WO2022041185A1

WO2022041185A1 - Front structure of vehicle and vehicle

Info

Publication number: WO2022041185A1
Application number: PCT/CN2020/112438
Authority: WO
Inventors: 章斯亮; 孔庆帅
Original assignee: 华为技术有限公司
Priority date: 2020-08-31
Filing date: 2020-08-31
Publication date: 2022-03-03
Also published as: CN113365906A

Abstract

A front structure of a vehicle, comprising a support component (01), an upper edge beam (02) of an engine compartment, and a longitudinal beam (03). One end of the support component (01) is connected to the upper edge beam (02) of the engine compartment, the other end of the support component (01) is connected to the longitudinal beam (03), the front end of the upper edge beam (02) of the engine compartment is connected to the longitudinal beam (03), a first area (020) of the upper edge beam (02) of the engine compartment is in the shape of an arc with an opening facing the longitudinal beam (03), the first area (020) refers to an area between the front end of the rupper edge beam (02) of the engine compartment and a first connecting position, and the first connecting position is a position where the upper edge beam (02) of the engine compartment is connected to the support component (01). When applied to vehicles, such as intelligent vehicles, new energy vehicles, Internet-connected vehicles and autonomous vehicles, the front structure can effectively transfer an impact force, and converts some of a longitudinal impact force into a transverse impact force such that a vehicle moves laterally and away from obstacles to realize obstacle avoidance. Without additionally increasing the weight of a chassis and the front structure of a vehicle, the front structure can effectively improve the integrity of the structure of a passenger compartment during a collision and protect the safety of passengers.

Description

A front structure of a vehicle and a vehicle

technical field

The present application relates to the technical field of automobiles, and in particular, to a front structure of a vehicle and a vehicle.

Background technique

Frontal collisions are a common type of traffic accident, and frontal collisions result in a high rate of occupant casualties. As consumers have higher requirements for vehicle safety performance, the 25% offset crash test has attracted more and more attention, and higher requirements have also been placed on the safety performance of vehicles. The 25% offset crash test means that the vehicle hits the rigid barrier head-on at a speed of 64.4km/h±1km/h, and the overlap rate between the vehicle and the rigid obstacle avoidance is 25%±1% of the vehicle width. In the scene, the specific situation of personal injury, vehicle motion status and vehicle body structure deformation.

At present, in order to solve the deformation problem of the car body under the 25% offset crash test, the usual practice is to greatly increase the weight of the front structure and chassis structure of the vehicle to increase the energy absorption capacity of the front structure, and in the case of the same structural space , By strengthening the structure of the front end, the impact capacity is absorbed in the front cabin area of the vehicle to avoid squeezing the occupants and the battery pack. However, this method results in a substantial increase in the weight of the front-end structure, low structural efficiency, and a large increase in cost.

SUMMARY OF THE INVENTION

The embodiments of the present application provide a front structure of a vehicle, which can effectively improve the structural integrity of the passenger compartment and protect the safety of passengers in a 25% collision scenario.

To achieve the above purpose, the embodiments of the present application provide the following technical solutions:

A first aspect of the present application provides a front structure of a vehicle, which may include: a support member, a cabin upper side beam, and a longitudinal beam. One end of the support member is connected to the upper side beam of the engine room, and the other end of the support member is connected to the longitudinal beam. The support member may be an independent structure, or the support member may be integrally formed with the upper side beam of the nacelle. The front end of the upper side beam of the nacelle is connected to the longitudinal beam. The first area of the upper edge beam of the engine room is arc-shaped, and the opening direction of the arc is toward the longitudinal beam. of the connection. Alternatively, it can also be understood that the first region is convex in an arc shape, and the direction of the convexity is a direction away from the longitudinal beam. It can be seen from the first aspect that through the design that the first area of the upper side beam of the nacelle bulges in the direction away from the longitudinal beam, a part of the longitudinal impact force is gradually guided and converted into a lateral impact force, and the colliding vehicle is moved laterally, so that The barriers are gradually moved away from the car body, and in addition, support parts are added to the front structure, which can effectively transmit the collision force. The front structure provided by the present application is simple and stable in structure. In a 25% collision scenario, the structural integrity of the passenger compartment can be effectively improved to protect the safety of the occupants.

Optionally, in combination with the above-mentioned first aspect, in a first possible implementation manner, a suspension mounting plate may also be included, the suspension mounting plate is connected to the longitudinal beam, and the other end of the support member is connected to the suspension mounting plate, so as to pass through the suspension mounting plate. Suspended mounting plates connect the stringers. It can be seen from the first possible implementation of the first aspect that an installation method of the support member is provided, which is installed on the suspension installation plate, and is installed on the longitudinal beam through the suspension installation plate, which increases the diversity of solutions.

Optionally, in combination with the above-mentioned first aspect or the first possible implementation manner of the first aspect, in a second possible implementation manner, the supporting member is an integrally formed supporting plate. It can be known from the second possible implementation manner of the first aspect that a possible structure of the support member is given. In some possible implementations, the support member may also be a combination of multiple devices.

