WO2022078455A1 - 一种汽车的前部偏置碰吸能结构 - Google Patents

一种汽车的前部偏置碰吸能结构 Download PDF

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Publication number
WO2022078455A1
WO2022078455A1 PCT/CN2021/123837 CN2021123837W WO2022078455A1 WO 2022078455 A1 WO2022078455 A1 WO 2022078455A1 CN 2021123837 W CN2021123837 W CN 2021123837W WO 2022078455 A1 WO2022078455 A1 WO 2022078455A1
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WO
WIPO (PCT)
Prior art keywords
energy
absorbing box
end plate
rear end
energy absorbing
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PCT/CN2021/123837
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English (en)
French (fr)
Inventor
陈越
魏庆华
李程
Original Assignee
奇瑞汽车股份有限公司
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Application filed by 奇瑞汽车股份有限公司 filed Critical 奇瑞汽车股份有限公司
Publication of WO2022078455A1 publication Critical patent/WO2022078455A1/zh

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    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention belongs to the technical field of automobile structures, and particularly relates to a front structure of a vehicle body.
  • the 25% overlap will cause the vehicle's front longitudinal beam and the rigid barrier to have no collision overlap area.
  • the front longitudinal beam participates in the deformation energy absorption effect in the collision area is very small, resulting in the main collision energy. Absorbed by the tires, the shotgun on which the front fenders are installed, and the deformation of the passenger compartment, it will invade and compress the living space of the passengers, resulting in casualties of the passengers.
  • an energy-absorbing box with a complex structure is used in the related art to absorb the energy generated by the collision.
  • the invention proposes a front offset impact energy-absorbing structure of an automobile.
  • the front offset impact energy-absorbing structure of the automobile of the present invention includes a front bumper beam, an inner side beam and an outer side beam.
  • the key lies in that the front end of the inner side beam and the front end of the outer side beam are connected by a transverse beam.
  • the end of the front cross beam is fixedly connected with the front end of the inner longitudinal beam, the front end of the outer longitudinal beam and the transverse connecting beam respectively through the energy absorbing box assembly.
  • the collision force transmitted to the outer longitudinal beam is transmitted to the inner longitudinal beam through the transverse connecting beam, so that the rigid inner longitudinal beam participates in the absorption of the collision energy and withstands Most of the collision energy, so that the outer longitudinal beam only bears a small amount of collision energy, which reduces the damage to the outer longitudinal beam, protects the passenger compartment from deformation and intrusion, and helps reduce the injury to the occupants.
  • the energy absorbing box assembly is composed of a rear end plate of the energy absorbing box and a frame-shaped structure fixed on the front end surface of the rear end plate of the energy absorbing box.
  • the length gradually decreases from the inner end of the vehicle to the outer end of the vehicle.
  • the above frame-shaped structure can not only absorb the collision energy through deformation, but also generate a certain guiding effect through the asymmetric structure, which can partially convert the collision force in front into the lateral force in the middle direction of the car, so that the car can generate a kind of lateral kinetic energy.
  • the car moves to the middle of the car, away from the collision barrier, to protect the front cabin from deformation.
  • the frame-shaped structure is formed by butting two trough-shaped plates, and the groove walls on both sides of the trough-shaped plate are provided with bending sections, and the above-mentioned bending sections can effectively strengthen the strength of the frame-shaped structure.
  • the cross-sectional force can be increased by about 10% compared with the regular quadrilateral, corresponding to the increase of the acceleration value in the first stage, the peak value of the acceleration in the second stage can be reduced, and the overlap area with the Y direction of the barrier can also be increased in the MPDB working condition. , which is conducive to the uniform deformation of the barrier and avoids deduction of points.
  • a reinforcing beam is also fixed on the front end surface of the rear end plate of the energy absorbing box, and the reinforcing beam extends from the inner end of the rear end plate of the energy absorbing box to the outer end of the rear end plate of the energy absorbing box.
  • the above-mentioned reinforcing beam can strengthen the rigidity of the energy-absorbing box assembly, and guide the collision force to the direction of the longitudinal beam inside the vehicle.
  • the transverse connecting beam is composed of a channel member and a front end plate, the channel member is sandwiched between the inner longitudinal beam and the outer longitudinal beam, and the front end plate is located at the front end of the inner longitudinal beam and the outer longitudinal beam. , and are respectively fixedly connected with the inner longitudinal beam, the outer longitudinal beam and the channel part.
  • the groove-shaped piece forms a hollow cavity structure with the front end plate, the inner longitudinal beam and the outer longitudinal beam, and the structural stability is greatly enhanced, which is beneficial to guide the collision force to the direction of the inner longitudinal beam of the automobile.
  • the outer side surface of the inner longitudinal beam and the rear end surface of the channel member are connected by a triangular diagonal brace, and the width of the triangular diagonal brace gradually decreases from one side of the inner longitudinal beam to the direction of the outer longitudinal beam.
  • the above-mentioned triangular diagonal brace increases the connection stability between the trough and the inner longitudinal beam, and helps guide the collision force to the direction of the inner longitudinal beam of the automobile through the hypotenuse when a collision occurs.
  • the cross-sectional area of the diagonal brace in the direction of the vehicle length gradually decreases from the inner longitudinal beam to the outer longitudinal beam, so that when the triangular diagonal brace is collapsed and deformed under the action of the collision force, it is Starting from one side of the outer longitudinal beam and gradually developing towards the inner longitudinal beam, it is beneficial to move the car to the middle of the car, away from the collision barrier, to protect the front cabin from deformation.
  • the cross-section of the diagonal bracing is groove-shaped. cavity structure.
  • the front end plate and the rear end plate of the energy absorbing box are fixedly connected by bolts.
  • the front side surface of the end of the front cross member is an inclined surface, and the inclined surface is gradually inclined rearward from the side of the middle part of the vehicle to the outer side of the vehicle.
  • the inclined plane will convert part of the collision force into a lateral force towards the middle of the car, so that the car moves towards the middle of the car and away from the collision barrier.
  • the front offset collision energy-absorbing structure of the automobile of the present invention can not only absorb the collision energy and transfer the collision energy to the inner side beam of the automobile, but also convert the collision force into a lateral force, so as to push the collision barrier of the automobile, and greatly reduce the impact of the collision.
