WO2024027659A1 - 非承载式车身的前舱结构、非承载式车身和车辆 - Google Patents
非承载式车身的前舱结构、非承载式车身和车辆 Download PDFInfo
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- WO2024027659A1 WO2024027659A1 PCT/CN2023/110318 CN2023110318W WO2024027659A1 WO 2024027659 A1 WO2024027659 A1 WO 2024027659A1 CN 2023110318 W CN2023110318 W CN 2023110318W WO 2024027659 A1 WO2024027659 A1 WO 2024027659A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- front cabin
- upper side
- elephant trunk
- bearing
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
- B62D21/155—Sub-frames or underguards
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/04—Door pillars ; windshield pillars
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/082—Engine compartments
Definitions
- the present application relates to the field of vehicle technology, and more specifically, to a front cabin structure of a non-load-bearing body, a non-load-bearing body and a vehicle.
- the increase in the weight of the entire vehicle will lead to an increase in the kinetic energy of the entire vehicle in the early stages of a collision under the same test conditions, which will in turn lead to the need to absorb more collision energy during the collision.
- the vehicle body front cabin structure has limited effect on absorbing collision energy, causing the vehicle to have greater safety risks. There is an urgent need to design a vehicle body front cabin structure that can absorb more collision energy.
- This application provides a new technology solution for the front cabin structure of a non-load-bearing body, a non-load-bearing body and a vehicle.
- a front cabin structure of a non-bearing body including:
- Wheel cover upper side beam one end of the wheel cover upper side beam is connected to the A-pillar;
- elephant trunk bridge one end of the elephant trunk bridge is connected to the other end of the wheel cover upper side rail, and the other end of the elephant trunk bridge The end is connected to the lower beam of the water tank.
- the wheel house upper side beam and the elephant trunk beam are an integral structure.
- the wheel house upper side beam and the elephant trunk bridge are of a split structure, and the elephant trunk bridge and the wheel house upper side beam are welded and connected.
- the elephant trunk bridge includes an inner plate and an outer plate, and the inner plate and the outer plate form a closed cavity structure.
- the elephant trunk bridge has an extension part and a connecting part, and the extension part and the connecting part are arranged in an L shape.
- the connecting portion is provided with an end surface facing the ground, and a frame mounting structure for connecting to the vehicle frame is provided on the end surface.
- it also includes a dash panel cross member, and both ends of the dash panel cross member are respectively connected to the A-pillars located on both sides of the vehicle body.
- the length of the water tank lower cross member is smaller than the length of the front apron cross member.
- a non-bearing body including:
- a vehicle frame mounting structure is provided on the trunk beam, and the vehicle frame is connected to the front cabin structure through the vehicle frame mounting structure.
- a vehicle including: the non-bearing body described in the second aspect.
- this application provides a connecting elephant trunk beam at the other end of the wheelhouse upper side beam connected to the A-pillar, and connects the elephant trunk beam to the water tank lower beam, so that when the vehicle is impacted, the collision force can It is directly transmitted to the trunk beam through the lower cross member of the water tank, and part of the energy is absorbed through the trunk beam and then transmitted to the A-pillar through the upper side beam of the wheel housing, so that the collision energy is transmitted to the non-load-bearing body through the A-pillar for dispersion and absorption, reducing The amount of energy intrusion into the vehicle's passenger compartment improves the vehicle's safety performance.
- Figure 1 is a schematic structural diagram of the front cabin of a non-bearing vehicle body provided by this application.
- FIG. 2 is a side view of FIG. 1 .
- FIG. 3 is a bottom view of FIG. 1 .
- Figure 4 is a partial enlarged view of position A in Figure 3.
- Figure 5 is a schematic diagram of the front impact force transmission path of a non-load-bearing vehicle body provided by this application.
- any specific values are to be construed as illustrative only and not as limiting. Accordingly, other examples of the exemplary embodiments may have different values.
- the front cabin structure of the vehicle mainly relies on the frame 6 to provide safety protection in various collision conditions (refer to the Y path in Figure 5).
- the body part mainly consists of the front bumper assembly, engine compartment, The wheel cover assembly and other structures absorb energy, resulting in insufficient energy absorption of the body part in the IIHS 25% small offset collision condition.