Optionally, in combination with the first aspect or the second possible implementation of the first aspect or the first aspect, in the third possible implementation, a shock absorber assembly may also be included. In connection with the longitudinal beam, the connection of the support member to the longitudinal beam is closer to the front end of the longitudinal beam than the connection of the shock absorber assembly to the longitudinal beam. The shock absorber assembly is generally arranged above the front wheel assembly of the vehicle. This design leads to a 25% collision. If the barrier is squeezed into the shock absorber assembly area, the front wheel assembly will be seriously deformed, and the tire will be stuck. , which is not conducive to ensuring the integrity of the cockpit structure, and cannot well protect the safety of the occupants. However, the solution provided in this application adds a support assembly. From the third possible implementation of the first aspect, it can be seen that the support assembly is arranged in front of the shock absorber assembly and the wheel, and the collision will reach the support assembly first, and 25% of the cases will be solved. During a collision, the front wheel assembly is seriously deformed, and when a stuck situation occurs, the tire is prone to squeeze and invade the passenger compartment. In addition, the shock absorber assembly can also participate in the energy absorption process well.

Optionally, in combination with the first aspect or the third possible implementation manner of the first aspect to the first aspect, in a fourth possible implementation manner, the front structure may further include a water tank mounting beam, and the upper side of the nacelle The beam can include a first support beam and a second support beam from top to bottom, the front end of the first support beam is connected to the water tank installation beam, the front end of the second support beam is connected to the longitudinal beam, and the rear end of the first support beam is connected to the upper side beam of the engine room. The rear beam is connected, and the rear end of the second beam is connected with the rear beam of the upper side beam of the engine room. It can be known from the fourth possible implementation manner of the first aspect that other devices that may be included in a front structure provided by the present application are given.

Optionally, in combination with the fourth possible implementation manner of the first aspect, in a fifth possible implementation manner, the first support beam may include a first outer plate and a first inner plate, and the first outer plate and the first The inner plates are connected, and a cavity is formed between the first outer plate and the first inner plate, the second support beam may include a second outer plate and a second inner plate, the second outer plate and the second inner plate are connected, and the second A cavity is formed between the outer panel and the second inner panel. It can be seen from the fifth possible implementation of the first aspect that the upper side beam of the cabin of the front structure of the vehicle in the present application is a cavity, and the function of this design is to prevent collision, ensure the integrity of the driver's cabin, and ensure the safety of the occupants. Safety.

Optionally, in combination with the first aspect or the fifth possible implementation manner of the first aspect to the first aspect, in the sixth possible implementation manner, other areas of the cabin upper side beam except the first area are in the form of Arc-shaped bulge, the direction of the bulge is the direction away from the longitudinal beam, or it can be understood as the arc-shaped area of the upper side beam of the engine room except the first area, and the opening direction of the arc is toward the longitudinal beam. It can be seen from the seventh possible implementation manner of the first aspect that the upper side beams of the nacelle are raised in a direction away from the longitudinal beams as a whole, so that the vehicle can move in a direction away from the obstacle avoidance while sliding along the obstacle avoidance.

Optionally, in combination with the first aspect or the sixth possible implementation manner of the first aspect to the first aspect, in the seventh possible implementation manner, an energy-absorbing box and an anti-collision beam may also be included. The energy box is connected with the anti-collision beam, the energy-absorbing box is also connected with the longitudinal beam, and the energy-absorbing box is arranged between the anti-collision beam and the longitudinal beam.

Optionally, in combination with the seventh possible implementation manner of the first aspect, in the eighth possible implementation manner, the energy absorbing box is connected to the longitudinal beam through bolts. It can be known from the ninth possible implementation manner of the first aspect that the energy absorbing box can be detachably mounted on the longitudinal beam.

Optionally, in combination with the first aspect or the eighth possible implementation manner of the first aspect to the first aspect, in the ninth possible implementation manner, the front mounting bracket of the sub-frame may also be included, the sub-frame The front mounting bracket of the frame is attached to the inner panel of the side member and the outer panel of the side member.

Optionally, in combination with the first aspect or the ninth possible implementation manner of the first aspect to the first aspect, in the tenth possible implementation manner, the distance between the front end of the cabin upper side beam and the connection between the longitudinal beam The front end of the stringer has a preset length. It can be seen from the eleventh possible implementation manner of the first aspect that having a preset length can ensure that the longitudinal beam has enough space for crushing deformation and absorbing collision energy.

Optionally, with reference to the tenth possible implementation manner of the first aspect, in the eleventh possible implementation manner, the preset length is 100 mm to 150 mm.

A second aspect of the present application provides a vehicle, which includes a front structure, and the front structure may include a support member, a cabin upper side member, and a side member. One end of the support member is connected to the upper side beam of the engine room, and the other end of the support member is connected to the longitudinal beam. The front end of the upper side beam of the nacelle is connected to the longitudinal beam. The first area of the nacelle upper side beam is arc-shaped convex in the direction away from the longitudinal beam, the first area is the area between the front end of the nacelle upper side beam and the first connection point, and the first connection point is the connection between the nacelle upper side beam and the supporting member place. It can be seen from the second aspect that through the design that the first area of the upper side beam of the nacelle bulges in the direction away from the longitudinal beam, a part of the longitudinal impact force is gradually guided and converted into a lateral impact force, and the colliding vehicle is moved laterally, so that The barriers are gradually moved away from the car body, and in addition, support parts are added to the front structure, which can effectively transmit the collision force. The front structure provided by the present application is simple and stable in structure. In a 25% collision scenario, the structural integrity of the passenger compartment can be effectively improved to protect the safety of the occupants.