  • a front offset impact energy-absorbing structure of an automobile including a front bumper beam, an energy-absorbing box assembly, and an outer side rail, the energy-absorbing box assembly is located at the front bumper beam and the outer side beam. between the outer longitudinal beams, and connected with the front security beam and the outer longitudinal beam;
  • the energy-absorbing box assembly includes a rear-end plate of the energy-absorbing box, an energy-absorbing box and a reinforcing beam, and the energy-absorbing box and the reinforcing beam are located on the side of the rear-end plate of the energy-absorbing box close to the front beam;
  • the reinforcing beam and the rear end plate of the energy-absorbing box form a columnar cavity
  • the energy-absorbing box is connected with the rear-end plate of the energy-absorbing box and the reinforcing beam, and the orthographic projection of the energy-absorbing box on the rear-end plate of the energy-absorbing box and the reinforcing beam behind the energy-absorbing box
  • the orthographic projections of the end plates at least partially overlap.
  • the orthographic projection of the middle part of the reinforcing beam on the rear end plate of the energy absorbing box is located in the orthographic projection of the energy absorbing box on the rear end plate of the energy absorbing box, and the two ends of the reinforcing beam are opposite to each other.
  • the energy absorbing box extends.
  • the reinforcing beam extends from one side of the rear end panel of the energy absorbing box to the opposite side.
  • the edge of the side wall of the energy absorbing box connected to the rear end plate of the energy absorbing box has a groove, and the reinforcing beam is located in the groove.
  • the energy absorbing box includes two trough-shaped plates, the two trough-shaped plates are oppositely arranged and connected, and the side walls of the trough-shaped plates have bending sections.
  • an inner longitudinal beam is also included, the inner longitudinal beam and the outer longitudinal beam are located on the same side of the rear end plate of the energy absorption box, and the inner longitudinal beam and the outer longitudinal beam are close to the energy absorption
  • the orthographic projection of the end face of the rear end plate of the box on the rear end plate of the energy absorbing box at least partially overlaps the orthographic projection of the energy absorbing box on the rear end plate of the energy absorbing box.
  • the energy absorbing box assembly further includes a transverse connecting beam, and the transverse connecting beam includes a front end plate, the front end plate is located on the side of the rear end plate of the energy absorbing box away from the energy absorbing box, and is connected with the energy absorbing box.
  • the front ends of the inner longitudinal beam and the outer longitudinal beam and the rear end plate of the energy absorbing box are respectively connected.
  • the transverse connecting beam further includes a channel member, and the channel member is located between the inner longitudinal beam and the outer longitudinal beam and is connected to the front end plate.
  • it also includes a triangular diagonal brace, the triangular diagonal brace is located between the inner longitudinal beam and the outer longitudinal beam, the triangular diagonal brace is connected to the inner longitudinal beam, and is connected to the inner longitudinal beam. Transverse connecting beams are connected.
  • the width of the triangular diagonal brace gradually decreases from one side of the inner longitudinal beam to the direction of the outer longitudinal beam.
  • the cross section of the triangular diagonal brace is groove-shaped.
  • an automobile comprising the front offset impact energy absorbing structure of the automobile as described above.
  • the energy-absorbing box assembly provided by the front offset impact energy-absorbing structure of the automobile of the present invention includes a reinforcing beam, the reinforcing beam and the rear end plate of the energy-absorbing box form a columnar cavity structure, and the energy-absorbing box is located at the rear end of the energy-absorbing box.
  • the orthographic projection of the plate and the orthographic projection of the reinforcing beam at the rear end of the energy-absorbing box at least partially overlap, increasing the strength of the energy-absorbing box, which can absorb more energy when the vehicle is in an offset collision and avoid excessive deformation of the outer longitudinal beam. , to better protect the passengers in the car.
  • Figure 1 is a schematic diagram of a 25% small offset bump.
  • FIG. 2 is a schematic diagram of the front offset impact energy-absorbing structure of the automobile of the present invention during a 25% small offset impact test.
  • FIG. 3 is a schematic diagram of the overall structure of the front offset impact energy-absorbing structure of Embodiment 1.
  • FIG. 3 is a schematic diagram of the overall structure of the front offset impact energy-absorbing structure of Embodiment 1.
  • FIG. 4 is a schematic structural diagram of the front protection beam in Embodiment 1.
  • FIG. 4 is a schematic structural diagram of the front protection beam in Embodiment 1.
  • FIG. 5 is an exploded view of the front bumper in Embodiment 1.
  • FIG. 5 is an exploded view of the front bumper in Embodiment 1.
  • FIG. 6 is a cross-sectional view taken along line A-A of FIG. 4 .
  • FIG. 7 is a B-B cross-sectional view of FIG. 4 .
  • FIG. 8 is a schematic structural diagram of the inner longitudinal beam in Example 1.
  • FIG. 8 is a schematic structural diagram of the inner longitudinal beam in Example 1.
  • FIG. 9 is an exploded view of 2 at the inner longitudinal beam in Example 1.
  • FIG. 9 is an exploded view of 2 at the inner longitudinal beam in Example 1.
  • FIG. 10 is a C-C cross-sectional view of FIG. 8 .
  • Orientation nouns involved in the embodiments of the present application are generally based on the relative relationship of the orientations shown in FIG. 4 , and these orientation nouns are only used to make it clearer Describing structures and relationships between structures is not intended to describe absolute orientation. When the product is placed in different postures, the orientation may change, for example, "up” and “down” may be interchanged.
  • the 2021 version of C-NACP proposes MPDB (50km/h 50% overlap collision) working condition to replace ODB (64km/h 40% overlap and deformable collision wall)
  • MPDB 50km/h 50% overlap collision
  • ODB 64km/h 40% overlap and deformable collision wall
  • This embodiment proposes a front offset collision energy-absorbing structure of an automobile, so as to improve the safety of the automobile in the event of an offset collision.
  • the front offset impact energy-absorbing structure of the automobile in this embodiment includes a front cross member 1 , an inner side member 2 and an outer side member 3 .
  • the related outer side member 3 refers to the shotgun used to install the front fender on the vehicle
  • the related inner side member 2 refers to the front longitudinal member used to support the vehicle body beam.
  • the front end of the inner side member 2 and the front end of the outer side member 3 are fixedly connected by the transverse connecting beam 4, and the end of the front bumper beam 1 is connected to the front end of the inner side member 2 and the front end of the outer side member 3 respectively through the energy absorption box assembly 5.
  • the transverse connecting beam 4 is fixedly connected; the outer surface of the inner longitudinal beam 2 and the rear end surface of the transverse connecting beam 4 are connected by a triangular diagonal brace 6, and the width of the triangular diagonal brace 6 is from the inner longitudinal beam 2 side to the outer longitudinal beam 3 direction gradually decreases.
  • the two sides of the front end of the car are symmetrical structures, which will not be repeated here.