- this application provides a front cabin structure of a non-load-bearing body, including: A pillar 1, wheelhouse upper side beam 2, water tank lower beam 3 and elephant trunk beam 4; One end of the wheelhouse upper rail 2 is connected to the A-pillar 1; one end of the elephant trunk bridge 4 is connected to the other end of the wheelhouse upper rail 2, and the other end of the elephant trunk bridge 4 is connected to the water tank.
- the lower cross member 3 is connected.
- the front cabin structure of the non-load-bearing vehicle body is provided with an elephant trunk beam 4 to directly connect the wheel house upper side beam 2 and the water tank lower cross beam 3.
- the wheel cover upper side rail 2 is located above the wheel cover of the vehicle, and may be connected to the wheel cover as a whole, or may not be connected to the wheel cover. The details may be determined according to the actual conditions of the vehicle.
- the structure is designed and is not limited by this application.
- the lower beam 3 of the water tank can be used to fix the water tank to cool the engine. It is generally located at the front end of the vehicle and directly bears the front collision force of the vehicle.
- one end of the wheelhouse upper side beam 2 is connected to the A-pillar 1, and the other end is connected to the elephant trunk beam 4, so that when the vehicle is collided, the collision force can be directly transmitted to the elephant trunk beam 4 structure through the water tank lower cross member 3.
- Part of the energy is absorbed through the nose beam 4 structure and then transferred to the A-pillar 1 through the wheelhouse upper side beam 2, so that the collision energy is transferred to the non-load-bearing body through the A-pillar 1 for dispersion and absorption.
- a cowl structure is usually connected between the two A-pillars 1 of the vehicle, so that the front cabin structure of the load-bearing body passes through the cowl structure, A-pillar 1, wheelhouse upper side beam 2, elephant trunk beam 4 and water tank lower beam 3 It is connected into a closed frame structure, as shown in Figure 3, which effectively improves the structural rigidity of the body.
- the above-mentioned closed frame structure has the trunk beam 4 facing the impact area of IIHS small offset collision, which makes up for the traditional front cabin energy-absorbing structure not participating in IIHS 25% small offset collision conditions.
- an effective collision force transmission path (refer to the The trunk bridge 4 absorbs part of the energy and transmits it back to the A-pillar 1, and then disperses it to the body, thereby reducing the amount of collision energy intruding into the passenger compartment and improving the collision safety of vehicles with non-load-bearing bodies.
- the design effectively ensures the safety of the passenger compartment.
- the wheelhouse upper side beam 2 and the elephant trunk beam 4 are an integrated structure.
- the wheelhouse upper side rail 2 and the elephant trunk beam 4 can be designed as an integrated structure, which can save the connection step of the wheelhouse upper side rail 2 and the elephant trunk bridge 4, reduce the number of parts of the vehicle, and improve the vehicle's performance.
- the degree of integration can further improve the stability of the entire front cabin structure.
- the wheel house upper side rail 2 and the elephant trunk bridge 4 are of a split structure, and the elephant trunk bridge 4 and the wheel house upper side rail 2 are welded and connected.
- the trunk beam 4 and the wheel house upper beam 2 can be made of metal materials such as steel plates and connected by welding.
- the wheel house upper side beam 2 can be designed to be parallel to the ground.
- One end of the elephant trunk beam 4 is connected to the wheel house upper side beam 2, and the other end can extend downward and forward and be connected to the water tank lower cross beam 3.
- the extension directions of the trunk beam 4 and the upper side beam 2 of the wheel housing are different, and their connection is under greater stress and is prone to breakage or deformation. Connecting them together through welding can improve the rigidity of the front cabin structure. And the welding connection process is relatively mature, which helps to improve production efficiency.
- the elephant trunk bridge 4 includes an inner plate 41 and an outer plate 42, and the inner plate 41 and the outer plate 42 form a closed cavity structure.
- the structure of the elephant trunk bridge 4 uses an outer plate 42 and an inner plate 41 to form a closed cavity structure. structure, further improving the structural rigidity of the front cabin structure.
- This structural form of the inner plate 41 and the outer plate 42 can, on the one hand, increase the stiffness of the elephant trunk bridge 4 structure itself while minimizing its weight; on the other hand, it also facilitates the processing of the elephant trunk bridge 4 structure, for example, using steel plates through welding. Make splicing connections.
- the elephant trunk bridge 4 has an extension part 43 and a connection part 44 , and the extension part 43 and the connection part 44 are arranged in an L shape.
