WO2017101513A1 - 前机舱框架总成 - Google Patents

前机舱框架总成 Download PDF

Info

Publication number
WO2017101513A1
WO2017101513A1 PCT/CN2016/097569 CN2016097569W WO2017101513A1 WO 2017101513 A1 WO2017101513 A1 WO 2017101513A1 CN 2016097569 W CN2016097569 W CN 2016097569W WO 2017101513 A1 WO2017101513 A1 WO 2017101513A1
Authority
WO
WIPO (PCT)
Prior art keywords
frame assembly
longitudinal beam
pillar
section
nacelle frame
Prior art date
Application number
PCT/CN2016/097569
Other languages
English (en)
French (fr)
Inventor
耿富荣
陈东
吴纯福
戴太亮
杨金秀
江想莲
Original Assignee
广州汽车集团股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 广州汽车集团股份有限公司 filed Critical 广州汽车集团股份有限公司
Priority to US15/744,731 priority Critical patent/US10543873B2/en
Priority to EP16874573.5A priority patent/EP3392123A4/en
Publication of WO2017101513A1 publication Critical patent/WO2017101513A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/082—Engine compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/081—Cowls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2018—Floors or bottom sub-units in connection with other superstructure subunits the subunits being front structures

Definitions

  • the present invention relates to the technical field of car body structures, and more particularly to a front nacelle frame assembly.
  • the front body when the front body is subjected to a frontal collision, it must have the function of fully absorbing the collision energy through reasonable deformation and effectively dispersing and transmitting the collision force, thereby achieving the purpose of protecting the passenger compartment.
  • the front nacelle must have sufficient bending and torsional stiffness, good NVH (Noise, Vibration, Harshness, noise, vibration and harshness) performance.
  • the common front cabin frame structure consists of front anti-collision beams, left and right front longitudinal beams, front wall reinforcement structure and A-pillars.
  • This structure has a single transmission path, insufficient and continuous problems, and each longitudinal beam structure.
  • the front nacelle will not be able to effectively absorb and disperse the collision energy, causing problems such as the intrusion of the dash panel and the excessive deformation of the floor and the middle passage, thus causing greater damage to the passengers in the passenger compartment and affecting the entire vehicle. Collision safety.
  • the bending and torsion rigidity of the vehicle body is not good enough, which is not conducive to the improvement of the NVH performance of the whole vehicle.
  • the object of the present invention is to provide a front nacelle frame assembly, which can fully absorb the energy generated by the frontal collision and has a reasonable dispersion path, effectively improve the bending torsion rigidity of the whole vehicle, improve the collision safety of the whole vehicle, and improve the NVH performance.
  • the front nacelle frame assembly of the present invention comprises a front side rail front section, an upper side rail, a dash panel reinforcing beam, a dash outer reinforcing plate and an A-pillar, and a front end of the front side of the front longitudinal beam is laterally connected with a front end of the upper side beam,
  • the root portion of the front side of the front side member is connected to the dash panel reinforcing beam, and the root portion of the top side beam is connected to the A-pillar, and the dash panel outer reinforcing plate connects the root portion of the front side of the front side member with the A-pillar.
  • the front nacelle frame assembly further includes an energy absorbing box located in front of the front side of the front side sill and an anti-collision beam located in front of the energy absorbing box, the anti-collision beam, the energy absorbing box, the front side sill and the The front panel reinforcement beam is connected into a "mouth" shaped frame.
  • the upper side rail is located outside the front side of the front side member in the width direction of the vehicle body, and the front end of the upper side beam extends beyond the tail portion of the energy absorbing box.
  • the roof side rail includes a first portion, a second portion and a third portion, the first portion is connected to the front side of the front side member, the third portion is connected to the A-pillar, and the second portion is connected to the first portion and In the third portion, the height of the first portion is lower than the height of the third portion.
  • the front end of the second portion is connected to the front end of the front side of the front longitudinal beam by a front headlight beam and a front end module mounting post
  • the front end of the first portion is connected to the front end of the front side of the front longitudinal beam through a front longitudinal beam connecting bracket.
  • the height of the front end of the first portion is higher than the height of the front side of the front side member in the height direction of the vehicle body.
  • the front nacelle frame assembly further includes a flow trough and a front tower seat between the front side rail and the upper side rail, and an upper portion of the front tower seat is connected to both ends of the trough, the front side rail connecting bracket
  • the front tower, the front side of the front longitudinal beam and the upper side beam are connected to form a "mouth" shaped frame.
  • a front end of the first portion is provided with a sealing plate, and a bottom portion of the second portion is provided with a crushing rib.
  • the cross section of the third portion is gradually increased from an end connecting the second portion to an end connecting the A-pillar, and the third portion forms a coherent structure with the A-pillar.
  • the yield strength of the first portion, the second portion, and the third portion are in turn Increase.
  • the front nacelle frame assembly further includes a front longitudinal beam rear section, an outer connecting bracket, an inner connecting bracket and a middle passage side longitudinal beam, wherein the rear longitudinal beam rear section is connected with the root of the front longitudinal beam front section, and the outer joint
  • the bracket connects the rear section of the front longitudinal beam and the A-pillar
  • the inner connecting bracket connects the rear longitudinal beam rear section and the middle passage side longitudinal beam.
  • the front nacelle frame assembly further includes a middle channel and a windshield beam located above the dash panel reinforcing beam, the windshield beam, the A-pillar, the dash panel reinforcing beam, and the dash panel outer reinforcing plate connection Forming a "mouth" shaped frame, the middle portion of the dash reinforcing beam is connected to the middle passage and the middle passage side longitudinal beam to form a coherent structure.
  • the front end of the upper side beam is connected to the front end of the front side of the front longitudinal beam through the front longitudinal beam connecting bracket, the root of the front side of the front longitudinal beam is connected with the reinforcing beam of the front wall, and the root of the upper side beam is connected with the A pillar, thereby Two longitudinal energy transfer paths are formed; and two longitudinal transfer path structures are designed with a plurality of transversely distributed continuous overlapping structural beams to form a closed loop front nacelle frame.
  • the collision energy can be transmitted through the two paths of the upper side beam and the front longitudinal beam, and the collision energy can be absorbed and transmitted through the plurality of longitudinal beams and the beam, and the energy generated by the frontal collision can be fully absorbed and the dispersion path is reasonable.
  • Reduce the deformation of the passenger compartment reduce the damage caused to passengers in the passenger compartment, and improve the safety of collision of the whole vehicle.