Optionally, in combination with the above-mentioned second aspect, in the first possible implementation manner, a suspension mounting plate may also be included, the suspension mounting plate is connected to the longitudinal beam, and the other end of the support member is connected to the suspension mounting plate, so as to pass through the suspension mounting plate. Suspended mounting plates connect the stringers.

Optionally, in combination with the second aspect or the first possible implementation manner of the second aspect, in a second possible implementation manner, the support member is an integrally formed support plate.

Optionally, in combination with the above-mentioned second aspect or the first or second possible implementation manner of the second aspect, in the third possible implementation manner, a shock absorber assembly may also be included. In connection with the longitudinal beam, the connection of the support member to the longitudinal beam is closer to the front end of the longitudinal beam than the connection of the shock absorber assembly to the longitudinal beam. The shock absorber assembly is generally arranged above the front wheel assembly of the vehicle. This design leads to a 25% collision. If the barrier is squeezed into the shock absorber assembly area, the front wheel assembly will be seriously deformed, and the tire will be stuck. , which is not conducive to ensuring the integrity of the cockpit structure, and cannot well protect the safety of the occupants. However, the solution provided in this application adds a support assembly. From the third possible implementation of the second aspect, it can be seen that if the support assembly is arranged in front of the shock absorber assembly and the wheel, the collision will reach the support assembly first, and the solution will be 25%. During the collision, the front wheel assembly is seriously deformed and stuck, and the tires are prone to squeeze and invade the passenger compartment. In addition, the shock absorber assembly can also participate in the energy absorption process well.

Optionally, in combination with the second aspect or the third possible implementation manner of the second aspect or the first to the second aspect, in the fourth possible implementation manner, the front structure may further include a water tank mounting beam, and the upper side of the nacelle. The beam can include a first support beam and a second support beam from top to bottom, the front end of the first support beam is connected to the water tank installation beam, the front end of the second support beam is connected to the longitudinal beam, and the rear end of the first support beam is connected to the upper side beam of the engine room. The rear beam is connected, and the rear end of the second beam is connected with the rear beam of the upper side beam of the engine room.

Optionally, in combination with the fourth possible implementation manner of the second aspect, in the fifth possible implementation manner, the first support beam may include a first outer plate and a first inner plate, and the first outer plate and the first The inner plates are connected, and a cavity is formed between the first outer plate and the first inner plate, the second support beam may include a second outer plate and a second inner plate, the second outer plate and the second inner plate are connected, and the second A cavity is formed between the outer panel and the second inner panel.

Optionally, in combination with the second aspect or the fifth possible implementation manner of the second aspect or the first to the second aspect, in the sixth possible implementation manner, other areas of the cabin upper side beam except the first area are directed toward the Raised away from the stringer.

Optionally, in combination with the second aspect or the sixth possible implementation manner of the first to the second aspect, in the seventh possible implementation manner, an energy-absorbing box and an anti-collision beam may also be included. The energy box is connected with the anti-collision beam, the energy-absorbing box is also connected with the longitudinal beam, and the energy-absorbing box is arranged between the anti-collision beam and the longitudinal beam.

Optionally, in conjunction with the seventh possible implementation manner of the second aspect, in the eighth possible implementation manner, the energy absorbing box is connected to the longitudinal beam by bolts.

Optionally, in combination with the above-mentioned second aspect or the eighth possible implementation manner of the first to the second aspect, in the ninth possible implementation manner, the front mounting bracket of the sub-frame may also be included, the sub-frame The front mounting bracket of the frame is attached to the inner panel of the side member and the outer panel of the side member.

Optionally, in combination with the second aspect or the ninth possible implementation manner of the first to the second aspect, in the tenth possible implementation manner, the distance between the front end of the cabin upper side beam and the connection between the longitudinal beam The front end of the stringer has a preset length.

Optionally, in combination with the tenth possible implementation manner of the second aspect, in the eleventh possible implementation manner, the preset length is 100 mm to 150 mm.

Through the solution provided in this application, the first area of the upper side beam of the nacelle is arc-shaped convex in the direction away from the longitudinal beam. This design gradually guides and converts a part of the longitudinal impact force into a lateral impact force, which produces a lateral impact on the colliding vehicle. The movement makes the barrier gradually move away from the vehicle body. In addition, support parts are added to the front structure, which can effectively transmit the collision force. The front structure provided by the present application is simple and stable in structure. In a 25% collision scenario, the structural integrity of the passenger compartment can be effectively improved to protect the safety of the occupants.