  • the energy-absorbing box assembly 5 includes a rear end plate 51 of the energy-absorbing box, and a frame-shaped structure welded and fixed on the front end surface of the rear-end plate 51 of the energy-absorbing box.
  • the structure is formed by the butt joint of two grooved plates 521, and the groove walls on both sides of the two grooved plates 521 are provided with bending sections;
  • the front end of the rear end plate 51 of the energy absorbing box is also welded and fixed with a reinforcing beam 53, and the reinforcing beam 53 extends from the inner end of the rear end plate 51 of the energy absorbing box to the outer end of the rear end plate 51 of the energy absorbing box , the cross-section of the reinforcing beam 53 is groove-shaped, and after the reinforcing beam 53 is welded and fixed with the rear end plate, a long cavity structure is formed.
  • the energy absorbing box assembly 5 is welded and fixed to the rear end surface of the front protection beam 1 to form a cavity structure.
  • the transverse connecting beam 4 is composed of a channel-shaped member 42 and a front end plate 41 , and the channel-shaped member 42 is sandwiched between the inner longitudinal beam 2 and the outer longitudinal beam 3 , and respectively It is welded and fixed with the inner longitudinal beam 2 and the outer longitudinal beam 3; the front end plate 41 is located at the front end of the inner longitudinal beam 2 and the outer longitudinal beam 3, and is welded and fixed with the inner longitudinal beam 2, the outer longitudinal beam 3 and the channel member 42 respectively.
  • the channel-shaped piece 42 forms a cavity structure with the front end plate 41 , the inner side beam 2 and the outer side beam 3 .
  • the cross section of the triangular diagonal brace 6 is groove-shaped.
  • the front end plate 41 and the rear end plate 51 of the energy absorbing box are fixedly connected by bolts.
  • the above-mentioned inner side refers to the side close to the middle direction of the automobile
  • the outer side refers to the side close to the outer side of the automobile.
  • the collision force applied by the barrier 7 to the vehicle will be first absorbed by the front crossbeam 1 and the energy-absorbing box assembly 5 behind it.
  • the impact of the collision force on the outer longitudinal beam 3 is reduced by the deformation of the energy absorbing box, and the collision force transmitted to the outer longitudinal beam 3 is transmitted to the inner longitudinal beam 2 through the transverse connecting beam 4, so that the inner side beam with stronger rigidity is transmitted to the inner longitudinal beam 2.
  • the longitudinal beam 2 participates in the absorption of the collision energy and bears most of the collision energy, so that the outer longitudinal beam 3 only bears a small amount of collision energy, which reduces the damage degree of the outer longitudinal beam 3 and protects the passenger compartment from deformation. and be invaded, which is beneficial to reduce the injury to the occupants.
  • this embodiment also converts part of the front collision force into a lateral action towards the middle of the vehicle through the unique structure of the triangular diagonal brace 6, the energy-absorbing box assembly 5, and the front crossbeam 1 when a collision occurs.
  • the car generates a kind of lateral kinetic energy, through the principle of action force and reaction force, so that the car moves toward the middle of the car, away from the collision barrier 7, to protect the front cabin from deformation.
  • the front offset impact energy-absorbing structure includes a front protection beam 1, a front longitudinal beam energy-absorbing box assembly 5 and an outer longitudinal beam 3, and the energy-absorbing box assembly 5 is located in the front protection beam 1 and the outer longitudinal beam. 3, and connected to the front cross member 1 and the outer side member 3.
  • the energy-absorbing box assembly 5 includes a rear-end plate 51 of the energy-absorbing box, an energy-absorbing box 52 and a reinforcing beam 53.
  • the energy-absorbing box 52 and the reinforcing beam 53 are located on the side of the rear-end plate 51 of the energy-absorbing box close to the front beam 1, and the reinforcing beam 53 and the rear end plate 51 of the energy absorbing box form a cylindrical cavity.
  • the energy-absorbing box 52 is connected to the rear-end plate 51 of the energy-absorbing box and the reinforcing beam 53.
  • the orthographic projection of the energy-absorbing box 52 on the rear-end plate 51 of the energy-absorbing box and the orthographic projection of the reinforcing beam 53 on the rear-end plate 51 of the energy-absorbing box are at least partially overlapping.
  • the energy absorbing box assembly 5 in the front offset impact energy absorbing structure of the automobile provided by the present invention includes a reinforcing beam 53, and the reinforcing beam 53 and the rear end plate 51 of the energy absorbing box form a columnar cavity structure, and the energy absorbing box 52
  • the orthographic projection of the rear end plate 51 of the energy absorbing box and the orthographic projection of the reinforcing beam 53 on the rear end plate 51 of the energy absorbing box at least partially overlap, increasing the strength of the energy absorbing box assembly 5 and enabling more It absorbs energy effectively, avoids excessive deformation of the outer side rails 3, and better protects the passengers in the vehicle.
  • the above-mentioned front offset impact energy absorbing structure of the vehicle can be arranged at both ends of the front part of the vehicle, that is, the two energy absorbing box assemblies 5 can be respectively connected to the front bumper 1 .
  • the outer side rails 3 at both ends and on both sides of the vehicle to improve the energy-absorbing effect of the offset collision on both sides of the vehicle.
  • the projection of the energy-absorbing box 52 on the rear-end plate 51 of the energy-absorbing box is a rectangle, and the energy-absorbing box 52 may be provided with multiple sections of bending, so that the energy-absorbing box 52
  • the middle part of the energy absorbing box 52 has a larger width, and the two ends are bent to a smaller width, thereby improving the area covered by the energy absorbing box 52 and the strength of the energy absorbing box 52 .
  • the shape of the edge of the connection between the energy absorbing box 52 and the front bumper 1 is adapted to the shape of the front bumper 1 , so that it can be closely connected with the front bumper 1 .
  • the orthographic projection of the middle of the reinforcement beam 53 on the rear end plate 51 of the energy absorption box is located in the orthographic projection of the energy absorption box 52 on the rear end plate 51 of the energy absorption box, and the reinforcement beam 53 The two ends of the fuse stick out relative to the energy absorbing box 52 .
  • the length of the reinforcing beam 53 may be greater than the length of the energy absorbing box 52 .
  • the reinforcing beam 53 can extend from one side of the rear end plate 51 of the energy absorbing box to the opposite side, and pass through the side wall of the energy absorbing box 52, so as to strengthen the The columnar cavity formed by the beam 53 and the rear end plate 51 of the energy absorption box can close the length direction of the rear end plate 51 of the energy absorption box.
  • the cross-sectional shape of the reinforcing beam 53 can be bent into a concave shape, so that two planes parallel to the rear end plate 51 of the energy absorbing box are connected to the rear end plate 51 of the energy absorbing box. connected to form a rectangular cylindrical cavity.