  • the closed-loop front nacelle frame is designed with a plurality of longitudinally and transversely distributed continuous overlapping structural beams, which effectively improves the bending torsional rigidity of the whole vehicle and improves the NVH performance.
  • FIG. 1 is a perspective view of a front nacelle frame assembly in accordance with an embodiment of the present invention.
  • FIG. 2 is a bottom plan view of the front nacelle frame assembly of FIG. 1.
  • FIG. 3 is a top plan view of the front nacelle frame assembly of FIG. 1.
  • FIG. 4 is a side elevational view of the front nacelle frame assembly of FIG. 1.
  • Figure 5 is a perspective view showing a portion of the structure of the front nacelle frame assembly of Figure 1.
  • FIG. 6 is a schematic view of the force transmission path of the front nacelle frame assembly of FIG. 1 as viewed from a head-up direction in response to a frontal collision.
  • Figure 7 is a schematic view of the force transmission path of the front nacelle frame assembly of Figure 1 as viewed from a side view in response to a frontal collision.
  • the front nacelle frame assembly of the embodiment of the present invention includes an impact beam 10 , an energy absorbing box 20 , a front longitudinal beam front section 30 , a roof side rail 40 , a front longitudinal beam connecting bracket 50 , and a front headlight beam .
  • the impact beam 10 is located in front of the energy absorbing box 20, the energy absorbing box 20 is located in front of the front longitudinal beam front section 30, and the energy absorbing box 20 is disposed at both ends of the impact beam 10, and the energy absorbing box 20 is screwed to the front end of the front side rail 30.
  • the front longitudinal beam front section 30 extends along the longitudinal direction (longitudinal direction) of the vehicle body, and the front panel reinforcement beam 80 is disposed along the width direction (lateral direction) of the vehicle body, and both ends of the front panel reinforcement beam 80 are respectively connected to the root of the front longitudinal beam front section 30.
  • the anti-collision beam 10, the energy absorbing box 20, the front longitudinal beam front section 30 and the dash panel reinforcing beam 80 are connected into a "mouth" shaped closed frame, which can improve the collision performance and bending of the front nacelle. Stiffness, the role of improving NVH performance.
  • the upper side beam 40 is located outside the front longitudinal beam front section 30 in the width direction of the vehicle body, and the front end of the upper side beam 40 is connected to the front end of the front longitudinal beam front section 30 through the front longitudinal beam connecting bracket 50, and the upper side beam The root of 40 is connected to the A-pillar 110.
  • the front end of the front side member 30 is connected to the front end of the roof side rail 40 via the front longitudinal beam connecting bracket 50.
  • the root of the front longitudinal beam front section 30 is connected to the dash panel reinforcing beam 80, and the root of the upper side beam 40 is connected with the A-pillar 110, thereby providing two force transmission paths in the longitudinal direction of the vehicle body, that is, the collision force can be respectively along the front
  • the longitudinal beam front section 30 and the upper side beam 40 are transmitted to effectively absorb and disperse the collision energy.
  • the roof side rail 40 includes a first portion 41, a second portion 42 and a third portion 43, the first portion 41 is connected to the front end of the front side member 30, and the third portion 43 is connected to the upper portion of the A-pillar 110.
  • the height of the first portion 41 is lower than the height of the third portion 43 because the arrangement space of the headlights and the like is required to be avoided, and the height difference between the first portion 41 and the third portion 43 is smaller, and the energy is ensured to be linearly transmitted along the roof side rail 40. The better the collision performance of the upper side beam 40 is.
  • the second portion 42 arc connects the first portion 41 and the third portion 43.
  • the curved structure of the second portion 42 can avoid the tire envelope, and at the same time, function to extend the energy absorption and force transmission path, so that the upper side beam 40 is more fully Absorbs and transmits collision energy.
  • the materials of the three parts of the upper side beam 40 may also be different.
  • the first part 41 and the second part 42 are high-strength steels with lower yield strength, and the third part 43 is high-strength steel with higher yield strength, so that the first part 41, the first part
  • the yield strengths of the two portions 42 and the third portion 43 are sequentially increased, so that the overall structure of the upper side beam 40 is soft and hard, and the front is weak and strong, so that the front side beam 40 has sufficient collapse energy absorption, and the upper side beam
  • the rear of 40 can effectively distribute and transmit the remaining collision energy.
  • the height of the front end of the first portion 41 is higher than the height of the front end of the front side member 30 in the height direction of the vehicle body, and the foremost end of the first portion 41, that is, the foremost end of the roof side rail 40 extends beyond the energy absorption.
  • the tail of the cartridge 20 i.e., located slightly forward of the tail of the energy absorbing box 20.
  • the height of the front end of the first portion 41 is higher than the height of the front end of the front longitudinal beam 30 in the height direction of the vehicle body, so that the collision energy can be effectively Transfer to the front of the front side rail 30 and the roof side rail 40, while also reducing the height difference between the ends of the roof side rail 40, reaching the maximum Good energy absorption and transmission.
  • the front end of the first portion 41 is further provided with a sealing plate 411, which can prevent the collision object from being inserted into the cavity of the upper side beam 40 and weaken the energy absorption and force transmission effect of the front end of the roof side beam 40.
  • the bottom portion of the second portion 42 is provided with a crushing rib 421, so that the first portion 41 and the second portion 42 of the upper side beam 40 can fully collapse and absorb energy, and the upper side beam 40 is reduced.
  • the cross section of the third portion 43 is gradually increased from one end connecting the second portion 42 to the end connecting the A-pillar 110, and a cavity structure is formed between the third portion 43 and the A-pillar 110, so that the collision energy can be more dispersed to The upper end and the lower end of the A-pillar 110 are further transmitted to the upper and lower portions of the side wall.
  • the width of the roof side rail 40 in the vehicle width direction substantially coincides with the width of the A-pillar 110 in the vehicle body width direction, and the bending structure between the roof side rail 40 and the A-pillar 110 can be avoided, thereby ensuring Direct transmission of collision energy.
  • the front end of the first portion 41 is laterally connected to the front end of the front longitudinal beam front section 30 through the front longitudinal beam connecting bracket 50, and the front end of the second portion 42 passes through the front headlight beam of the vehicle body. 60.
  • the front end module mounting post 70 is coupled to the front end of the front side rail front section 30, and the middle rear end of the second portion 42 is connected to the middle of the front side rail front section 30 through the front tower base 100 to form a "mouth" shaped frame. It has a significant improvement on the 25% offset collision performance improvement, and further improves the bending and torsion stiffness of the vehicle and improves the NVH performance.
  • the left and right ends of the windshield beam 150 at the upper end of the front panel skeleton are connected with the A-pillar 110, and the front panel outer reinforcing plate 80 and the A-pillar are located at the lower end of the dash-frame skeleton.
