first and third plate sections is between 0.5mm and 2mm, the thickness of the second and fourth plate sections is between 0.7 and 2.2mm, and the thickness of the first plate section is greater than the thickness of the second plate section, and the thickness of the third plate section is greater than the thickness of the fourth plate section.

Further, first board section and third board section are connected through laser welding, and second board section and fourth board section are connected through laser welding, so, when having guaranteed structural strength, can not form too big stress concentration in concatenation department, cause buckling deformation.

Alternatively, the material of the first and third plate segments may be GX340LAD/GX420LAD and the material of the second and fourth plate segments may be GX420LAD/GX420/780DP.

Referring to fig. 1 to 2, in one embodiment, the energy absorbing structure for a front portion of a vehicle body further includes a first bumper assembly 610 and a second bumper assembly 620, the first end 210 is connected to an end of the beam 100 through the first bumper assembly 610, and the third end 310 is connected to an end of the beam 100 remote from the first bumper assembly 610 through the second bumper assembly 620.

One end of the cross beam 100 is connected to the first end 210 of the first girder segment 200 through the first buffer assembly 610, such that, when the vehicle body collides, the first buffer assembly 610 can deform before the first end 210 of the first girder segment 200, and when the deformation amount of the first buffer assembly 610 reaches a limit but the energy generated during the collision is not fully absorbed, the first end 210 of the first girder segment 200 deforms again; the other end of the cross beam 100 is connected to the third end 310 of the second longitudinal beam section 300 through the second buffer assembly 620, so, when the vehicle body collides, the second buffer assembly 620 can deform before the third end 310 of the second longitudinal beam section 300, and when the deformation amount of the second buffer assembly 620 reaches the limit but the energy generated during the collision is not completely absorbed, the third end 310 of the second longitudinal beam section 300 deforms again, so that the whole energy absorption is more sufficient, and the safety of the vehicle during the collision is improved.

Referring to fig. 1-2, in one embodiment, the first cushioning assembly 610 includes a first energy absorber 611 and the second cushioning assembly 620 includes a second energy absorber 621, one end of the beam 100 is connected to the first end 210 through the first energy absorber 611, and the other end of the beam 100 is connected to the third end 310 through the second energy absorber 621.

The first and second crash boxes 611 and 621 can absorb and disperse energy generated when the vehicle body collides, thereby reducing the impact force of the collision on the passenger.

Further, the strength of the first energy absorption box 611 is smaller than that of the first longitudinal beam section 200, and the strength of the second energy absorption box 621 is smaller than that of the second longitudinal beam section 300, so that the first energy absorption box 611 and the second energy absorption box 621 deform before the first longitudinal beam section 200 and the second longitudinal beam section 300 when the vehicle collides, the whole energy absorption is more sufficient, and the safety of the vehicle during collision is improved.

Further, referring to fig. 1 to 2, the first buffer assembly 610 further includes a first mounting plate 612, the second buffer assembly 620 further includes a second mounting plate 622, a first energy absorbing box 611 is disposed on one surface of the first mounting plate 612, the other surface of the first mounting plate 612 is connected to the first end 210, the first energy absorbing box 611 is connected to one end of the beam 100, a second energy absorbing box 621 is disposed on one surface of the second mounting plate 622, the other surface of the second mounting plate 622 is connected to the third end 310, and the second energy absorbing box 621 is connected to one end of the beam 100 away from the first energy absorbing box 611.

The first mounting plate 612 and the second mounting plate 622 not only can fix and support the first energy absorption box 611 and the second energy absorption box 621, ensure that the first energy absorption box 611 and the second energy absorption box 621 can generate effective collision and absorb energy when collision occurs, but also can provide additional strength and stability for the vehicle body, thereby improving the overall safety of the vehicle.

Referring to fig. 1-2, in one embodiment, the energy absorbing structure for a front portion of a vehicle body further includes a third beam section 700 and a fourth beam section 800, one end of the third beam section 700 being connected to the second end 220 and the fourth beam section 800 being connected to the fourth end 320.

When the vehicle body collides, the deformation amounts of the cross beam 100, the first girder segment 200, the second girder segment 300, the first reinforcement 400 and the second reinforcement 500 reach the limit, but the energy generated by the collision is not completely absorbed, the third girder segment 700 and the fourth girder segment 800 can absorb the remaining energy, and the safety of passengers is further ensured.

Preferably, the third stringer segment 700 has a strength that is higher than the strength of the second end 220 of the first stringer segment 200 (i.e., the strength of the second end 220 of the first stringer segment 200 in combination with the first stiffener 400) and the fourth stringer segment 800 has a strength that is higher than the strength of the fourth end 320 of the second stringer segment 300 (i.e., the strength of the fourth end 320 of the second stringer segment 300 in combination with the second stiffener 500), further improving the overall safety of the front structure of the vehicle body.

Referring to fig. 1 to 2, in one embodiment, at least one of the first reinforcement 400, the second reinforcement 500, the first cover plate 260, and the second cover plate 360 is provided with a guiding groove 900, and the guiding groove 900 is extended in a direction perpendicular to a vehicle advancing direction (i.e., a direction a in fig. 1 and 2).

By providing the inducing groove 900, at least one of the first reinforcement 400, the second reinforcement 500, the first cover 260, and the second cover 360 can be induced to be contracted and deformed in the vehicle advancing direction when the vehicle collides, so that the energy absorbing effect is more sufficient.

Another embodiment provides a vehicle comprising an energy absorbing structure for a front portion of a vehicle body as in any of the embodiments above.