Description of drawings

Fig. 1 is a schematic diagram showing that the vehicle collision strategy is a full energy absorption mode;

Figure 2 is a schematic diagram of the vehicle collision strategy as an energy transfer mode;

3 is a schematic diagram of a front structure of a vehicle according to an embodiment of the present application;

FIG. 4 is another schematic diagram of a front structure of a vehicle according to an embodiment of the present application;

FIG. 5 is another schematic diagram of a front structure of a vehicle according to an embodiment of the present application;

6 is a schematic diagram of a force transmission path of a front structure provided by the application;

7 is a schematic diagram of a force transmission path of a front structure provided by the application;

8 is a schematic diagram of force transfer of a front structure of a vehicle provided by the application;

9a is a schematic diagram of a typical application scenario of a front structure of a vehicle provided by the application;

9b is a schematic diagram of another typical application scenario of the front structure of a vehicle provided by the application;

10a is a schematic diagram of a simulation test result of a vehicle to which the front structure provided by the present application is applied;

10b is a schematic diagram of a simulation test result of a vehicle to which the front structure provided by the present application is applied;

10c is a schematic diagram of a simulation test result of a vehicle to which the front structure provided by the present application is applied;

Fig. 10d is a schematic diagram of a simulation test result of a vehicle to which the front structure provided by the present application is applied;

10e is a schematic diagram of a simulation test result of a vehicle to which the front structure provided by the present application is applied;

FIG. 11 is a schematic structural diagram of a vehicle according to an embodiment of the application.

detailed description

The embodiments of the present application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Those of ordinary skill in the art know that with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

The terms "first", "second" and the like in the description and claims of the present application and the above drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It is to be understood that data so used may be interchanged under appropriate circumstances so that the embodiments described herein can be practiced in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having", and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device comprising a series of steps or modules is not necessarily limited to those expressly listed Rather, those steps or modules may include other steps or modules not expressly listed or inherent to the process, method, product or apparatus. The naming or numbering of the steps in this application does not mean that the steps in the method flow must be executed in the time/logical sequence indicated by the naming or numbering, and the named or numbered process steps can be implemented according to the The technical purpose is to change the execution order, as long as the same or similar technical effects can be achieved. The division of modules in this application is a logical division. In practical applications, there may be other divisions. For example, multiple modules may be combined or integrated into another system, or some features may be ignored. , or not implemented, in addition, the shown or discussed mutual coupling or direct coupling or communication connection may be through some ports, and the indirect coupling or communication connection between modules may be electrical or other similar forms. There are no restrictions in the application. In addition, the modules or sub-modules described as separate components may or may not be physically separated, may or may not be physical modules, or may be distributed into multiple circuit modules, and some or all of them may be selected according to actual needs. module to achieve the purpose of the solution of this application.

In this application, unless otherwise expressly specified and limited, the terms "installed", "connected", "connected", "fixed", "arranged" and other terms should be understood in a broad sense, for example, it may be a fixed connection, or It is a detachable connection, or an integral body; it can be a mechanical connection, a direct connection, an indirect connection through an intermediate medium, or an internal communication between two elements or an interaction relationship between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific situations.

In order to facilitate a better understanding of the application, the following specifically sets forth the research ideas of the technical solutions described in the application:

The 25% offset crash test means that the vehicle hits the rigid barrier head-on at a speed of 64.4km/h±1km/h and an overlap rate of 25%±1%. The specific situation of structural deformation. The 25% offset crash test is quoted from the Insurance Institute for Highway Safety (IIHS) and is also one of the most challenging test items in crash testing. The difficulty is that compared with the frontal 100% collision and the frontal 40% offset collision, the frontal 25% offset collision has a smaller contact area with the barrier, so the part left for the vehicle to absorb and absorb energy is smaller, and the small offset collision Longer beams are often avoided, and the energy generated in the collision is transmitted almost unobstructed directly to the passenger compartment. During this collision, because the front anti-collision beam and the energy-absorbing box longitudinal beam missed the process of absorbing energy in the collision, the collision force was basically transmitted to the A-pillar. If the strength of the A-pillar is insufficient, the passenger compartment will be greatly deformed, which is one of the reasons for the high fatality rate of the 25% offset collision.

The applicant found that the current domestic and foreign collision safety strategy is mainly to increase the energy absorption capacity of the front structure of the vehicle. In the case of the same structural space, the front structure of the vehicle is structurally strengthened to absorb the impact capacity in the entire vehicle. In the front cabin area, avoid squeezing the occupants and the battery pack. This strategy still has the following problems and shortcomings: the weight of the front-end body and chassis structure needs to be greatly increased, the structural efficiency is low, and a large amount of cost needs to be increased; at the same time, increasing the structure size also proposes a higher space layout for the front of the vehicle. Design requirements.

In order to solve this problem, the whole vehicle collision strategy can be transformed from the full energy absorption mode to the energy transfer mode, so as to reduce the requirements for the front end collision energy absorption of the whole vehicle, so as to achieve the goals of improving occupant protection and reducing the structural weight. The following two collision strategies are compared and introduced with reference to Figure 1 and Figure 2. Referring to FIG. 1 , it is a schematic diagram of the whole vehicle collision strategy being the full energy absorption mode. As shown in Fig. 1, the vehicle with full energy absorption mode as the collision strategy will almost completely stop in place after the collision. Assuming that the initial speed is v, that is, the speed of the vehicle when it contacts the rigid obstacle avoidance is v, and the speed of the vehicle after the collision is 0. It can be seen that the total energy absorbed by the front-end structure of the vehicle is 1/2mv ² . Referring to FIG. 2 , it is a schematic diagram of an energy transfer mode for a vehicle collision strategy. As shown in Figure 2, if a thrust can be generated in the direction away from the obstacle avoidance, the vehicle can move a distance away from the obstacle avoidance direction, and the vehicle can continue to move forward at a high speed during the collision, then The energy absorbed by the front structure of the vehicle can be greatly reduced. As shown in Figure 2, it is assumed that the speed of the vehicle at the initial moment is v. Since a part of the energy of the vehicle during the collision process is used to move the vehicle away from the obstacle avoidance direction, it is assumed that the energy of this part is 1/2-mv' ² , the energy absorbed by the front structure of the vehicle is 1/2 (mv ² -mv' ² ). It can be seen from the above discussion that, compared with the full energy absorption mode, the energy transfer mode can greatly reduce the requirements for energy absorption in the front end of the vehicle.