  • the 110 joints together form two transversely coherent closed reinforcement structures.
  • the front outer panel reinforcing plate 90, the front panel reinforcing beam 80, the front longitudinal beam front portion 30 and the A-pillar 110 form a coherent structure in the width direction of the vehicle body, that is, the windshield beam 150, the A-pillar 110, and the dash panel
  • the reinforcing beam 80 and the outer reinforcing plate 90 of the dash panel are connected to form a "mouth" shaped frame, which can further improve the ability of the whole vehicle to resist bending and torsional deformation under external load, thereby improving the bending and torsion rigidity of the whole vehicle. It can improve the bending and torsion mode of the whole vehicle and improve the performance of NVH.
  • the front longitudinal beam rear section 120 is connected to the root of the front longitudinal beam front section 30 and extends along the length of the vehicle body.
  • the outer connecting bracket 130 connects the front longitudinal beam rear section 120 and the A-pillar 110, and the inner connecting bracket 140 connects the front longitudinal beam rear section. 120 and the middle channel side rail 180.
  • the outer connecting bracket 130 and the inner connecting bracket 140 are disposed on both sides of the same position in the longitudinal direction of the front longitudinal beam rear section 120 near the root of the front longitudinal beam front section 30, such that the front longitudinal beam rear section 120 and the outer side
  • the connecting bracket 130 and the inner connecting bracket 140 form a continuous overlapping structure in the width direction of the vehicle body, which may also improve the ability of the whole vehicle to resist bending and torsional deformation under the external load, and also can be used on the sub-frame during the frontal collision process.
  • the energy is dispersed from the front longitudinal beam rear section 120 to the threshold (not shown) and the intermediate passage side longitudinal beam 180 to increase the strength of the sub-frame mounting point on the bracket.
  • the middle portion of the dash reinforcing beam 80 is connected with the middle passage 170 and the middle passage side longitudinal member 180 to form a coherent structure, which can effectively disperse the energy transmitted by the collision, and can also improve the local mode of the front end of the middle passage 170, further Improve the bending and torsion rigidity of the whole vehicle.
  • the front nacelle frame assembly of the present invention works in response to a frontal collision:
  • the collision object when a frontal collision occurs in the vehicle body, the collision object first hits the impact beam 10, and the collision beam 10 transmits the collision force to the front end of the energy absorbing box 20 and the front longitudinal beam front section 30. After the impact beam 10 and the energy absorbing box 20 are fully collapsed, the collision object contacts the front end of the roof side rail 40 while contacting the front end of the front longitudinal beam front section 30, and the front longitudinal beam front section 30 and the upper side beam 40 are also The front longitudinal beam connecting bracket 50, the front headlight beam 60, and the front end module mounting column 70 disperse the collision force, so that the collision force can pass through the front longitudinal beam front section 30 and the upper side beam 40 in the longitudinal direction of the vehicle body (see FIG. 6).
  • the middle beam is transmitted to the beam structure at the rear of the front nacelle frame assembly.
  • This force transmission method allows the collision force to be transmitted through the frame structure of the front nacelle, preventing the single beam structure from being unstable due to excessive collision load.
  • the horizontal connection between the longitudinal beam structures is realized by the structure of the front panel stiffening beam 80, the front panel outer reinforcing plate 90, the outer connecting bracket 130, the inner connecting bracket 140, etc., when the collision force is along the front longitudinal beam.
  • the collision force can also be laterally dispersed to the dash panel reinforcing beam 80, the dash panel (not shown), the middle channel 170, the middle channel side rail 180, and the like (eg, The arrow in Fig. 6) allows the collision energy to be more fully dispersed to the respective areas, effectively reducing the amount of intrusion into the passenger compartment, thereby protecting the safety of the occupant.
  • the cross-sectional changing structure of the third portion 43 of the roof side rail 40 can effectively disperse the collision energy to the upper end and the lower end of the A-pillar 110 (as indicated by the arrow in FIG. 7), and then transmit to the upper and lower portions of the side wall so that The collision force is further dispersed, so that the collision energy is reasonably distributed on the two force transmission paths, and the energy transmission path is more sufficient, thereby improving the collision safety of the whole vehicle.
  • the front nacelle frame assembly of the present invention has the following beneficial effects:
  • the front nacelle frame assembly of the present invention has two collision energy transmission paths, which can fully absorb the energy generated by the frontal collision and have a reasonable dispersion path, thereby reducing the damage to the occupant during the collision, thereby improving the collision safety of the whole vehicle. ;
  • the front end of the first portion of the upper side beam is provided with a sealing plate
  • the second portion is an arc structure which is curved obliquely upward and is provided with a crushing rib
  • the third portion is an incremental structure of the cross section, and the whole of the upper side beam
  • the structure is soft and hard before, and the front is weak and strong. Therefore, the function of absorbing and transmitting the collision energy can be fully utilized, thereby improving the collision performance of the front part of the vehicle body, and in particular, effectively improving the 25% offset performance of the vehicle;
  • the front nacelle frame assembly of the present invention is designed with a plurality of "mouth"-shaped closed structures, and is provided with a plurality of continuous overlapping structures of vertical and horizontal distribution, which can effectively improve the bending and torsion rigidity and mode of the whole vehicle, and improve the NVH performance. .
  • the front end of the upper side beam is connected to the front end of the front side of the front longitudinal beam through the front longitudinal beam connecting bracket, the root of the front side of the front longitudinal beam is connected with the reinforcing beam of the front wall, and the root of the upper side beam is connected with the A pillar to form two longitudinal directions.
  • the energy transfer path; and the two longitudinal transfer path structures are designed with a plurality of transversely distributed continuous overlapping structural beams to form a closed loop front nacelle frame.
  • the collision energy can be transmitted through the two paths of the upper side beam and the front longitudinal beam, and the collision energy can be absorbed and transmitted through the plurality of longitudinal beams and the beam, and the energy generated by the frontal collision can be fully absorbed and the dispersion path is reasonable.
  • Reduce the deformation of the passenger compartment reduce the damage caused to passengers in the passenger compartment, and improve the safety of collision of the whole vehicle.
  • the closed-loop front nacelle frame is designed with a plurality of longitudinally and transversely distributed continuous overlapping structural beams, which effectively improves the bending torsional rigidity of the whole vehicle and improves the NVH performance.