  • the edge of the side wall of the energy absorbing box 52 connected with the rear end plate 51 of the energy absorbing box has a groove 522 , and the reinforcing beam 53 is located in the groove 522 .
  • the energy absorbing box 52 may include two trough-shaped plates 521 , the two trough-shaped plates 521 are oppositely arranged and connected, and the side walls of the trough-shaped plates 521 have bending sections .
  • the bent sections of the two trough-shaped plates 521 form an overlapping area, so that part of the outer surface of one trough-shaped plate 521 is attached to the outer surface of the other trough-shaped plate 521, and the two trough-shaped plates 521 can be connected by welding to form a frame type The energy absorbing box 52.
  • the front offset impact energy-absorbing structure of the automobile may further include inner side beams 2 , and the inner side beams 2 and the outer side beams 3 are located on the same side of the rear end plate 51 of the energy-absorbing box.
  • the rear end plate 51 of the energy absorbing box is connected to both the inner longitudinal beam 2 and the outer longitudinal beam 3 .
  • the projections at least partially overlap with the orthographic projection of the energy absorbing box 52 on the rear end plate 51 of the energy absorbing box, so that the energy generated when the energy absorbing box assembly 5 collides can be transferred to the inner side rails 2 and the outer side rails 3 .
  • the energy absorbing box assembly 5 may further include a transverse connection.
  • Beam 4 The transverse connecting beams 4 are arranged between the inner longitudinal beams 2 and the outer longitudinal beams 3 and are connected to the inner longitudinal beams 2 and the outer longitudinal beams 3 .
  • the transverse connecting beam 4 may include a front end plate 41, the front end plate 41 is located on the side of the rear end plate 51 of the energy absorbing box away from the energy absorbing box 52, and is connected with the front ends of the inner side beams 2 and the outer side beams 3 and the rear end plate of the energy absorbing box. 51 are connected respectively.
  • front end plate 41 is arranged between the rear end plate 51 of the energy absorbing box and the inner longitudinal beam 2 and the outer longitudinal beam 3.
  • the front end plate 41 and the rear end plate 51 of the energy absorbing box can be connected by bolts, or can be connected by soldering.
  • the transverse connecting beam 4 may further include a channel member 42 located between the inner side rail 2 and the outer side rail 3 and connected to the front end plate 41 . Both ends of the channel member 42 in the longitudinal direction have shapes adapted to the inner longitudinal beam 2 and the outer longitudinal beam 3 respectively, so as to connect the side walls of the inner longitudinal beam 2 and the outer longitudinal beam 3, and the opening of the channel member 42 is One side is used to connect the front end plate 41 .
  • the front offset impact energy-absorbing structure of the automobile may further include triangular diagonal braces 6 , and the triangular diagonal braces 6 are located on the inner side rail 2 and the outer side rail 3 In between, the triangular diagonal braces 6 are connected with the inner longitudinal beams 2 and connected with the transverse connecting beams 4 .
  • the width of the diagonal brace 6 gradually decreases from the side of the inner side member 2 to the direction of the outer side member 3 .
  • the impact is transmitted to the diagonal brace 6 through the front bumper 1, the inner side member 2, the outer side member 3, the transverse connecting beam 4 and the energy-absorbing box assembly 5, and the triangle diagonal brace 6 It can increase the strength of the inner longitudinal beam 2, so that the deformation degree of the inner longitudinal beam 2 is smaller than that of the outer longitudinal beam 3, which can not only reduce the deformation degree of the driver's cabin, but also can make the vehicle offset in the direction away from the impacted object. Reduce shock from impact.
  • the cross-section of the diagonal bracing member 6 can be groove-shaped, the junction between the diagonal bracing member 6 and the inner longitudinal beam 2 and the transverse connecting beam 4 is open, and the edge of the diagonal bracing member 6 is open.
  • a plurality of flanging structures are provided to connect the triangular diagonal braces 6 to the inner longitudinal beam 2 and the transverse connecting beam 4 by welding.
  • the present application also provides a vehicle comprising the above-mentioned front offset impact energy absorbing structure of an automobile.
  • a vehicle comprising the above-mentioned front offset impact energy absorbing structure of an automobile.
  • the impact first deforms the end of the front bumper beam 1, and then crushes the energy-absorbing box assembly 5.
  • the front bumper beam 1 and the energy-absorbing box assembly 5 absorb the impact. energy from impact. If the vehicle travels at a high speed, the energy absorbing box assembly 5 is completely crushed, and the impact causes the inner side beam 2, the outer side beam 3 and the transverse connecting beam 4 to deform.
  • the reaction force of the impacted object to the vehicle makes the vehicle move to the side away from the collision object, thereby reducing the impact force directly acting on the inner side member 2 and reducing the degree of deformation of the vehicle cockpit , to better protect the passengers in the car.
  • the front offset impact energy-absorbing structure of the automobile provided by the embodiment of the present application includes an energy-absorbing box assembly 5, and the energy-absorbing box assembly 5 includes a reinforcing beam 53, and the reinforcing beam 53 is formed with the rear end plate 51 of the energy-absorbing box.
  • a columnar cavity structure is formed, and the orthographic projection of the energy-absorbing box 52 on the rear-end plate 51 of the energy-absorbing box and the orthographic projection of the reinforcing beam 53 on the rear-end plate 51 of the energy-absorbing box at least partially overlap, increasing the strength of the energy-absorbing box assembly 5 , which can absorb more energy in the event of an offset collision of the vehicle, avoid excessive deformation of the outer side rail 3, and better protect the passengers in the vehicle.
  • the triangular braces 6 can increase the strength of the inner longitudinal beam 2, so that the deformation degree of the inner longitudinal beam 2 is smaller than that of the outer longitudinal beam 3, which can not only reduce the deformation degree of the driver's compartment, but also make the vehicle move away from the impacted object.
  • the direction is offset, thereby reducing the impact of the impact.