With the above ideas, there is still the problem of how to design a specific front structure of a vehicle. There are many issues that need to be considered, for example, how to meet the safety requirements of 25% collision without affecting the safety requirements of 100% overlapping collisions and 40% overlapping collisions. For another example, how to accurately make the vehicle move away from the obstacle avoidance direction during the collision process without affecting the normal driving process of the vehicle, that is, the structure must have stability. Another example is how to generate enough thrust to make the vehicle move away from the obstacle avoidance direction.

In order to solve the above problems, the present application provides a front structure of a vehicle, so that the upper side beam of the nacelle protrudes in the direction away from the longitudinal beam. In addition, a support member is added. One end of the support member is connected to the upper side beam of the nacelle, and the other end of the support member is connected to the longitudinal beam. Through this design, the collision force can be effectively transmitted, and part of the longitudinal impact force can be gradually converted into a lateral impact. The force produces a lateral movement to the colliding vehicle, so that the barrier gradually moves away from the vehicle body. The front structure provided by the present application has a simple and stable structure, and can effectively improve the structural integrity of the passenger compartment and protect the safety of passengers in a 25% collision scenario.

Based on the above research ideas, the technical solutions provided by the present application are specifically introduced below.

Referring to FIG. 3 , it is a schematic diagram of a front structure of a vehicle according to an embodiment of the present application. Including: support member 01, cabin upper side beam 02, and longitudinal beam 03. One end of the support member 01 is connected to the upper side beam 02 of the nacelle, and the other end of the support member 01 is connected to the longitudinal beam 03 . In a possible implementation, one end of the support member 01 may be welded on the upper side beam 02 of the nacelle, and the other end of the support member 01 may be welded on the longitudinal beam 03 . In a possible implementation, one end of the support member 01 can also be connected to the upper side beam 02 of the nacelle by other means, and the other end of the support member 01 can be connected to the longitudinal beam 03. For example, one end of the support member 01 can be connected by bolts and nuts. Connect to the upper side beam 02 of the nacelle, and connect the other end of the support member 01 to the longitudinal beam 03 through bolts and nuts. It should be noted that, in a possible implementation manner, the support member 01 and the upper side beam 02 of the nacelle may be integrally formed. In a possible embodiment, the support member 01 may be integrally formed with the longitudinal beam 03 .

The front end of the upper side beam 02 of the nacelle is connected to the longitudinal beam 03 . In a possible implementation manner, since the support member 01 is added between the upper side beam 02 and the longitudinal beam 03 of the nacelle, the front end of the nacelle does not need to be connected to the longitudinal beam 03 through a connecting plate, and the front end of the nacelle can be directly connected to the longitudinal beam 03, not only Better anti-collision effect can be achieved, and components are saved, and there can be more space to install radar and some controllers or other components.

The first area 020 of the cabin upper side beam 02 protrudes in the direction away from the longitudinal beam 03, the first area 020 is the area between the front end of the cabin upper side beam 02 and the first connection point, and the first connection point is the cabin upper side beam 02 and the first connection. The connection of the support member 01. In one possible implementation, the first region 020 may be arc-shaped. In a possible implementation manner, other regions of the nacelle upper side beam 02 other than the first region 020 may also be arc-shaped, that is, the nacelle upper side beam 02 is arc-shaped.

In addition to the above-mentioned support member 01, the upper side beam 02 and the longitudinal beam 03 of the nacelle, the front structure provided by the present application may also include other structures. In a possible embodiment, an anti-collision beam 04 and an energy absorbing box 05 may also be included. The energy-absorbing box 05 is connected with the anti-collision beam 04, the energy-absorbing box 05 is also connected with the longitudinal beam 03, and the energy-absorbing box 05 is arranged between the anti-collision beam 04 and the longitudinal beam 03. In a possible embodiment, the energy absorbing box 05 can be detachably mounted on the longitudinal beam 03 , for example, the energy absorbing box 05 is connected to the longitudinal beam 03 through bolts. In a possible implementation manner, the energy-absorbing box 05 and the longitudinal beam 03 may be welded on the longitudinal beam 03, that is, the energy-absorbing box 05 and the longitudinal beam 03 may be installed in a non-removable manner, which is not the case in the embodiment of the present application. be limited.

In a possible embodiment, the front structure provided by the present application may further include a shock absorber assembly 06, the shock absorber assembly 06 is connected with the longitudinal beam 03, and the connection between the support member 01 and the longitudinal beam 03 is larger than the shock absorber The junction of the assembly 06 and the stringer 03 is closer to the front end of the stringer 03 . In other words, the support member 01 is provided in front of the shock absorber assembly 06 . Due to the usual design of the front structure of the vehicle, the shock absorber assembly 06 is generally arranged above the front wheel assembly 10 of the vehicle. This design results in that when a 25% collision occurs, if the barrier is squeezed into the shock absorber assembly area, The deformation of the front wheel assembly 10 is serious, and the tires may be stuck, which is not conducive to ensuring the structural integrity of the driver's cabin, and cannot well protect the safety of the occupants. However, in the solution provided by the present application, a support assembly is added, and the support assembly is arranged in front of the shock absorber assembly 06 and the wheel, and the collision will reach the support assembly first, so as to solve the problem that when a 25% collision occurs, the front wheel assembly 10 is seriously deformed and appears In the case of jamming, the tires are prone to squeeze and invade the passenger compartment. In addition, the shock absorber assembly 06 can be well involved in the energy absorption process.