Abstract

一种前机舱框架总成，包括防撞梁(10)、前纵梁前段(30)、上边梁(40)、前塔座(100)、前围板加强横梁(80)、前围板外加强板(90)、风窗横梁(150)与A柱(110)，该前纵梁前段(30)的前端与该上边梁(40)的前端横向连接，该前纵梁前段(30)的根部与该前围板加强横梁(80)连接，该上边梁(40)的根部与该A柱(110)连接，该前围板外加强板(90)连接该前纵梁前段(30)的根部与A柱(110)。该前机舱框架总成可充分吸收正面碰撞产生的能量且分散路径合理，有效改善整车弯扭转刚度，提高整车碰撞安全性，提升NVH性能。

Description

前机舱框架总成
本专利申请要求2015年12月16日提交的中国专利申请号为201510946358.8，申请人为广州汽车集团股份有限公司，发明名称为“前机舱框架总成”的优先权，该申请的全文以引用的方式并入本申请中。
技术领域
本发明涉及轿车车身结构的技术领域，特别是关于一种前机舱框架总成。
背景技术
前机舱作为车身承受正面碰撞时的主要结构，必须具有通过合理变形来充分吸收碰撞能量和有效分散、传递碰撞力的功能，从而达到保护乘员舱的目的。此外，前机舱还须具有足够的弯扭刚度、良好的NVH(Noise、Vibration、Harshness，噪声、振动与声振粗糙度)性能。
目前，常见的前机舱框架结构由前防撞梁，左、右前纵梁，前围加强结构及A柱等构成，这种结构存在传递路径单一、不够充分、连续的问题，且各纵向梁结构之间缺少合理的横向连接结构。当车身发生正面碰撞时，前机舱将无法有效吸收和分散碰撞能量，造成前围板侵入量及地板、中通道变形量过大等问题，从而给乘员舱的乘客造成较大伤害，影响整车碰撞安全性。另一方面，由于这种结构缺乏合理的连贯结构，造成车身的弯扭刚度不够好，不利于整车NVH性能提高。
发明内容
本发明的目的在于提供一种前机舱框架总成，可充分吸收正面碰撞产生的能量且分散路径合理，有效改善整车弯扭转刚度，提高整车碰撞安全性，提升NVH性能。
本发明的前机舱框架总成，包括前纵梁前段、上边梁、前围板加强横梁、前围板外加强板与A柱，该前纵梁前段的前端与该上边梁的前端横向连接，该前纵梁前段的根部与该前围板加强横梁连接，该上边梁的根部与该A柱连接，该前围板外加强板连接该前纵梁前段的根部与A柱。
进一步地，该前机舱框架总成还包括位于该前纵梁前段前方的吸能盒及位于该吸能盒前方的防撞梁，该防撞梁、该吸能盒、该前纵梁和该前围板加强横梁连成一“口”字型的框架。
进一步地，该上边梁在车身的宽度方向上位于该前纵梁前段的外侧，该上边梁的最前端延伸超出该吸能盒的尾部。
进一步地，该上边梁包括第一部分、第二部分与第三部分，该第一部分与该前纵梁前段相连，该第三部分与该A柱相连，该第二部分弧线连接该第一部分与该第三部分，该第一部分的高度低于该第三部分的高度。
进一步地，该第二部分的前端通过前大灯横梁、前端模块安装立柱与该前纵梁前段的前端连接，该第一部分的前端通过前纵梁连接支架与该前纵梁前段的前端连接，该第一部分的前端的高度在车身的高度方向上高于该前纵梁前段的高度。
进一步地，该前机舱框架总成还包括流水槽与位于前纵梁前段、上边梁之间的前塔座，该前塔座的上部与该流水槽的两端相连，该前纵梁连接支架、该前塔座、该前纵梁前段与该上边梁之间连接形成“口”字型的框架。
进一步地，该第一部分的最前端设有封板，该第二部分的中部下方设有溃缩筋。
进一步地，该第三部分的横截面由连接该第二部分的一端向连接该A柱的一端逐渐增大，该第三部分与该A柱之间形成连贯结构。
进一步地，该第一部分、该第二部分、该第三部分的屈服强度依次 增大。
进一步地，该前机舱框架总成还包括前纵梁后段、外连接支架、内连接支架与中通道侧纵梁，该前纵梁后段与该前纵梁前段的根部连接，该外连接支架连接该前纵梁后段与该A柱，该内连接支架连接该前纵梁后段与该中通道侧纵梁。
进一步地，该前机舱框架总成还包括中通道与位于该前围板加强横梁上方的风窗横梁，该风窗横梁、A柱、该前围板加强横梁及该前围板外加强板连接形成“口”字型的框架，该前围板加强横梁的中部与该中通道、该中通道侧纵梁相连形成连贯结构。
本发明的实施例中，上边梁的前端通过前纵梁连接支架与前纵梁前段的前端连接，前纵梁前段的根部与前围板加强横梁连接，上边梁的根部与A柱连接，从而形成两条纵向能量传递路径；且两条纵向传递路径结构中设计有多根横向分布的连贯搭接结构梁，从而形成闭合的环式前机舱框架。如此，在车身正面碰撞时可通过上边梁与前纵梁两条路径进行碰撞能量传递，并通过多根纵梁和横梁来吸收和传递碰撞能量，可充分吸收正面碰撞产生的能量且分散路径合理，降低乘员舱的变形量，减小对乘员舱乘客造成的伤害，提高整车碰撞安全性。同时，该闭合环式前机舱框架设计有多个纵横分布的连贯搭接结构梁，有效提高了整车弯扭转刚度，提升了NVH性能。
附图概述
图1为本发明实施例中前机舱框架总成的立体示意图。
图2为图1中前机舱框架总成的仰视示意图。
图3为图1中前机舱框架总成的俯视示意图。
图4为图1中前机舱框架总成的侧视示意图。
图5为图1中前机舱框架总成的部分结构的立体示意图。
图6为图1中前机舱框架总成在应对正面碰撞时从仰视方向看的传力路径示意图。
图7为图1中前机舱框架总成在应对正面碰撞时从侧视方向看的传力路径示意图。
本发明的较佳实施方式
为更进一步阐述本发明为达成预定发明目的所采取的技术手段及功效，以下结合附图及较佳实施例，对本发明的具体实施方式、结构、特征及其功效，详细说明如后。
请参阅图1至图4，本发明实施例的前机舱框架总成包括防撞梁10、吸能盒20、前纵梁前段30、上边梁40、前纵梁连接支架50、前大灯横梁60、前端模块安装立柱70、前围板加强横梁80、前围板外加强板90、前塔座100、A柱110、前纵梁后段120、外连接支架130、内连接支架140、风窗横梁150、流水槽160以及中通道170、中通道侧纵梁180。
请参图1与图2，防撞梁10位于吸能盒20的前方，吸能盒20位于前纵梁前段30的前方，吸能盒20设置在防撞梁10的两端，吸能盒20与前纵梁前段30的前端螺接。前纵梁前段30沿车身的长度方向(纵向)延伸，前围板加强横梁80沿车身的宽度方向(横向)设置，前围板加强横梁80的两端分别与前纵梁前段30的根部连接，防撞梁10、吸能盒20、前纵梁前段30和前围板加强横梁80连成一“口”字型的封闭式框架，这种稳定结构能起到提高前机舱碰撞性能和弯扭刚度，改善NVH性能的作用。
请参图1至图3，上边梁40在车身的宽度方向上位于前纵梁前段30的外侧，上边梁40的前端通过前纵梁连接支架50与前纵梁前段30的前端连接，上边梁40的根部与A柱110连接。本发明的实施例中，前纵梁前段30的前端通过前纵梁连接支架50与上边梁40的前端连接， 前纵梁前段30的根部与前围板加强横梁80连接，上边梁40的根部与A柱110连接，从而在车身的长度方向上提供了两条传力路径，即，碰撞力可分别沿前纵梁前段30与上边梁40进行传递，可有效吸收和分散碰撞能量。