- the connecting portion 44 is provided with an end surface 45 facing the ground, and a frame mounting structure for connecting to the vehicle frame 6 is provided on the end surface 45 .
- the wheel arch assemblies on both sides of the front cabin are designed to have larger structural dimensions and more structural parts, resulting in the body occupying more space in the front cabin.
- the front cabin space is relatively small, and the front cabin structure is relatively complex.
- the connecting portion 44 of the trunk bridge 4 (that is, located at the front end of the vehicle body) can be extended to the direction toward the ground, and fixedly installed with the frame 6 through the frame mounting structure provided on the end surface 45, such as As shown in Figure 1 to Figure 4.
- the end surface 45 facing the ground may not be limited to directly facing the ground, but may also have a certain angle between the end surface 45 and the ground. The specific selection can be made according to the installation form of the vehicle frame 6 .
- the frame 6 is installed through the frame mounting structure provided on the end face 45 of the connecting portion 44 of the trunk bridge 4, which eliminates the need for components such as the front connecting plate used to install the frame 6 in the traditional front cabin structure, simplifying the complex process.
- the front cabin structure enables a higher degree of integration of components, reduces the space occupied by the body in the front cabin, and indirectly increases the collision energy-absorbing space of vehicles with non-load-bearing body types.
- the vehicle frame mounting structure may be a plurality of mounting holes (i.e., the first row of mounting points of the vehicle frame 6), and the vehicle frame 6 is fastened by penetrating bolts and other connecting members into the installation holes, so that the vehicle frame 6
- the frame 6 is directly connected to the front cabin structure, which effectively improves the dynamic stiffness at the end face 45 of the connecting portion 44 of the frame 6 and the trunk beam 4, thereby increasing the structural stiffness of the vehicle body.
- the front cabin structure of the non-load-bearing vehicle body also includes a cowl beam 5 , and both ends of the cowl beam 5 are respectively connected to the A-pillars 1 on both sides of the vehicle body.
- the front cabin structure includes a cowl beam 5, the two ends of which are respectively connected to the two A-pillars 1 of the vehicle, so that when the vehicle is hit by a collision, the collision energy can be effectively dispersed, further improving the safety of the vehicle body.
- the overall stiffness of the front cabin structure is not limited.
- the length of the water tank lower cross member 3 is smaller than the length of the front apron cross member 5 in the width direction of the vehicle body.
- the length of the water tank lower cross member 3 is smaller than the length of the dash panel cross member 5 , that is, while the trunk beam 4 extends downward and forward, it also extends toward the inside of the vehicle, so that The trunk beam 4 and the water tank lower beam 3 form a closed frame similar to a trapezoid with the vehicle's cowl beam 5.
- it improves the structural stability of the front cabin structure, and on the other hand, it also meets the appearance requirements of the vehicle's front cabin.
- a non-load-bearing vehicle body including a vehicle frame 6 and the front cabin structure described in the first aspect.
- the trunk beam 4 is provided with a vehicle frame mounting structure.
- the vehicle frame 6 The vehicle frame mounting structure is connected to the front cabin structure.
- the non-bearing body includes a frame 6, which is directly connected to the front cabin frame through the frame mounting structure on the trunk beam 4, so that when the vehicle is subjected to a forward collision force, on the one hand, It can be transmitted to the trunk beam 4, wheel arch upper side beam 2, and A-pillar 1 through the lower cross member 3 of the water tank, and finally dispersed and absorbed by the body (refer to the X force transmission path in Figure 5). On the other hand, it can also pass through the lower cross member of the water tank. 3 is transmitted to the trunk beam 4 and the frame 6 in turn for dispersion and absorption (refer to the Y force transmission path in Figure 5), which improves the body's absorption of collision energy and makes the body's safety performance higher.
- a vehicle including the above-mentioned non-bearing body.
- the vehicle assembled using the non-load-bearing body provided by the second aspect of the application has its wheelhouse upper side beam 2 directly connected to the water tank lower cross member 3 through the elephant trunk beam 4, and its vehicle frame 6 through The trunk bridge 4 is connected to the front cabin structure.
- the front connecting plate used to connect the vehicle frame 6 is saved, which simplifies the vehicle front cabin structure and increases the space in the vehicle front cabin.
- the elephant nose bridge 4 faces the impact area of the IIHS small offset collision, which makes up for the shortcomings of the traditional front cabin energy-absorbing structure that does not participate in the impact in the IIHS 25% small offset collision condition.