In a possible embodiment, the connection between the front end of the nacelle upper side beam 02 and the longitudinal beam 03 has a predetermined length from the front end of the longitudinal beam 03 . In a possible embodiment, the preset length is 100 mm to 150 mm. The distance between the front end of the cabin upper side beam 02 and the connection of the longitudinal beam 03 and the front end of the longitudinal beam 03 can be determined according to the wheelbase and weight of the vehicle. This size can ensure that the longitudinal beam 03 has enough space for crushing deformation and absorb collision energy. .

In a possible embodiment, the support member 01 may be an integrally formed support plate. In a possible implementation manner, the support member 01 may also be formed by combining multiple devices.

In a possible embodiment, the upper side beam 02 of the nacelle includes an inner panel and an outer panel, the inner panel and the outer panel are connected together, and a cavity is formed between the inner panel and the outer panel. In this embodiment, different from the role of the upper edge beam 02 of the nacelle in the prior art, the upper edge beam 02 of the nacelle may not form a cavity in the prior art, but the solution provided by the present application forms a cavity between the inner panel and the outer panel , that is, the cabin upper side beam 02 is a cavity structure, through this design, the role of the cabin upper side beam 02 of the front structure of the vehicle in this application is to prevent collision, ensure the integrity of the driver's cabin, and ensure the safety of the occupants .

In a possible embodiment, a suspension installation plate is further included, the suspension installation plate is connected with the longitudinal beam 03, and the other end of the support member 01 is connected with the suspension installation plate, so as to connect the longitudinal beam 03 through the suspension installation plate. In other words, in the solution provided by the present application, the support member 01 may be directly connected to the longitudinal beam 03 , and the support member 01 may also be connected to the suspension mounting plate, and the suspension mounting plate is installed on the longitudinal beam 03 .

In a possible embodiment, the cabin upper side beam 02 includes a first support beam and a second support beam from top to bottom, the front end of the first support beam is connected to the water tank mounting beam, the front end of the second support beam is connected to the longitudinal beam 03, and the first support beam is connected to the longitudinal beam 03. The rear end of one beam is connected with the rear beam of the upper side beam 02 of the engine room, and the rear end of the second beam is connected with the rear beam of the upper side beam 02 of the engine room. In this embodiment, the upper side beam 02 of the nacelle may include a first support beam and a second support beam to increase the strength of the support. In a possible embodiment, the first support beam includes a first outer plate and a first inner plate, the first outer plate and the first inner plate are connected, and a cavity is formed between the first outer plate and the first inner plate, The second support beam includes a second outer plate and a second inner plate, the second outer plate and the second inner plate are connected, and a cavity is formed between the second outer plate and the second inner plate. Through this design, the role of the cabin upper side beam 02 of the front structure of the vehicle in the present application is to prevent collision, ensure the integrity of the driver's cabin, and ensure the safety of the occupants. It should be noted that in this application, the first outer panel is sometimes referred to as the first beam outer panel, the first inner panel is referred to as the first beam inner panel, and the second outer panel is referred to as the second beam outer panel. , the second inner plate is called the second beam inner plate.

In a possible embodiment, the first beam and the second beam can be designed in a crushing mode and a bending mode, and the collision energy can be absorbed by such a design.

In order to better demonstrate the technical solution provided by the present application, a preferred solution provided by the embodiment of the present application is introduced with reference to FIG. 4 and FIG. 5 . In order to fully reflect the schematic diagram of the front structure of the vehicle provided by the present application, FIG. 4 and FIG. 5 observe the front structure provided by the present application from different angles.

4 and 5, the longitudinal beam inner plate 031 and the longitudinal beam outer plate 032 are welded together by spot welding to form a longitudinal beam structure, the shock absorber assembly 06 is welded on the longitudinal beam structure by spot welding, and the suspension mounting plate 07 is Spot welds are made to the stringer inner panel 031 and the shock absorber assembly 06 . A shock absorber is sometimes called a shock tower. It should be noted that the embodiments of the present application do not limit the name of the device. The front mounting bracket 08 of the subframe is welded on the inner plate 031 of the longitudinal beam and the outer plate 032 of the longitudinal beam by spot welding and protection welding, and the vertical beam 092 of the water tank is welded on the inner plate 031 of the longitudinal beam by spot welding. The energy absorbing boxes 05 are connected together by protective welding, and the energy absorbing boxes 05 are connected by bolts and longitudinal beam structures. The second beam outer plate 023 and the second beam inner plate 022 are welded together by spot welding to form the second beam structure, and the first beam outer plate 024 and the first beam inner plate 021 are welded together by spot welding. The first support beam structure, the first support beam structure, the second support beam structure and the rear beam 025 of the engine room upper side beam constitute the engine room upper side beam structure. It should be noted that the first support beam structure is sometimes referred to as the upper beam of the nacelle roof beam, and the second support beam structure is sometimes also called the lower beam of the engine room roof beam. The water tank installation beam 091, the first support beam outer plate 024, and the water tank installation vertical beam 092 are welded together by spot welding to connect the first support beam structure, the water tank installation beam 091, and the water tank installation vertical beam 092. The support assembly 01 is welded between the suspension mounting plate 07 and the inner plate 022 of the second support beam to form a triangular support structure to enhance the strength of the second support beam structure. In a possible embodiment, the support assembly 01 may also be welded between the suspension mounting plate 07 and the first support beam inner plate 021, or the support assembly 01 may be welded on both the first support beam inner plate 021 and the first support beam inner plate 021. On the inner plate 022 of the second support beam, the front end of the second support beam structure is welded with the longitudinal beam, the first support beam is welded with the rear beam of the upper side beam of the engine room, and the second support beam is welded with the rear beam of the upper side beam of the engine room.