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  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种汽车的前部偏置碰吸能结构，包括前保横梁（1）、吸能盒总成（5）和外侧纵梁（3），吸能盒总成（5）位于前保横梁（1）和外侧纵梁（3）之间，并与前保横梁（1）和外侧纵梁（3）相连，吸能盒总成（5）包括吸能盒后端板（51）、吸能盒（52）和加强梁（53），吸能盒（52）与吸能盒后端板（51）和加强梁（53）相连，吸能盒（52）在吸能盒后端板（51）的正投影与加强梁（53）在吸能盒后端板（51）的正投影至少部分重叠。该前部偏置碰撞吸能结构通过吸能盒（52）的变形来减少碰撞力对外侧纵梁（3）的冲击，减少了外侧纵梁（3）的损坏程度。

Description

一种汽车的前部偏置碰吸能结构
本申请要求于2020年10月14日提交的申请号为202011098329.8、发明名称为“一种汽车的前部偏置碰吸能结构”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明属于汽车结构技术领域，具体涉及到车身前部结构。
背景技术
当车辆发生25％偏置碰撞时，25％重叠量会导致车辆的前纵梁和刚性壁障无碰撞重叠区，前纵梁在碰撞区域内参与变形吸能的作用非常小，导致碰撞能量主要由轮胎、安装前翼子板的纵梁(shotgun)以及乘员舱变形吸收，会侵入、压迫乘员的生存空间，致使乘员伤亡。
为了使车辆在碰撞事故中既能保护本车乘员，又能减少对另一方碰撞车辆伤害，相关技术中采用结构复杂的吸能盒来吸收碰撞产生的能量。
发明内容
本发明提出了一种汽车的前部偏置碰吸能结构。
所述技术方案如下：
第一方面，本发明的汽车的前部偏置碰吸能结构包括前保横梁、内侧纵梁和外侧纵梁，关键在于，所述内侧纵梁的前端与外侧纵梁的前端通过横向连接梁固定连接，所述前保横梁的端部通过吸能盒总成分别与内侧纵梁的前端、外侧纵梁的前端及横向连接梁固定连接。在汽车发生前侧碰(特别是小偏置碰撞)时，壁障所施加给汽车的碰撞力会首先被前保横梁及其后方的吸能盒总成吸收一部分，通过吸能盒的变形来减少碰撞力对外侧纵梁的冲击，而传递至外侧纵 梁上的碰撞力通过横向连接梁传递至内侧纵梁上，使刚性较强的内侧纵梁参与到碰撞能量的吸收中来，并承受大部分的碰撞能量，这样外侧纵梁只承受较小的碰撞能量，减少了外侧纵梁的损坏程度，可以保护乘员舱不会变形及被侵入，有利于减少乘员受到的伤害。
可选地，所述吸能盒总成由吸能盒后端板、固定于吸能盒后端板的前端面上的框形结构构成，所述吸能盒总成在车长方向上的长度由汽车内侧端向汽车外侧端逐渐减小。上述框形结构不仅可以通过变形来吸收碰撞能量，还通过非对称的结构产生一定的导向作用，可以将前方的碰撞力部分转化成向汽车中间方向的横向作用力，使汽车产生一种横向动能，通过作用力与反作用力原理从而使汽车向汽车中部方向移动，远离碰撞壁障，来保护前舱不变形。
可选地，所述框形结构由两块槽型板对接而成，所述槽型板的两侧槽壁均设有弯折段，上述弯折段可以有效加强框形结构的强度，据计算，其截面力与规则的四边形来比可提升10％左右，对应第1阶段加速度值的提升，降低第2阶段加速度的峰值，同时在MPDB工况中也能够增加与壁障Y向重合面积，利于壁障均匀变形，避免扣分。
可选地，所述吸能盒后端板的前端面上还固定有加强梁，所述加强梁由吸能盒后端板的内侧端延伸至吸能盒后端板的外侧端。上述加强梁可以加强吸能盒总成的刚度，将碰撞力导向汽车内侧纵梁方向。
可选地，所述横向连接梁由槽型件及前端板构成，所述槽型件夹设于内侧纵梁与外侧纵梁之间，所述前端板位于内侧纵梁及外侧纵梁的前端，并分别与内侧纵梁、外侧纵梁及槽型件固定连接。槽型件与前端板、内侧纵梁、外侧纵梁形成中空腔体结构，结构稳定性大大增强，有利于将碰撞力导向汽车内侧纵梁方向。
可选地，，所述内侧纵梁的外侧面与槽型件的后端面通过三角斜撑件连接，所述三角斜撑件的宽度由内侧纵梁一侧向外侧纵梁方向逐渐减小。上述三角斜撑件增加了槽型件与内侧纵梁之间的连接稳定性，并在发生碰撞时，有利于通过斜边将碰撞力导向汽车内侧纵梁方向。更为关键的是，三角斜撑件在车长方 向上的截面面积是由内侧纵梁向外侧纵梁方向逐渐减小的，这样三角斜撑件在碰撞力作用下发生溃缩变形时，是由外侧纵梁一侧开始并逐渐向内侧纵梁方向发展的，有利于使汽车向汽车中部方向移动，远离碰撞壁障，来保护前舱不变形。
可选地，为提高三角斜撑件的强度，所述三角斜撑件的截面为槽形，在将三角斜撑件与内侧纵梁、槽型件装配到一起时，会形成结构稳定的空腔结构。
可选地，所述前端板与吸能盒后端板通过螺栓固定连接。
可选地，所述前保横梁的端部的前侧面为斜面，所述斜面由汽车中部一侧向汽车外侧方向逐渐向后倾斜。前保横梁的端部在接触到壁障时，斜面会将部分碰撞力转化成向汽车中间方向的横向作用力，使汽车向汽车中部方向移动，远离碰撞壁障。
本发明的汽车的前部偏置碰吸能结构不仅可以将吸收碰撞能量以及将碰撞能量转移至汽车内侧纵梁，还能够将碰撞力转化为横向作用力，推动汽车碰撞壁障，大大减少了乘员舱变形、被侵入的可能性。
第二方面，提供了一种汽车的前部偏置碰吸能结构，包括前保横梁、吸能盒总成和外侧纵梁，所述吸能盒总成位于所述前保横梁和所述外侧纵梁之间，并与所述前保横梁和所述外侧纵梁相连；
所述吸能盒总成包括吸能盒后端板、吸能盒和加强梁，所述吸能盒和所述加强梁位于所述吸能盒后端板靠近所述前保横梁的一面；
所述加强梁与所述吸能盒后端板围成一柱状空腔；
所述吸能盒与所述吸能盒后端板和所述加强梁相连，所述吸能盒在所述吸能盒后端板的正投影与所述加强梁在所述吸能盒后端板的正投影至少部分重叠。