具体地，请结合图4，上边梁40包括第一部分41、第二部分42与第三部分43，第一部分41与前纵梁前段30的前端相连，第三部分43与A柱110的上部相连，第一部分41的高度低于第三部分43的高度，这是因为避让前大灯等布置空间需要，第一部分41和第三部分43高度差越小，保证能量沿着上边梁40进行直线传递，对于上边梁40的碰撞性能效果越好。第二部分42弧线连接第一部分41与第三部分43，第二部分42的弧形结构可避让轮胎包络，同时起到延长吸能、传力路径的作用，使上边梁40更充分地吸收、传递碰撞能量。此外，上边梁40三部分的材料也可设置不同，第一部分41与第二部分42为屈服强度较低的高强钢，第三部分43为屈服强度较高的高强钢，使第一部分41、第二部分42、第三部分43的屈服强度依次增大，从而使上边梁40的整体结构前软后硬，前弱后强，以便于上边梁40前部发生充分的折溃吸能，上边梁40的后部能有效分散传递剩余的碰撞能量。
进一步地，第一部分41的前端的高度在车身的高度方向上高于前纵梁前段30的前端的高度，并且，第一部分41的最前端，也即，上边梁40的最前端延伸超出吸能盒20的尾部(即位于吸能盒20尾部略靠前的位置)。如此，由于上边梁40的最前端延伸超出吸能盒20的尾部，当防撞梁10、吸能盒20发生充分折溃吸能后，碰撞物在接触前纵梁前段30的前端的同时可接触上边梁40，从而达到上边梁40及时有效分散和传递碰撞能量的目的，而第一部分41的前端的高度在车身的高度方向上高于前纵梁前段30前端的高度，使碰撞能量能有效传递至前纵梁30与上边梁40的前部，同时还减小了上边梁40两端的高度差，达到最 佳的吸能、传力作用。此外，第一部分41的最前端还设有封板411，可避免碰撞物插入上边梁40的腔体内而减弱上边梁40前端的吸能、传力效果。
进一步地，在本实施例中，第二部分42的中部下方设有溃缩筋421，便于上边梁40的第一部分41与第二部分42发挥充分折溃、吸能作用，减小上边梁40后部(即第三部分43)对A柱110的冲击。同时，第三部分43的横截面由连接第二部分42的一端向连接A柱110的一端逐渐增大，第三部分43与A柱110之间形成空腔结构，可将碰撞能量更加分散至A柱110的上端、下端，进而向侧围上部、下部传递。此外，在本实施例中，上边梁40在车身宽度方向上的宽度与A柱110在车身宽度方向上的宽度大体一致，可避免上边梁40与A柱110之间存在弯折结构，从而保证碰撞能量的直向传递。
进一步地，请结合图5，在本实施例中，第一部分41的前端通过前纵梁连接支架50与前纵梁前段30的前端横向连接，第二部分42的前端通过车身的前大灯横梁60、前端模块安装立柱70与前纵梁前段30的前端连接，第二部分42的中后端通过前塔座100与前纵梁前段30的中部连接，从而形成“口”字型框架，这对25％偏置碰撞性能提升具有明显的提升作用，同时进一步提高了整车的弯扭刚度，改善NVH性能。
接上述，请再参图1与图2，位于前围板骨架上端的风窗横梁150的左右两端与A柱110连接，位于前围板骨架下端的前围板外加强板80与A柱110连接，共同形成了两条横向连贯的封闭加强结构。前围板外加强板90、前围板加强横梁80、前纵梁前段30与A柱110之间在车身的宽度方向形成连贯结构，亦即，风窗横梁150、A柱110、前围板加强横梁80及前围板外加强板90连接形成“口”字型的框架，能进一步提高整车在外部载荷作用下抵抗弯曲和扭转变形的能力，从而提高整车的弯扭刚度，同时也起到改善整车弯扭模态的作用，提升NVH性能。
前纵梁后段120与前纵梁前段30的根部连接，并沿车身的长度方向延伸，外连接支架130连接前纵梁后段120与A柱110，内连接支架140连接前纵梁后段120与中通道侧纵梁180。在本实施例中，外连接支架130与内连接支架140设置在前纵梁后段120长度方向上靠近前纵梁前段30根部的同一位置的两侧，如此，前纵梁后段120、外连接支架130、内连接支架140在车身的宽度方向形成连贯搭接结构，同样可能提高整车在外部载荷作用下抵抗弯曲和扭转变形的能力，同时还能将正面碰撞过程中副车架上的能量由前纵梁后段120分散至门槛(图示未)及中通道侧纵梁180处，提高支架上副车架安装点的强度。此外，前围板加强横梁80的中部与中通道170、中通道侧纵梁180相连形成连贯结构，能有效分散碰撞传递过来的能量，也可起到改善中通道170前端的局部模态，进一步提高整车的弯扭刚度。
本发明的前机舱框架总成在应对正面碰撞时的工作原理：
请参图6与图7，当车身发生正面碰撞时，碰撞物首先撞击防撞梁10，防撞梁10将碰撞力传递到吸能盒20及前纵梁前段30的前端，此外，当防撞梁10、吸能盒20发生充分折溃吸能后，碰撞物在接触前纵梁前段30的前端的同时接触上边梁40的前端，且前纵梁前段30与上边梁40之间还可通过前纵梁连接支架50、前大灯横梁60、前端模块安装立柱70分散碰撞力，使得碰撞力可以在车身的纵向通过前纵梁前段30与上边梁40两条传力路径(如图6中箭头所示)传递至前机舱框架总成后部的梁结构，这种传力方式可以使碰撞力通过前机舱的框架结构整体传递，避免单一梁结构因承受过大的碰撞载荷而失稳。同时，本发明中还通过前围板加强横梁80、前围板外加强板90、外连接支架130、内连接支架140等结构实现纵向梁结构之间的横向连接，当碰撞力沿前纵梁前段30、上边梁40向后传递时，碰撞力还可横向分散至前围板加强横梁80、前围板(图未示)、中通道170、中通道侧纵梁180等处(如 图6中箭头所示)，使碰撞能量更充分地散至各个区域，有效减小了对乘员舱的侵入量，从而保护乘员的安全。另一方面，上边梁40的第三部分43的截面变化结构可将碰撞能量有效分散至A柱110的上端、下端(如图7中箭头所示)，进而向侧围上部、下部传递，使碰撞力进一步分散，使碰撞能量在两条传力路径上合理分布，能量传递路径更加充分，从而提高了整车的碰撞安全性。
综上，本发明的前机舱框架总成具有以下有益效果：
(1)本发明的前机舱框架总成有两条碰撞能量传递路径，能充分吸收正面碰撞产生的能量且分散路径合理，降低了碰撞过程中对乘员的伤害，从而提高了整车碰撞安全性；
(2)本发明中上边梁的第一部分的前端设有封板，第二部分为斜向上弯曲的弧线结构且设有溃缩筋，第三部分为截面渐增结构，且上边梁的整体结构前软后硬，前弱后强，因而能充分发挥吸收、传递碰撞能量的作用，从而提高了车身前部的碰撞性能，尤其是能有效提升整车的25％偏置碰性能；
(3)本发明的前机舱框架总成设计有多个“口”字形封闭结构，并设有多个纵横分布的连贯搭接结构，能有效提高整车弯扭刚度和模态，改善NVH性能。
以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制，虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明，任何熟悉本专业的技术人员，在不脱离本发明技术方案范围内，当可利用上述揭示的技术内容作出些许更动或修饰为等同变化的等效实施例，但凡是未脱离本发明技术方案内容，依据本发明的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本发明技术方案的范围内。
工业实用性
本发明中上边梁的前端通过前纵梁连接支架与前纵梁前段的前端连接，前纵梁前段的根部与前围板加强横梁连接，上边梁的根部与A柱连接，从而形成两条纵向能量传递路径；且两条纵向传递路径结构中设计有多根横向分布的连贯搭接结构梁，从而形成闭合的环式前机舱框架。如此，在车身正面碰撞时可通过上边梁与前纵梁两条路径进行碰撞能量传递，并通过多根纵梁和横梁来吸收和传递碰撞能量，可充分吸收正面碰撞产生的能量且分散路径合理，降低乘员舱的变形量，减小对乘员舱乘客造成的伤害，提高整车碰撞安全性。同时，该闭合环式前机舱框架设计有多个纵横分布的连贯搭接结构梁，有效提高了整车弯扭转刚度，提升了NVH性能。