The following will analyze the force transmission process of the front structure of the vehicle provided by the present application, so as to more clearly demonstrate the advantages of the front structure of the vehicle provided by the present application.

Referring to FIG. 6 and FIG. 7 , FIG. 6 and FIG. 7 are schematic diagrams of a force transmission path of a front structure provided by the present application. The force transmission paths in this application may mainly include path 1 , path 2 and path 3 . Wherein, path 1 represents the first beam, path 2 represents the second beam, and path 3 represents the support member. Since the path 1 and path 2 are convex in the direction away from the longitudinal beam, such as the arc structure shown in Figure 6 and Figure 7, the vehicle can be guided to move away from the obstacle avoidance direction through such an arc structure, and the path 3 can play the role of strengthening the structure of the path 1, provide lateral support, and realize the transmission of force. It should be noted that the path 3 can provide lateral support for the path where the upper edge beam of the nacelle is located, as well as achieve force transmission. For example, in some possible embodiments, if the support member is connected to both the first and second beams, then Path 3 can act as a reinforcing structure to both Path 1 and Path 2, providing Lateral support, as well as the transmission of force.

Path 1 and Path 2 converge on the rear beam of the upper side beam of the nacelle to form Path 4, which forms the rearward transmission path of the force. In a possible embodiment, if the rear beam of the nacelle upper side beam also protrudes in a direction away from the longitudinal beam, for example, the rear beam of the nacelle upper side beam also has a curved structure. When a collision occurs, the impact force in the Fx direction can be converted into the force in the Fy direction through path 1, path 2, and path 4. Referring to FIG. 8 , a schematic diagram of force transfer of a front structure of a vehicle provided by the present application. Among them, the force in the Fx direction refers to the force of the frontal collision that the vehicle bears, and the force in the Fy direction refers to the force in the direction of the vehicle away from the obstacle avoidance. The path 1, path 2 and path 4 with arc structure can play a guiding role for the vehicle to slide away from the barrier, and cooperate with the support of path 3 to push the vehicle away from the barrier.

In addition, in addition to passing through paths 1, 2, and 4, the force in the Fy direction is converted, and paths 3, 5, and 6 transmit forces laterally, which can also generate lateral thrust to push the colliding vehicle away from the impact area and reduce the occupant compartment. deformation to protect the safety of the occupants. When a frontal collision occurs, path 1 and path 2 can effectively transfer the impact force backwards to path 4, and transmit laterally through path 3, path 5, and path 6, so the frontal impact force can be converted into sideways And the two directions of the longitudinal beam, the impact force is dispersed and transmitted.

The solution provided by this application is guided by the arc structure of the upper side beam of the nacelle, which can convert the impact force in the Fx direction into a lateral thrust, which can reduce the transmission of the impact force to the A-pillar, and can effectively transfer the impact force, thereby reducing the Deformation of the cabin.

A typical application of the front structure of a vehicle provided by the present application is in a small-area overlapping collision between a vehicle and a barrier or a small-area overlapping collision between a vehicle and a vehicle. Referring to FIG. 9a and FIG. 9b, it is a schematic diagram of a typical application scenario of a front structure of a vehicle provided by the present application. In the scene shown in Figure 9a, the scene contains at least two vehicles, and a small-area overlapping collision occurs between the vehicles. In the scene shown in FIG. 9b, the scene includes at least one vehicle and at least one obstacle avoidance, and a small-area overlapping collision occurs between the vehicle and the obstacle avoidance, such as a 25% collision. With the solution provided in the present application, the vehicle can move in the direction of principle obstacle avoidance after being collided, thereby reducing the impact on the passenger compartment, thereby protecting the safety of the passengers. It should be noted that the obstacle avoidance in this application can be understood as a rigid obstacle. In addition, it should be noted that the solution provided by the present application will also play the role of absorbing and dissipating energy when other frontal collision regulations occur.

10a to 10e are schematic diagrams of simulation test results of a vehicle applying the front structure provided by the present application. The simulation is that when the vehicle hits a rigid barrier head-on with a speed of 64.4km/h and an overlap rate of 25%, the time The change of the vehicle's position changes as well as the shape changes. As can be seen from Figure 10a to Figure 10e, from the moment of impact, the vehicle can be guided to slide along the obstacle avoidance surface due to the radian structure of the upper side beam of the nacelle, and the upper side beam of the nacelle begins to absorb energy and deform, converting a part of the impact force into thrust, making the The vehicle moves laterally away from the collision zone.