可选地，所述加强梁的中部在所述吸能盒后端板的正投影位于所述吸能盒在所述吸能盒后端板的正投影内，所述加强梁的两端相对所述吸能盒伸出。
可选地，在汽车的宽度方向上，所述加强梁从所述吸能盒后端板的一侧边延伸至相对的另一侧边。
可选地，所述吸能盒的侧壁与所述吸能盒后端板相连的边缘具有凹槽，所 述加强梁位于所述凹槽中。
可选地，所述吸能盒包括两块槽型板，两块所述槽型板相对布置且相连，所述槽型板的侧壁具有弯折段。
可选地，还包括内侧纵梁，所述内侧纵梁和所述外侧纵梁位于所述吸能盒后端板的同一面，所述内侧纵梁和所述外侧纵梁靠近所述吸能盒后端板的端面在所述吸能盒后端板的正投影，均与所述吸能盒在所述吸能盒后端板的正投影至少部分重叠。
可选地，所述吸能盒总成还包括横向连接梁，所述横向连接梁包括前端板，所述前端板位于所述吸能盒后端板远离所述吸能盒的一面，且与所述内侧纵梁和所述外侧纵梁的前端部、所述吸能盒后端板分别相连。
可选地，所述横向连接梁还包括槽型件，所述槽型件位于所述内侧纵梁与所述外侧纵梁之间，且与所述前端板相连。
可选地，还包括三角斜撑件，所述三角斜撑件位于所述内侧纵梁和所述外侧纵梁之间，所述三角斜撑件与所述内侧纵梁相连，且与所述横向连接梁相连。
可选地，所述三角斜撑件的宽度由内侧纵梁一侧向外侧纵梁的方向逐渐减小。
可选地，所述三角斜撑件的截面为凹槽形。
第三方面，提供了一种汽车，所述汽车包括如上述的汽车的前部偏置碰吸能结构。
本发明的汽车的前部偏置碰吸能结构提供的吸能盒总成包括加强梁，加强梁与吸能盒后端板形成了柱状空腔结构，且吸能盒在吸能盒后端板的正投影与加强梁在吸能盒后端板的正投影至少部分重叠，增加吸能盒的强度，能够在车辆发生偏置碰撞时更多地吸收能量，避免外侧纵梁发生变形过大，更好地保护车内乘客。
附图说明
图1为25％小偏置碰示意图。
图2为本发明的汽车的前部偏置碰吸能结构在25％小偏置碰试验时的示意图。
图3为实施例1的前部偏置碰吸能结构的整体结构示意图。
图4为实施例1中前保横梁处的结构示意图。
图5为实施例1中前保横梁处的的爆炸图。
图6为图4的A-A截面视图。
图7为图4的B-B截面视图。
图8为实施例1中内侧纵梁处的结构示意图。
图9为实施例1中内侧纵梁处的2爆炸图。
图10为图8的C-C截面视图。
附图标示：
1、前保横梁；
2、内侧纵梁；
3、外侧纵梁；
4、横向连接梁；
42、槽型件；
41、前端板；
5、吸能盒总成；
51、吸能盒后端板；
52、吸能盒；
521、槽型板；
522、凹槽；
53、加强梁；
6、三角斜撑件；
7、壁障。
具体实施方式
下面对照附图，通过对实施实例的描述，对本发明的具体实施方式如所涉 及的各构件的形状、构造、各部分之间的相互位置及连接关系、各部分的作用及工作原理等作进一步的详细说明。
本申请实施例中所涉及的方位名词，如“上”、“下”、“侧”等，一般以图4中所示方位的相对关系为基准，且采用这些方位名词仅仅是为了更清楚地描述结构和结构之间的关系，并不是为了描述绝对的方位。在产品以不同姿态摆放时，方位可能发生变化，例如“上”、“下”可能互换。
除非另有定义，本申请实施例所用的所有技术术语均具有与本领域普通技术人员通常理解的相同的含义。下面对本申请实施例中出现的一些技术术语进行说明。
目前世界范围内对于汽车安全性评价体系繁多，主要有E-NCAP、US-NCAP、IIHS、J-NCAP、C-NACP等评价规程，其中北美的安全规范以全面和严格著称，如IIHS法规中新增的一项64km/h速度的25％重叠的刚性墙碰撞实验，又称小偏置碰撞实验(见图1)，比目前其他的法规项都严厉，很多现行法规成绩很突出的车型都在该项试验中失利。中国的C-NACP评价标准也是每三年一个周期在更新，2021版C-NACP提出MPDB(50km/h 50％重叠对碰)工况代替ODB(64km/h 40％重叠可变现形碰撞壁)工况，以更加全面的考察两车碰撞的兼容性，使得车辆在碰撞事故中既能保护本车乘员，又能减少对另一方碰撞车辆伤害，这就要求车架前部在结构设计时要考虑对方车辆壁障变形的均匀性，及防止壁障7在40mm*40mm范围内发生630mm浸入量。
本实施例提出了一种汽车的前部偏置碰吸能结构，以提高汽车在发生偏置碰撞时的安全性。
如图3所示，本实施例的汽车的前部偏置碰吸能结构包括前保横梁1、内侧纵梁2和外侧纵梁3。
在本申请实施例中，所涉及的外侧纵梁3指的是车辆上用于安装前翼子板的纵梁(shotgun)，所涉及的内侧纵梁2指的是用于支撑车身的前纵梁。
内侧纵梁2的前端与外侧纵梁3的前端通过横向连接梁4固定连接，前保 横梁1的端部通过吸能盒总成5分别与内侧纵梁2的前端、外侧纵梁3的前端及横向连接梁4固定连接；内侧纵梁2的外侧面与横向连接梁4的后端面通过三角斜撑件6连接，三角斜撑件6的宽度由内侧纵梁2一侧向外侧纵梁3方向逐渐减小。当然，汽车前端两侧是对称结构，此处不再赘述。
如图4～7所示，在本实施例中，吸能盒总成5包括吸能盒后端板51、焊接固定于吸能盒后端板51的前端面上的框形结构，框形结构由两块槽型板521对接而成，两块槽型板521的两侧槽壁均设有弯折段；吸能盒总成5在车长方向上的长度由汽车内侧端向汽车外侧端逐渐减小；吸能盒后端板51的前端面上还焊接固定有加强梁53，加强梁53由吸能盒后端板51的内侧端延伸至吸能盒后端板51的外侧端，加强梁53的截面为槽形，加强梁53与后端板焊接固定后，形成长条状的空腔结构。吸能盒总成5与前保横梁1的后端面焊接固定，形成空腔结构。
如图7～10所示，在本实施例中，横向连接梁4由槽型件42及前端板41构成，槽型件42夹设于内侧纵梁2与外侧纵梁3之间，并分别与内侧纵梁2、外侧纵梁3焊接固定；前端板41位于内侧纵梁2及外侧纵梁3的前端，并分别与内侧纵梁2、外侧纵梁3及槽型件42焊接固定。槽型件42与前端板41、内侧纵梁2、外侧纵梁3形成空腔结构。为提高三角斜撑件6的强度，三角斜撑件6的截面为槽形，在将三角斜撑件6与内侧纵梁2、槽型件42焊接到一起时，会形成结构稳定的空腔结构。