Claims (11)

  1. 一种前机舱框架总成，其特征在于：包括前纵梁前段(30)、上边梁(40)、前围板加强横梁(80)、前围板外加强板(90)与A柱(110)，该前纵梁前段(30)的前端与该上边梁(40)的前端横向连接，该前纵梁前段(30)的根部与该前围板加强横梁(80)连接，该上边梁(40)的根部与该A柱(110)连接，该前围板外加强板(90)连接该前纵梁前段(30)的根部与A柱(110)。
  2. 如权利要求1所述的前机舱框架总成，其特征在于：该前机舱框架总成还包括位于该前纵梁前段(30)前方的吸能盒(20)及位于该吸能盒(20)前方的防撞梁(10)，该防撞梁(10)、该吸能盒(20)、该前纵梁(30)和该前围板加强横梁(80)连成一“口”字型的框架。
  3. 如权利要求2所述的前机舱框架总成，其特征在于：该上边梁(40)在车身的宽度方向上位于该前纵梁前段(30)的外侧，该上边梁(40)的最前端延伸超出该吸能盒(20)的尾部。
  4. 如权利要求1所述的前机舱框架总成，其特征在于：该上边梁(40)包括第一部分(41)、第二部分(42)与第三部分(43)，该第一部分(41)与该前纵梁前段(30)相连，该第三部分(43)与该A柱(110)相连，该第二部分(42)弧线连接该第一部分(41)与该第三部分(43)，该第一部分(41)的高度低于该第三部分(43)的高度。
  5. 如权利要求4所述的前机舱框架总成，其特征在于：该第二部分(42)的前端通过前大灯横梁(60)、前端模块安装立柱(70)与该前纵梁前段(30)的前端连接，该第一部分(41)的前端通过前纵梁连接支架(50)与该前纵梁前段(30)的前端连接，该第一部分(41)的前端的高度在车身的高度方向上高于该前纵梁前段(30)的高度。
  6. 如权利要求5所述的前机舱框架总成，其特征在于：该前机舱框 架总成还包括流水槽(160)与位于前纵梁前段(30)、上边梁(40)之间的前塔座(100)，该前塔座(100)的上部与该流水槽(160)的两端相连，该前纵梁连接支架(50)、该前塔座(100)、该前纵梁前段(30)与该上边梁(40)之间连接形成“口”字型的框架。
  7. 如权利要求4所述的前机舱框架总成，其特征在于：该第一部分(41)的最前端设有封板(411)，该第二部分(42)的中部下方设有溃缩筋(421)。
  8. 如权利要求4所述的前机舱框架总成，其特征在于：该第三部分(43)的横截面由连接该第二部分(42)的一端向连接该A柱(110)的一端逐渐增大，该第三部分(43)与该A柱(110)之间形成连贯结构。
  9. 如权利要求4所述的前机舱框架总成，其特征在于：该第一部分(41)、该第二部分(42)、该第三部分(43)的屈服强度依次增大。
  10. 如权利要求1所述的前机舱框架总成，其特征在于：该前机舱框架总成还包括前纵梁后段(120)、外连接支架(130)、内连接支架(140)与中通道侧纵梁(180)，该前纵梁后段(120)与该前纵梁前段(30)的根部连接，该外连接支架(130)连接该前纵梁后段(120)与该A柱(110)，该内连接支架(140)连接该前纵梁后段(120)与该中通道侧纵梁(180)。
  11. 如权利要求10所述的前机舱框架总成，其特征在于：该前机舱框架总成还包括中通道(170)与位于该前围板加强横梁(80)上方的风窗横梁(150)，该风窗横梁(150)、该A柱(110)、该前围板加强横梁(80)及该前围板外加强板(90)连接形成“口”字型的框架，该前围板加强横梁(80)的中部与该中通道(170)、该中通道侧纵梁(180)相连形成连贯结构。
PCT/CN2016/097569 2015-12-16 2016-08-31 前机舱框架总成 WO2017101513A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US15/744,731 US10543873B2 (en) 2015-12-16 2016-08-31 Front cabin frame assembly
EP16874573.5A EP3392123A4 (en) 2015-12-16 2016-08-31 FRONT CABIN UNDER ARRANGEMENT