- an effective collision force transmission path (refer to the X path in Figure 5) is added for front collisions such as frontal collision, 50% offset collision, and 25% small offset collision, which improves the safety performance of the vehicle.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
一种非承载式车身的前舱结构、非承载式车身和车辆，所述非承载式车身的前舱结构包括：A柱、轮罩上边梁、水箱下横梁和象鼻梁；所述轮罩上边梁的一端连接于所述A柱上；所述象鼻梁的一端与所述轮罩上边梁的另一端连接，所述象鼻梁的另一端与所述水箱下横梁连接。
Description
相关申请的交叉引用
本申请要求于2022年08月01日提交中国专利局、申请号为202210918479.1、申请名称为“非承载式车身的前舱结构、非承载式车身和车辆”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。
本申请涉及交通工具技术领域，更具体地，涉及一种非承载式车身的前舱结构、非承载式车身和车辆。
随着科技的发展，一些类型的汽车需要增加整车重量，例如，电动汽车为了比肩甚至超越现有燃油车的续驶里程，需要配备较大的动力电池，因此，相比于同样规格的燃油车要大幅度地增加整车重量。另外，在一些货车、客车以及越野车车型中，通常采用具有独立车架的非承载式车身，车架能够提供很强的车身刚性，使得车身强度更高，但同时非承载式车身重量也更大。
整车重量的增加会导致在同样试验条件下，碰撞初期整车动能增加，进而导致在碰撞过程中，需要吸收更多的碰撞能量。在现有技术中，车身前舱结构对于吸收碰撞能量的效果有限，使得车辆具有较大的安全隐患，急需设计一种能够吸收更多的碰撞能量的车身前舱结构。
发明内容
本申请提供了一种非承载式车身的前舱结构、非承载式车身和车辆的新技术方案。
根据本申请的第一方面，提供了一种非承载式车身的前舱结构，包括：
A柱；
轮罩上边梁，所述轮罩上边梁的一端连接于所述A柱上；
水箱下横梁；
象鼻梁，所述象鼻梁的一端与所述轮罩上边梁的另一端连接，所述象鼻梁的另一
端与所述水箱下横梁连接。
在一些实施例中，所述轮罩上边梁与所述象鼻梁为一体式结构。
在一些实施例中，所述轮罩上边梁与所述象鼻梁为分体式结构，所述象鼻梁与所述轮罩上边梁焊接连接。
在一些实施例中，所述象鼻梁包括内板和外板，所述内板和所述外板形成封闭式腔体结构。
在一些实施例中，所述象鼻梁具有延伸部和连接部，所述延伸部和所述连接部呈L型设置。
在一些实施例中，所述连接部设有朝向地面的端面，所述端面上设有用于与车架连接的车架安装结构。
在一些实施例中，还包括前围板横梁，所述前围板横梁的两端分别连接于位于车身两侧的所述A柱上。
在一些实施例中，在车身的宽度方向上，所述水箱下横梁的长度小于所述前围板横梁的长度。
根据本申请的第二方面，提供了一种非承载式车身，包括：
车架和第一方面所述的前舱结构，所述象鼻梁上设有车架安装结构，所述车架通过所述车架安装结构与所述前舱结构连接。
根据本申请的第三方面，提供了一种车辆，包括：第二方面所述的非承载式车身。
根据本申请的一个实施例，本申请通过在连接于A柱上的轮罩上边梁的另一端设置连接象鼻梁，并使象鼻梁与水箱下横梁连接，使得在车辆受到碰撞时，碰撞力能够通过水箱下横梁直接传递到象鼻梁上，并通过象鼻梁吸收部分能量后通过轮罩上边梁传递至A柱上，进而使得碰撞能量通过A柱传递至非承载式车身进行分散和吸收，减少了车辆的乘员舱的能量侵入量，提高了车辆的安全性能。
通过以下参照附图对本申请的示例性实施例的详细描述，本申请的其它特征及其优点将会变得清楚。
被结合在说明书中并构成说明书的一部分的附图示出了本申请的实施例，并且连同其说明一起用于解释本申请的原理。
图1是本申请提供的一种非承载式车身的前舱结构示意图。
图2是图1的侧视图。
图3是图1的仰视图。