The present application also provides a vehicle, which may include a wheel assembly, a front structure, and the front structure is the front structure described above in FIGS. 3 to 8 . Referring to FIG. 11 , it is a schematic structural diagram of a vehicle according to an embodiment of the present application. In a vehicle equipped with the front structure provided in the embodiment of the present application, when a small offset collision occurs, the collision force can be effectively guided through the path 1 to the path 6, and the longitudinal collision force can be gradually converted into a lateral collision force, which will cause the collision to the vehicle. The lateral thrust pushes the colliding vehicle away from the collision area, reduces the impact force transmitted to the A-pillar, and effectively protects the structural integrity of the passenger compartment, thereby protecting the safety of the passengers. In addition, the front structure provided by the present application is arranged at the front end of the front wheel assembly 10 of the vehicle, and the solution provided by the present application also adds a support assembly, and the support assembly is arranged in front of the shock absorber assembly and the wheel, and the collision will first Reaching the support assembly to solve the problem that the front wheel assembly 10 is seriously deformed and stuck, and the tires are prone to squeezing and intrusion into the passenger compartment when a 25% collision occurs. In addition, the shock absorber assembly can also participate in the energy absorption process well.

The present application has been exemplarily described above in conjunction with the accompanying drawings. Obviously, the implementation of the present application is not limited by the above methods, as long as various improvements in the method concepts and technical solutions of the present application are adopted, or the present application is modified without improvement. It is within the protection scope of the present invention that the ideas and technical solutions of the invention are directly applied to other occasions.

Claims

A front structure of a vehicle, characterized in that it includes: a support member 01, a cabin upper side beam 02, and a longitudinal beam 03,

One end of the support member 01 is connected to the cabin roof beam 02, the other end of the support member 01 is connected to the longitudinal beam 03, the front end of the cabin roof beam 02 is connected to the longitudinal beam 03, and the cabin roof beam 02 is connected to the longitudinal beam 03. The first area 020 of the 02 is arc-shaped, and the opening direction of the arc is toward the longitudinal beam 03. The first area 020 is the area between the front end of the cabin upper side beam 02 and the first connection, so The first connection is the connection between the upper side beam 02 of the nacelle and the support member 01 .
The front structure according to claim 1, further comprising a suspension mounting plate 07, the suspension mounting plate 07 is connected to the longitudinal beam 03, and the other end of the support member 01 is connected to the suspension A mounting plate 07 is installed to connect the longitudinal beam 03 through the suspension mounting plate 07 .
The front structure according to claim 1 or 2, characterized in that, the support member 01 is an integrally formed support plate.
The front structure according to any one of claims 1 to 3, further comprising a shock absorber assembly 06, the shock absorber assembly 06 is connected with the longitudinal beam 03, and the support member 01 is connected with the The connection of the longitudinal beam 03 is closer to the front end of the longitudinal beam 03 than the connection between the shock absorber assembly 06 and the longitudinal beam 03 .
The front structure according to any one of claims 1 to 4, characterized in that, the front structure further includes a water tank mounting beam 091, and the cabin upper side beam 02 includes a first support beam and a second support beam from top to bottom. Support beam, the front end of the first support beam is connected to the water tank mounting beam 091, the front end of the second support beam is connected to the longitudinal beam 03, and the rear end of the first support beam is connected to the cabin upper side beam 02 The rear beam 025 of the second supporting beam is connected with the rear beam 025 of the upper side beam 02 of the nacelle.
The front structure according to claim 5, wherein the first support beam comprises a first outer plate 024 and a first inner plate 021, and the first outer plate 024 and the first inner plate 021 are connected , and a cavity is formed between the first outer plate 024 and the first inner plate 021, the second support beam includes a second outer plate 023 and a second inner plate 022, the second outer plate 023 and The second inner plate 022 is connected, and a cavity is formed between the second outer plate 023 and the second inner plate 022 .
The front structure according to any one of claims 1 to 6, wherein the other regions of the cabin upper side beam 02 except the first region 020 are arc-shaped, and the opening direction of the arc is toward The stringer 03.
The front structure according to any one of claims 1 to 7, characterized in that it further comprises an energy absorbing box 05 and an anti-collision beam 04,

The energy-absorbing box 05 is connected to the anti-collision beam 04, the energy-absorbing box 05 is also connected to the longitudinal beam 03, and the energy-absorbing box 05 is arranged on the anti-collision beam 04 and the longitudinal beam 03 between.
The front structure according to claim 8, wherein the energy absorbing box 05 is connected to the longitudinal beam 03 by bolts.
The front structure according to any one of claims 1 to 9, characterized in that it further comprises a front mounting bracket 08 of a sub-frame, and the front mounting bracket 08 of the sub-frame is connected inside the longitudinal beam 03 plate and the outer plate of the stringer 03.
The front structure according to any one of claims 1 to 10, wherein the connection between the front end of the nacelle upper side beam 02 and the longitudinal beam 03 has a predetermined length from the front end of the longitudinal beam 03 .
The front structure according to claim 11, wherein the predetermined length is 100 mm to 150 mm.
A vehicle, characterized in that the vehicle includes a front structure, and the front structure is the front structure described in any one of claims 1 to 12 .