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201510946358.8A CN106882272A (zh) 2015-12-16 2015-12-16 前机舱框架总成
CN201510946358.8 2015-12-16

Publications (1)

Publication Number Publication Date
WO2017101513A1 true WO2017101513A1 (zh) 2017-06-22

Family

ID=59055655

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2016/097569 WO2017101513A1 (zh) 2015-12-16 2016-08-31 前机舱框架总成

Country Status (4)

Country Link
US (1) US10543873B2 (zh)
EP (1) EP3392123A4 (zh)
CN (1) CN106882272A (zh)
WO (1) WO2017101513A1 (zh)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107963130A (zh) * 2017-11-22 2018-04-27 威马智慧出行科技（上海）有限公司 前围总成及包括其的汽车
US10266208B2 (en) * 2017-04-21 2019-04-23 Hyundai Motor Company Front vehicle body reinforcing structure
CN112622795A (zh) * 2020-12-28 2021-04-09 湖南大学 一种抵抗正碰的车辆结构及制造方法

Families Citing this family (29)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10661832B2 (en) * 2016-09-07 2020-05-26 Thunder Power Electric Vehicle Development Company Limited Angle and geometry of the front cross member
KR20180129084A (ko) * 2017-05-25 2018-12-05 현대자동차주식회사 충돌흡수 구조를 갖는 일체형 사이드 멤버
CN109204520B (zh) * 2017-06-30 2021-06-18 比亚迪股份有限公司 车身结构和车辆
CN109204544B (zh) 2017-06-30 2020-11-06 比亚迪股份有限公司 车身结构和车辆
CN109204527B (zh) * 2017-06-30 2021-04-20 比亚迪股份有限公司 车身结构和车辆
CN109204497B (zh) * 2017-06-30 2021-01-01 比亚迪股份有限公司 车身结构和车辆
CN108016506B (zh) * 2017-11-09 2020-02-21 广州汽车集团股份有限公司 车辆机舱总成
CN108001533A (zh) * 2017-11-22 2018-05-08 奇瑞汽车股份有限公司 前舱车架
JP7035848B2 (ja) * 2018-06-27 2022-03-15 トヨタ自動車株式会社 車両の下部車体構造
CN109910802B (zh) * 2019-03-06 2021-05-25 宁波吉利汽车研究开发有限公司 一种新型的小偏置结构
WO2020217085A1 (en) * 2019-04-23 2020-10-29 Arcelormittal Tunnel having integrated lateral reinforcements
CN111619670B (zh) * 2019-09-19 2021-07-13 长城汽车股份有限公司 前车身结构及汽车
CN112572614B (zh) * 2019-09-30 2022-06-21 广州汽车集团股份有限公司 车辆的梁结构组件以及具有该梁结构组件的车辆
CN112572618A (zh) * 2019-09-30 2021-03-30 比亚迪股份有限公司 车辆前舱结构和车辆
CN113002633A (zh) * 2019-12-19 2021-06-22 观致汽车有限公司 前机舱骨架组件
CN113044117A (zh) * 2019-12-26 2021-06-29 观致汽车有限公司 车辆前机舱的上纵梁总成和具有其的车辆
CN111152847B (zh) * 2020-01-08 2021-06-01 上海龙创汽车设计股份有限公司 一种汽车骨架加强结构
CN113365906A (zh) * 2020-08-31 2021-09-07 华为技术有限公司 一种车辆的前部结构以及车辆
CN116529147A (zh) * 2021-01-22 2023-08-01 浙江吉利控股集团有限公司 一种立柱结构、车身结构及车辆
CN114954663A (zh) * 2021-02-19 2022-08-30 威马智慧出行科技(上海)股份有限公司 一种针对车辆小重叠碰撞的防护结构及车辆
JP2022152574A (ja) * 2021-03-29 2022-10-12 マツダ株式会社 車体構造
CN113147908A (zh) * 2021-04-20 2021-07-23 重庆长安汽车股份有限公司 一种车身前端结构
CN114932953B (zh) * 2021-06-29 2023-05-05 比亚迪股份有限公司 车身框架和具有其的车辆
CN113460166B (zh) * 2021-06-30 2022-04-01 东风汽车集团股份有限公司 一种模块化偏置碰加强结构
CN113443010B (zh) * 2021-07-06 2022-09-09 合肥长安汽车有限公司 汽车机舱后横梁总成
CN113771954B (zh) * 2021-08-31 2023-09-22 重庆长安汽车股份有限公司 一种纯电动汽车机舱防侵入结构
CN113968285B (zh) * 2021-10-26 2023-01-10 东风越野车有限公司 一种越野车车身前机舱结构
CN115158479B (zh) * 2022-06-29 2023-09-22 重庆长安汽车股份有限公司 一种基于平台架构的车身前机舱一体式结构及汽车
CN115402415B (zh) * 2022-07-20 2024-04-16 岚图汽车科技有限公司 一种前机舱以及车辆