图4是图3中A处的局部放大图。
图5是本申请提供的一种非承载式车身的前碰传力路径示意图。
附图标记说明：
1、A柱；2、轮罩上边梁；3、水箱下横梁；4、象鼻梁；41、内板；42、外板；43、
延伸部；44、连接部；45、端面；5、前围板横梁；6、车架。
1、A柱；2、轮罩上边梁；3、水箱下横梁；4、象鼻梁；41、内板；42、外板；43、
延伸部；44、连接部；45、端面；5、前围板横梁；6、车架。
现在将参照附图来详细描述本申请的各种示例性实施例。应注意到：除非另外具体说明，否则在这些实施例中阐述的部件和步骤的相对布置、数字表达式和数值不限制本申请的范围。
以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本申请及其应用或使用的任何限制。
对于相关领域普通技术人员已知的技术、方法和设备可能不作详细讨论，但在适当情况下，所述技术、方法和设备应当被视为说明书的一部分。
在这里示出和讨论的所有例子中，任何具体值应被解释为仅仅是示例性的，而不是作为限制。因此，示例性实施例的其它例子可以具有不同的值。
应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步讨论。
在现有技术中，车辆的前舱结构在各种碰撞工况中，主要依靠车架6提供安全保障(参考图5中的Y路径)，车身部分主要由前保险杠总成、发动机舱、轮罩总成等结构进行吸能，导致车身部分在IIHS 25％小偏置碰工况中吸能不足。
根据图1至图5所示，为了解决上述问题，本申请提供了一种非承载式车身的前舱结构，包括：A柱1、轮罩上边梁2、水箱下横梁3和象鼻梁4；所述轮罩上边梁2的一端连接于所述A柱1上；所述象鼻梁4的一端与所述轮罩上边梁2的另一端连接，所述象鼻梁4的另一端与所述水箱下横梁3连接。
具体地，如图1所示，在本申请中，非承载式车身的前舱结构设置了象鼻梁4，以将轮罩上边梁2和水箱下横梁3直接连接。在一些实施例中，轮罩上边梁2位于车辆的轮罩上方，可以与轮罩连接为一体，也可以不与轮罩连接，具体可根据车辆的实际
结构进行设计，本申请不作限制。而水箱下横梁3能够用于固定水箱，实现对发动机进行降温等作用，一般位于车辆的前端，直接承受车辆的前碰力。
在上述结构中，轮罩上边梁2的一端与A柱1连接，另一端与象鼻梁4连接，使得当车辆受到碰撞时，碰撞力能够通过水箱下横梁3直接传递到象鼻梁4结构上，并通过象鼻梁4结构吸收部分能量后通过轮罩上边梁2传递至A柱1上，进而使得碰撞能量通过A柱1传递至非承载式车身上进行分散和吸收。车辆的两个A柱1之间通常还连接有前围板结构，使得承载式车身的前舱结构通过前围板结构、A柱1、轮罩上边梁2、象鼻梁4和水箱下横梁3连接成一个封闭的框体结构，如图3所示，有效提升了车身的结构刚度。
上述封闭的框体结构在各种碰撞工况中，象鼻梁4正对IIHS小偏置碰撞的撞击区域，弥补了传统的前舱吸能结构在IIHS 25％小偏置碰工况中不参与撞击的不足，同时为正碰、50％偏置碰、25％小偏置碰等前碰碰撞过程中增加了一条有效的碰撞力传递路径(参考图5中的X路径)，使碰撞力通过象鼻梁4吸收部分能量并往后传递至A柱1，进而分散至车身上，从而减少了碰撞能量对于乘员舱的侵入量，提升了具有非承载式车身的车辆的碰撞安全性，在轻量化设计的同时有效地保障了乘员舱的安全。
在一些实施例中，所述轮罩上边梁2与所述象鼻梁4为一体式结构。
具体地，在本实施例中，轮罩上边梁2和象鼻梁4可以设计为一体结构，既可以省去轮罩上边梁2和象鼻梁4的连接步骤，减少车辆的零件数，提高车辆的集成度，又能够进一步提高整个前舱结构的稳定性，
在一些实施例中，所述轮罩上边梁2与所述象鼻梁4为分体式结构，所述象鼻梁4与所述轮罩上边梁2焊接连接。
具体地，参考图1至图3，在本实施例中，象鼻梁4和轮罩上边梁2均可采用钢板等金属材料制成，并通过焊接连接。在一种实施例中，轮罩上边梁2可以设计为与地面平行，象鼻梁4一端与与轮罩上边梁2连接，另一端可以向下前方延伸并与水箱下横梁3连接。在车辆受到碰撞时，象鼻梁4与轮罩上边梁2的延伸方向不同，其连接处受力较大，容易产生断裂或变形，通过焊接将其连接在一起，能够提高前舱结构的刚度，且焊接连接的工艺较为成熟，有助于提高生产效率。