前端板41与吸能盒后端板51通过螺栓固定连接。
在本文中，上述内侧面指的是靠近汽车中部方向的一侧，外侧面指的是靠近汽车外侧的一侧。
如图2所示，在汽车发生前侧碰(特别是小偏置碰撞)时，壁障7所施加给汽车的碰撞力会首先被前保横梁1及其后方的吸能盒总成5吸收一部分，通过吸能盒的变形来减少碰撞力对外侧纵梁3的冲击，而传递至外侧纵梁3上的碰撞力通过横向连接梁4传递至内侧纵梁2上，使刚性较强的内侧纵梁2参与到碰撞能量的吸收中来，并承受大部分的碰撞能量，这样外侧纵梁3只承受较 小的碰撞能量，减少了外侧纵梁3的损坏程度，可以保护乘员舱不会变形及被侵入，有利于减少乘员受到的伤害。
关键的是，本实施例还通过三角斜撑件6、吸能盒总成5、前保横梁1的独特结构，在发生碰撞时，将部分的前方碰撞力转化成向汽车中间方向的横向作用力，使汽车产生一种横向动能，通过作用力与反作用力原理从而使汽车向汽车中部方向移动，远离碰撞壁障7，来保护前舱不变形。
本实施例已经通过CAE分析验证，采用该吸能结构的车辆在小偏置及MPDB实验中取得了优秀成绩。
参见图3-4，前部偏置碰吸能结构包括前保横梁1、前纵梁吸能盒总成5和外侧纵梁3，吸能盒总成5位于前保横梁1和外侧纵梁3之间，并与前保横梁1和外侧纵梁3相连。吸能盒总成5包括吸能盒后端板51、吸能盒52和加强梁53，吸能盒52和加强梁53位于吸能盒后端板51靠近前保横梁1的一面，加强梁53与吸能盒后端板51围成一柱状空腔。吸能盒52与吸能盒后端板51和加强梁53相连，吸能盒52在吸能盒后端板51的正投影与加强梁53在吸能盒后端板51的正投影至少部分重叠。
本发明提供的汽车的前部偏置碰吸能结构中的吸能盒总成5包括加强梁53，且加强梁53与吸能盒后端板51形成了柱状空腔结构，吸能盒52在吸能盒后端板51的正投影与加强梁53在吸能盒后端板51的正投影至少部分重叠，增加吸能盒总成5的强度，能够在车辆发生偏置碰撞时更多地吸收能量，避免外侧纵梁3发生变形过大，更好地保护车内乘客。
需要说明的是，如图3所示，上述的汽车的前部偏置碰吸能结构可以设置在车辆前部的两端，即两个吸能盒总成5可以分别连接前保横梁1的两端和车辆两侧的外侧纵梁3，以提高车辆两侧偏置碰撞时的吸能效果。
在本申请的一些实施例中，参见图4，吸能盒52在吸能盒后端板51上的投影为矩形，且吸能盒52上可设置有多段的弯折，使吸能盒52的中部具有较大的宽度，两端弯折成交小的宽度，从而提高吸能盒52覆盖的面积和吸能盒52的强度。吸能盒52与前保横梁1连接处的边缘形状与前保横梁1的形状相适配， 从而能够与前保横梁1紧密连接。
在本申请的一些实施例中，参见图4，加强梁53的中部在吸能盒后端板51的正投影位于吸能盒52在吸能盒后端板51的正投影内，加强梁53的两端相对吸能盒52伸出。
需要说明的是，如图4所示，加强梁53的长度可大于吸能盒52长度。具体地，在汽车的宽度方向上，加强梁53可从吸能盒后端板51的一侧边延伸至相对的另一侧边，并从吸能盒52的侧壁上穿出，使加强梁53和吸能盒后端板51形成的柱状空腔可以关窗吸能盒后端板51的长度方向。
在本申请的一些实施例中，如图5所示，加强梁53的横截面形状可以弯折呈凹型，使两个与吸能盒后端板51平行的平面与吸能盒后端板51相连，进而形成矩形的柱状空腔。相对应的，吸能盒52的侧壁与吸能盒后端板51相连的边缘具有凹槽522，加强梁53位于凹槽522中。通过此结构，增加了吸能盒52与加强梁53之间的连接强度，提高了吸能盒总成5的强度。
在本申请的一些实施例中，如图5所示，吸能盒52可包括两块槽型板521，两块槽型板521相对布置且相连，槽型板521的侧壁具有弯折段。两块槽形板521的弯折段形成重叠区域，使一个槽形板521的部分外表面与另一个槽形板521的外表面相贴合，两个槽形板521可以通过焊接连接成框架型的吸能盒52。
如图3所示，该汽车的前部偏置碰吸能结构还可包括内侧纵梁2，且内侧纵梁2和外侧纵梁3位于吸能盒后端板51的同一面。而且吸能盒后端板51与内侧纵梁2和外侧纵梁3均相连，内侧纵梁2和外侧纵梁3靠近吸能盒后端板51的端面在吸能盒后端板51的正投影，均与吸能盒52在吸能盒后端板51的正投影至少部分重叠，以使吸能盒总成5碰撞时产生的能量可以传递至内侧纵梁2和外侧纵梁3。
可以理解的是，如图3-5和9所示，为了进一步增加内侧纵梁2和外侧纵梁3之间的连接强度，本申请实施例提供的吸能盒总成5还可包括横向连接梁4。横向连接梁4设置在内侧纵梁2和外侧纵梁3之间且与内侧纵梁2和外侧纵梁3相连。横向连接梁4可包括前端板41，前端板41位于吸能盒后端板51远离吸 能盒52的一面，且与内侧纵梁2和外侧纵梁3的前端部以及吸能盒后端板51分别相连。
需要说明的是，前端板41设置在吸能盒后端板51与内侧纵梁2和外侧纵梁3之间，前端板41与吸能盒后端板51之间可通过螺栓相连，也可通过焊接连接。
在本申请的一些实施例中，参见图9，横向连接梁4还可包括槽型件42，槽型件42位于内侧纵梁2与外侧纵梁3之间，且与前端板41相连。槽型件42的长度方向的两端具有分别与内侧纵梁2和外侧纵梁3相适配的形状，以连接内侧纵梁2和外侧纵梁3的侧壁，且槽型件42的敞开的一侧用于连接前端板41。
在本申请的一些实施例中，如图9所示，该汽车的前部偏置碰吸能结构还可包括三角斜撑件6，三角斜撑件6位于内侧纵梁2和外侧纵梁3之间，三角斜撑件6与内侧纵梁2相连，且与所述横向连接梁4相连。而且三角斜撑件6的宽度由内侧纵梁2一侧向外侧纵梁3的方向逐渐减小。当车辆发生偏置碰撞时，撞击使通过前保横梁1、内侧纵梁2、外侧纵梁3、横向连接梁4和吸能盒总成5传递至三角斜撑件6，三角斜撑件6的能够增加内侧纵梁2的强度，使内侧纵梁2的变形程度小于外侧纵梁3，既能够减小驾驶员舱的变形程度，也能够使车辆向远离被撞击物的方向偏移，从而减小撞击产生的冲击。