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040056515A1 (en) * 2002-09-18 2004-03-25 Akira Nomura Front structure of vehicle
CN202987288U (zh) * 2012-12-07 2013-06-12 北京汽车股份有限公司 前指梁总成、发动机舱及汽车
CN103373396A (zh) * 2012-04-16 2013-10-30 福特全球技术公司 车身装置
CN203306103U (zh) * 2013-05-30 2013-11-27 长城汽车股份有限公司 多通道传力机构及设有该机构的前机舱和车辆
CN203637949U (zh) * 2013-12-02 2014-06-11 奇瑞汽车股份有限公司 一种汽车前挡板总成
CN204623579U (zh) * 2015-04-27 2015-09-09 北京汽车股份有限公司 汽车前围结构及汽车

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07228267A (ja) 1994-02-17 1995-08-29 Mitsubishi Motors Corp 車体の強度部材構造
JP4144385B2 (ja) * 2003-03-12 2008-09-03 三菱自動車工業株式会社 自動車の車室前部の結合構造
JP4304537B2 (ja) * 2007-02-23 2009-07-29 トヨタ自動車株式会社 車両骨格構造
JP5029328B2 (ja) * 2007-12-05 2012-09-19 マツダ株式会社 自動車の前部車体構造
DE102009056840A1 (de) * 2009-12-03 2011-06-09 GM Global Technology Operations LLC, ( n. d. Ges. d. Staates Delaware ), Detroit Unterbaustruktur einer Kraftfahrzeugkarosserie
CN102358349B (zh) 2011-08-11 2013-06-12 奇瑞汽车股份有限公司 一种汽车车身前部骨架结构
US20150061320A1 (en) * 2012-01-10 2015-03-05 Honday Motor Co., Ltd. Vehicle body frame structure of motor vehicle
KR101448747B1 (ko) * 2012-10-02 2014-10-08 현대자동차 주식회사 전방 차체 구조
DE102014204516B4 (de) * 2013-03-26 2023-06-22 Subaru Corporation Fahrzeugkarosseriestruktur
CN103770841B (zh) * 2013-05-27 2015-05-27 广州汽车集团股份有限公司 一种汽车车身骨架结构
CN203358689U (zh) * 2013-05-31 2013-12-25 奇瑞汽车股份有限公司 一种车身碰撞吸能结构
CN204415518U (zh) * 2015-01-05 2015-06-24 广州汽车集团股份有限公司 前舱纵梁后段结构与汽车
CN204821716U (zh) * 2015-05-29 2015-12-02 广州汽车集团股份有限公司 一种汽车机舱总成
CN204775483U (zh) * 2015-05-29 2015-11-18 广州汽车集团股份有限公司 一种汽车机舱总成
CN205273623U (zh) * 2015-12-16 2016-06-01 广州汽车集团股份有限公司 前机舱框架总成

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040056515A1 (en) * 2002-09-18 2004-03-25 Akira Nomura Front structure of vehicle
CN103373396A (zh) * 2012-04-16 2013-10-30 福特全球技术公司 车身装置
CN202987288U (zh) * 2012-12-07 2013-06-12 北京汽车股份有限公司 前指梁总成、发动机舱及汽车
CN203306103U (zh) * 2013-05-30 2013-11-27 长城汽车股份有限公司 多通道传力机构及设有该机构的前机舱和车辆
CN203637949U (zh) * 2013-12-02 2014-06-11 奇瑞汽车股份有限公司 一种汽车前挡板总成
CN204623579U (zh) * 2015-04-27 2015-09-09 北京汽车股份有限公司 汽车前围结构及汽车

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP3392123A4 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10266208B2 (en) * 2017-04-21 2019-04-23 Hyundai Motor Company Front vehicle body reinforcing structure
CN107963130A (zh) * 2017-11-22 2018-04-27 威马智慧出行科技（上海）有限公司 前围总成及包括其的汽车
CN107963130B (zh) * 2017-11-22 2019-08-13 威马智慧出行科技（上海）有限公司 前围总成及包括其的汽车
CN112622795A (zh) * 2020-12-28 2021-04-09 湖南大学 一种抵抗正碰的车辆结构及制造方法

Also Published As

Publication number Publication date
CN106882272A (zh) 2017-06-23
EP3392123A1 (en) 2018-10-24
EP3392123A4 (en) 2019-08-28
US20180201326A1 (en) 2018-07-19
US10543873B2 (en) 2020-01-28

Similar Documents

Publication Publication Date Title
WO2017101513A1 (zh) 前机舱框架总成
CN205273623U (zh) 前机舱框架总成
US9701345B2 (en) Side vehicle-body structure of automotive vehicle
JP4286884B2 (ja) 自動車の車体構造
WO2016192304A1 (zh) 汽车机舱总成
WO2018177397A1 (zh) 车身以及车辆
CN108016506B (zh) 车辆机舱总成
CN103770841A (zh) 一种汽车车身骨架结构
US20190092396A1 (en) Vehicle body lower structure
CN206623891U (zh) 车身以及车辆
CN108657279B (zh) 车身以及车辆
JP4875559B2 (ja) 車体フレーム構造
CN209888947U (zh) 一种前地板总成结构
CN203345037U (zh) 一种汽车车身骨架结构
CN209776565U (zh) 一种汽车车身结构
JP2017171102A (ja) 車体前部の構造
CN102582551A (zh) 一种汽车车门防撞梁
CN105313976A (zh) 用于车辆的车身和具有其的车辆
CN214493089U (zh) 一种应对25%小偏置碰的车身框架
CN111017034A (zh) 一种车架结构
CN110962938A (zh) 一种汽车侧围框架加强组件
CN201520343U (zh) 一种汽车车身前纵梁
CN206623884U (zh) 前纵梁组件以及车身
CN204915840U (zh) 一种汽车a柱的上边梁
CN208411874U (zh) 一种车身b柱上部加强组件

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16874573

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 15744731

Country of ref document: US

NENP Non-entry into the national phase

Ref country code: DE