在一些实施例中，所述象鼻梁4包括内板41和外板42，所述内板41和所述外板42形成封闭式腔体结构。
具体地，如图1所示，象鼻梁4结构采用外板42和内板41形成一封闭的腔体结
构，进一步提高了前舱结构的结构刚度。这种内板41加外板42的结构形式一方面在提高象鼻梁4结构本身的刚度同时，可以尽量不增加其重量；另一方面也便于象鼻梁4结构的加工，例如，采用钢板通过焊接进行拼接连接。
在一些实施例中，如图1至图2所示，所述象鼻梁4具有延伸部43和连接部44，所述延伸部43和所述连接部44呈L型设置。
具体地，
所述连接部44设有朝向地面的端面45，所述端面45上设有用于与车架6连接的车架安装结构。
具体地，在传统车身前舱结构中，为了尽可能多的进行碰撞吸能，前舱两侧轮罩总成的结构尺寸设计较大，结构件较多，导致车身占用前舱空间较多，前舱空间相对较小，同时前舱结构相对较为复杂。而在本实施例中，象鼻梁4的连接部44(即位于车身的前端处)能够延伸至朝向地面的方向，并通过端面45上设置的车架安装结构与车架6进行固定安装，如图1至图4所示。在本申请中，端面45朝向地面可不限定于正对地面，也可为端面45与地面呈一定的夹角，具体可根据车架6的安装形式进行选择。
通过象鼻梁4的连接部44的端面45设置的车架安装结构进行安装车架6，省去了传统前舱结构中设置的用于安装车架6的前连接板等部件，简化了复杂的前舱结构，使得零部件的集成度更高，减小了车身对前舱空间的占用，间接增大了非承载式车身形式的车辆的碰撞吸能空间。
在一种实施例中，车架安装结构可以为多个安装孔(即车架6的第一排安装点)，车架6通过螺栓等连接件穿入安装孔内进行紧固连接，使得车架6直接连接在前舱结构上，有效提升了车架6与象鼻梁4的连接部44的端面45处的动刚度，进而增加了车身的结构刚度。
在一些实施例中，非承载式车身的前舱结构还包括前围板横梁5，所述前围板横梁5的两端分别连接于位于车身两侧的所述A柱1上。
具体地，在本实施例中，前舱结构包括前围板横梁5，其两端分别与车辆的两个A柱1连接，使得车辆在受到碰撞时，能够有效分散碰撞能量，进一步提高了车身前舱结构的整体刚度。
在一些实施例中，在车身的宽度方向上，所述水箱下横梁3的长度小于所述前围板横梁5的长度。
具体地，如图3所示，在本实施例中，水箱下横梁3的长度小于前围板横梁5的长度，即象鼻梁4在向下前方延伸的同时，还朝向车辆的内侧延伸，使得象鼻梁4和水箱下横梁3与车辆的前围板横梁5形成一个类似于梯形的封闭框架，一方面提高了前舱结构的结构稳定性，另一方面也满足了车辆前舱的外形需求。
根据本申请的第二方面，提供了一种非承载式车身，包括车架6和第一方面所述的前舱结构，所述象鼻梁4上设有车架安装结构，所述车架6通过所述车架安装结构与所述前舱结构连接。
具体地，在本实施例中，非承载式车身包括车架6，车架6直接通过象鼻梁4上的车架安装结构与前舱框架实现连接，使得车辆在受到前碰力时，一方面能够通过水箱下横梁3依次传递至象鼻梁4、轮罩上边梁2、A柱1，最终通过车身分散和吸收(参考图5中的X传力路径)，另一方面还能够通过水箱下横梁3依次传递至象鼻梁4、车架6进行分散和吸收(参考图5中的Y传力路径)，提高了车身对于碰撞能量的吸收，使车身的安全性能更高。
根据本申请的第三方面，提供了一种车辆，包括上述非承载式车身。
具体地，在本实施例中，采用本申请第二方面提供的非承载式车身装配而成的车辆，其轮罩上边梁2直接通过象鼻梁4与水箱下横梁3连接，其车架6通过象鼻梁4与前舱结构连接，相比于传统车辆节省了用于连接车架6的前连接板，简化了车辆前舱结构，增大了车辆前舱处的空间。另外，象鼻梁4正对IIHS小偏置碰撞的撞击区域，弥补了传统前舱吸能结构在IIHS 25％小偏置碰工况中不参与撞击的不足。同时为正碰、50％偏置碰、25％小偏置碰等前碰碰撞过程中增加了一条有效的碰撞力传递路径(参考图5中的X路径)，提高了车辆的安全性能。
上文实施例中重点描述的是各个实施例之间的不同，各个实施例之间不同的优化特征只要不矛盾，均可以组合形成更优的实施例，考虑到行文简洁，在此则不再赘述。
虽然已经通过例子对本申请的一些特定实施例进行了详细说明，但是本领域的技术人员应该理解，以上例子仅是为了进行说明，而不是为了限制本申请的范围。本领域的技术人员应该理解，可在不脱离本申请的范围和精神的情况下，对以上实施例进行修改。本申请的范围由所附权利要求来限定。