需要说明的是，参见图9，该三角斜撑件6的截面可为凹槽形，三角斜撑件6与内侧纵梁2和横向连接梁4的连接处敞开，三角斜撑件6的边缘设置有多个翻边结构，以连接三角斜撑件6通过焊接与内侧纵梁2和横向连接梁4相连。
另一方面，本申请还提供了一种车辆，该车辆包括上述的汽车的前部偏置碰吸能结构。如图1所示，当该车辆发生偏置碰撞时，撞击先使前保横梁1的端部发生变形，再压溃吸能盒总成5，前保横梁1和吸能盒总成5吸收撞击产生的能量。若车辆的行驶速度较快时，吸能盒总成5被完全压溃，且撞击使内侧纵梁2、外侧纵梁3和横向连接梁4发生变形，由于三角斜撑件6使内侧纵梁2具有更高的强度，被撞击物对车辆的反作用力使车辆向远离碰撞物的一侧移动，从而降低了直接作用在内侧纵梁2上的撞击力，减小了车辆驾驶舱的变形程度， 更好地保护了车内的乘客。
综上，本申请实施例提供的汽车的前部偏置碰吸能结构包括吸能盒总成5，吸能盒总成5包括加强梁53，加强梁53与吸能盒后端板51形成了柱状空腔结构，且吸能盒52在吸能盒后端板51的正投影与加强梁53在吸能盒后端板51的正投影至少部分重叠，增加吸能盒总成5的强度，能够在车辆发生偏置碰撞时更多地吸收能量，避免外侧纵梁3发生变形过大，更好地保护车内乘客。三角斜撑件6的能够增加内侧纵梁2的强度，使内侧纵梁2的变形程度小于外侧纵梁3，既能够减小驾驶员舱的变形程度，也能够使车辆向远离被撞击物的方向偏移，从而减小撞击产生的冲击。
以上所述，并非对本发明作任何形式上的限制，虽然本发明已通过实施例揭露如上，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做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的内容，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。

Claims (12)

  1. 一种汽车的前部偏置碰吸能结构，包括前保横梁(1)、吸能盒总成(5)和外侧纵梁(3)，所述吸能盒总成(5)位于所述前保横梁(1)和所述外侧纵梁(3)之间，并与所述前保横梁(1)和所述外侧纵梁(3)相连；
    所述吸能盒总成(5)包括吸能盒后端板(51)、吸能盒(52)和加强梁(53)，所述吸能盒(52)和所述加强梁(53)位于所述吸能盒后端板(51)靠近所述前保横梁(1)的一面；
    所述加强梁(53)与所述吸能盒后端板(51)围成一柱状空腔；
    所述吸能盒(52)与所述吸能盒后端板(51)和所述加强梁(53)相连，所述吸能盒(52)在所述吸能盒后端板(51)的正投影与所述加强梁(53)在所述吸能盒后端板(51)的正投影至少部分重叠。
  2. 根据权利要求1所述的汽车的前部偏置碰吸能结构，其中，所述加强梁(53)的中部在所述吸能盒后端板(51)的正投影位于所述吸能盒(52)在所述吸能盒后端板(51)的正投影内，所述加强梁(53)的两端相对所述吸能盒(52)伸出。
  3. 根据权利要求1或2所述的汽车的前部偏置碰吸能结构，其中，在汽车的宽度方向上，所述加强梁(53)从所述吸能盒后端板(51)的一侧边延伸至相对的另一侧边。
  4. 根据权利要求3所述的汽车的前部偏置碰吸能结构，其中，所述吸能盒(52)的侧壁与所述吸能盒后端板(51)相连的边缘具有凹槽(522)，所述加强梁(53)位于所述凹槽(522)中。
  5. 根据权利要求1～4任一项所述的汽车的前部偏置碰吸能结构，其中，所述 吸能盒(52)包括两块槽型板(521)，两块所述槽型板(521)相对布置且相连，所述槽型板(521)的侧壁具有弯折段。
  6. 根据权利要求1～5任一项所述的汽车的前部偏置碰吸能结构，其中，还包括内侧纵梁(2)，所述内侧纵梁(2)和所述外侧纵梁(3)位于所述吸能盒后端板(51)的同一面，所述内侧纵梁(2)和所述外侧纵梁(3)靠近所述吸能盒后端板(51)的端面在所述吸能盒后端板(51)的正投影，均与所述吸能盒(52)在所述吸能盒后端板(51)的正投影至少部分重叠。
  7. 根据权利要求6所述的汽车的前部偏置碰吸能结构，其中，所述吸能盒总成(5)还包括横向连接梁(4)，所述横向连接梁(4)包括前端板(41)，所述前端板(41)位于所述吸能盒后端板(51)远离所述吸能盒(52)的一面，且与所述内侧纵梁(2)和所述外侧纵梁(3)的前端部以及所述吸能盒后端板(51)分别相连。
  8. 根据权利要求7所述的汽车的前部偏置碰吸能结构，其中，所述横向连接梁(4)还包括槽型件(42)，所述槽型件(42)位于所述内侧纵梁(2)与所述外侧纵梁(3)之间，且与所述前端板(41)相连。
  9. 根据权利要求7所述的汽车的前部偏置碰吸能结构，其中，还包括三角斜撑件(6)，所述三角斜撑件(6)位于所述内侧纵梁(2)和所述外侧纵梁(3)之间，所述三角斜撑件(6)与所述内侧纵梁(2)相连，且与所述横向连接梁(4)相连。
  10. 根据权利要求9所述的汽车的前部偏置碰吸能结构，其中，所述三角斜撑件(6)的宽度由所述内侧纵梁(2)一侧向所述外侧纵梁(3)的方向逐渐减小。
  11. 根据权利要求9所述的汽车的前部偏置碰吸能结构，其中，所述三角斜撑件(6)的截面为凹槽形。
  12. 一种汽车，所述汽车包括如权利要求1～11任一项所述的汽车的前部偏置碰吸能结构。
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