In the vehicle, the energy absorbing structure for the front portion of the vehicle body according to any one of the embodiments is adopted, wherein the first end 210 of the first side member segment 200 and the third end 310 of the second side member segment 300 are respectively connected to both ends of the cross member 100, the first reinforcement 400 and the second reinforcement 500 are respectively provided at the second end 220 of the first side member segment 200 and the fourth end 320 of the second side member segment 300, the second end 220 and the fourth end 320 have higher strength than the first end 210 and the third end 310 under the action of the first reinforcement 400 and the second reinforcement 500, so that when the front portion of the vehicle body collides with an obstacle, the cross member 100 having relatively low strength is deformed and absorbs energy generated during the collision, and when the deformation amount of the cross member 100 reaches the limit but the energy generated during the collision is not fully absorbed, the deformation amount is generated by the first end 210 of the first side member segment 200 and the third end 310 of the second side member segment 300, and finally the passenger compartment 220 having relatively high strength and the rest of the cross member 210 and the fourth end 310 is not fully absorbed, and the energy is fully invaded by the second end 220 and the third end 310. Compared with the prior art, the energy absorption structure for the front part of the vehicle body has more sufficient energy absorption effect when the front part of the vehicle body collides with an obstacle, the front part of the vehicle body cannot invade the passenger cabin to cause harm to the life safety of passengers, and the safety of the vehicle during collision is improved.

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 application, which are described in detail and are not to be construed as limiting the scope of the claims. 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 application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.

Claims (10)

1. An energy absorbing structure for a front portion of a vehicle body, comprising:

A cross beam;

A first stringer section having opposite first and second ends, the first end being connected to one end of the cross beam, and a second stringer section having opposite third and fourth ends, the third end being connected to an end of the cross beam remote from the first end; and

The first reinforcing piece and the second reinforcing piece, the first reinforcing piece is located the second end, the second reinforcing piece is located the fourth end.

2. The energy absorbing structure for a front portion of a vehicle body of claim 1, wherein the first rail section includes a first web, a first wing panel, and a second wing panel, the first wing panel and the second wing panel being disposed on opposite sides of the first web, respectively, the first wing panel, the second wing panel, and the first web being enclosed to form a first groove extending along the first end toward the second end, the first reinforcement being disposed within the first groove;

The second longitudinal beam section comprises a second web plate, a third wing plate and a fourth wing plate, the third wing plate and the fourth wing plate are respectively arranged on two sides of the second web plate, the third wing plate, the fourth wing plate and the second web plate are enclosed to form a second groove, the second groove extends along the direction of the third end towards the fourth end, and the second reinforcing piece is arranged in the second groove.

3. The energy absorbing structure for a front portion of a vehicle body of claim 2, wherein the first rail section further comprises a first cover plate covering the first recess, and the second rail section further comprises a second cover plate covering the second recess.

4. The energy absorbing structure for a front portion of a vehicle body of claim 2, wherein the first reinforcement includes a first reinforcement plate provided to the first web and extending in an extending direction of the first recess, the first reinforcement plate being spaced apart from the first end;

The second reinforcing piece comprises a second reinforcing plate, the second reinforcing plate is arranged on the second web plate and extends along the extending direction of the second groove, and the second reinforcing plate is arranged at an interval with the third end.

5. The energy absorbing structure for a front portion of a vehicle body of claim 4, wherein the first reinforcement plate comprises a first plate segment and a second plate segment, one end of the first plate segment being connected to one end of the second plate segment, one end of the first plate segment remote from the second plate segment being spaced from the first end, one end of the second plate segment remote from the first plate segment being provided at the second end, the second plate segment having a thickness greater than the thickness of the first plate segment;

The second reinforcing plate comprises a third plate section and a fourth plate section, one end of the third plate section is connected with one end of the fourth plate section, one end of the third plate section, which is far away from the fourth plate section, is arranged at intervals with the third end, one end of the fourth plate section, which is far away from the third plate section, is arranged at the fourth end, and the thickness of the fourth plate section is larger than that of the third plate section.

6. The energy absorbing structure for a front portion of a vehicle body of claim 1, further comprising a first bumper assembly and a second bumper assembly, wherein the first end is connected to an end of the beam through the first bumper assembly and the third end is connected to an end of the beam remote from the first bumper assembly through the second bumper assembly.

7. The energy absorbing structure for a front portion of a vehicle body of claim 6, wherein the first cushioning assembly comprises a first energy absorber and the second cushioning assembly comprises a second energy absorber, one end of the beam is connected to the first end through the first energy absorber, and the other end of the beam is connected to the third end through the second energy absorber.

8. The energy absorbing structure for a front portion of a vehicle body of claim 7, wherein the first cushioning assembly further comprises a first mounting plate, the second cushioning assembly further comprises a second mounting plate, one face of the first mounting plate is provided with the first energy absorbing box, the other face of the first mounting plate is connected with the first end, the first energy absorbing box is connected with one end of the beam, one face of the second mounting plate is provided with the second energy absorbing box, the other face of the second mounting plate is connected with the third end, and the second energy absorbing box is connected with one end of the beam away from the first energy absorbing box.

9. The energy absorbing structure for a front portion of a vehicle body of any one of claims 1-8, further comprising a third rail section and a fourth rail section, wherein one end of the third rail section is connected to the second end and the fourth rail section is connected to the fourth end.

10. A vehicle comprising an energy absorbing structure for a front portion of a vehicle body as claimed in any one of claims 1 to 9.