Claims (10)
- 一种非承载式车身的前舱结构，其特征在于，包括：A柱；轮罩上边梁，所述轮罩上边梁的一端连接于所述A柱上；水箱下横梁；象鼻梁，所述象鼻梁的一端与所述轮罩上边梁的另一端连接，所述象鼻梁的另一端与所述水箱下横梁连接。
- 根据权利要求1所述的非承载式车身的前舱结构，其特征在于，所述轮罩上边梁与所述象鼻梁为一体式结构。
- 根据权利要求1所述的非承载式车身的前舱结构，其特征在于，所述轮罩上边梁与所述象鼻梁为分体式结构，所述象鼻梁与所述轮罩上边梁焊接连接。
- 根据权利要求3所述的非承载式车身的前舱结构，其特征在于，所述象鼻梁包括内板和外板，所述内板和所述外板形成封闭式腔体结构。
- 根据权利要求4所述的非承载式车身的前舱结构，其特征在于，所述象鼻梁具有延伸部和连接部，所述延伸部和所述连接部呈L型设置。
- 根据权利要求5所述的非承载式车身的前舱结构，其特征在于，所述连接部设有朝向地面的端面，所述端面上设有用于与车架连接的车架安装结构。
- 根据权利要求1所述的非承载式车身的前舱结构，其特征在于，还包括前围板横梁，所述前围板横梁的两端分别连接于位于车身两侧的所述A柱上。
- 根据权利要求7所述的非承载式车身的前舱结构，其特征在于，在车身的宽度方向上，所述水箱下横梁的长度小于所述前围板横梁的长度。
- 一种非承载式车身，其特征在于，包括：车架和权利要求1-8任意一项所述的前舱结构，所述象鼻梁上设有车架安装结构，所述车架通过所述车架安装结构与所述前舱结构连接。
- 一种车辆，其特征在于，包括：权利要求9所述的非承载式车身。
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| EP23849366.2A EP4566921A4 (en) | 2022-08-01 | 2023-07-31 | FRONT COMPARTMENT STRUCTURE OF SEPARATE CHASSIS CONSTRUCTION, SEPARATE CHASSIS CONSTRUCTION AND VEHICLE |
| AU2023319443A AU2023319443A1 (en) | 2022-08-01 | 2023-07-31 | Front compartment structure of separate frame construction, separate frame construction and vehicle |
| MX2025001046A MX2025001046A (es) | 2022-08-01 | 2025-01-24 | Estructura del compartimento delantero de construccion de bastidor separado, construccion de bastidor separado y vehiculo |
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| CN118124680A (zh) * | 2024-02-20 | 2024-06-04 | 浙江吉利控股集团有限公司 | 非承载式皮卡 |
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| CN113968284A (zh) * | 2020-07-24 | 2022-01-25 | 比亚迪股份有限公司 | 车身前舱框架结构和车辆 |
| CN214215941U (zh) * | 2020-11-04 | 2021-09-17 | 北京汽车股份有限公司 | 一种车身前部纵梁结构、车身前部防撞结构及汽车 |
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| EP4566921A4 (en) | 2025-11-12 |
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