CN114987619A - Vehicle front end structure with small offset collision - Google Patents

Abstract

The invention relates to a front-end structure of a vehicle with a small offset collision, comprising a front longitudinal beam, a front subframe, a front anti-collision beam and a Shotgun beam; the front subframe is located below the front longitudinal beam; the position of the Shotgun beam close to the front end is the same as The outer plate of the front longitudinal beam is connected, the rear end of the Shotgun beam is connected with the upper end of the A-pillar of the car, the front end of the Shotgun beam is extended downward and is connected with the front subframe, and the front longitudinal beam, the Shotgun beam and the A-pillar of the car are enclosed to form a closed The front anti-collision beam is installed at the front end of the front longitudinal beam, and the front anti-collision beam is arranged laterally along the width direction of the vehicle body. The integrated collaborative design can achieve better energy absorption and more Y-direction sliding out when the vehicle has a 25% small offset collision, thereby reducing or avoiding the impact of the barrier on the A-pillar, so as to ensure The integrity of the passenger compartment significantly improves the vehicle's 25% small offset crash performance.

Description

A vehicle front end structure for small offset collision

technical field

The invention relates to the technical field of vehicle body front end structure design, in particular to a vehicle front end structure with small offset collision.

technical field

25% small offset collision (frontal rigid wall 25% offset collision, collision speed 64km/h) is C-IASI (China Insurance Auto Safety Index, CHINA INSURANCE AUTOMOTIVE SAFETY INDEX) and IIHS (American Insurance Institute for Highway Safety, Insurance Institute A crash condition in the evaluation rules for Highway Safety), which has extremely high requirements on the strength of the body structure. Judging from the test results released by C-IASI and IIHS, many vehicles have A-pillar bending after collision, and the integrity of the entire vehicle body structure is damaged, and the evaluation results are poor.

With the continuous popularization of new energy vehicles, the weight of pure electric vehicles of the same level is more than 30% higher than that of traditional fuel vehicles, so the initial collision energy also increases by about 30%, and the development of 25% small offset collision performance proposes a higher challenge. Usually, the main force transmission path of the body to deal with a frontal collision is the left and right front side members, and in the 25% small offset collision condition, due to the relatively small overlap rate between the rigid barrier and the vehicle, most vehicles have no front side members and barriers. In the overlapping area, the front longitudinal beam is no longer the main force transmission path. In order to ensure the integrity of the vehicle body structure in the process of small offset collision, reasonable energy absorption strategy and force transmission path design are very important means.

At present, in the event of a 25% small offset collision of most models, there are fewer front-end components involved in energy absorption, resulting in insufficient energy absorption at the front end of the vehicle, which will cause the rigid barrier to violently hit the tires and door sills of the vehicle, resulting in the intrusion of the passenger compartment. Deformation; in addition, due to the different design ideas of 25% small offset collision and full frontal collision, the initial collision energy does not need to be absorbed by the body structure, and the side support provided by the existing vehicle during the collision process is insufficient, resulting in the vehicle not being able to perform well. If the above two problems are not solved properly, the rigid barrier will violently hit the A-pillar, resulting in the deformation of the passenger compartment, which in turn will cause injury to the occupants in the vehicle. Therefore, a reasonable lateral support design will help the barrier to separate from the vehicle as soon as possible. It can reduce the energy absorption ratio of the vehicle during the collision process and better maintain the integrity of the passenger compartment, but there is no better structural design scheme at present.

SUMMARY OF THE INVENTION

Based on the above description, the present invention provides a vehicle front end structure with a small offset collision, so as to solve the problem in the prior art that due to the unreasonable design of the front end structure of the vehicle body, the rigid barrier will violently hit the tires and door sills of the vehicle during a 25% small offset collision. , causing the technical problem of intrusion and deformation of the passenger compartment.

The technical scheme that the present invention solves the above-mentioned technical problems is as follows:

A vehicle front end structure for a small offset collision, comprising a front longitudinal beam, a front subframe, a front crash beam and a Shotgun beam;

the front subframe is located below the front longitudinal beam;

The position of the Shotgun beam close to the front end is connected with the outer panel of the front side member, the rear end of the Shotgun beam is connected with the upper end of the A-pillar of the vehicle, and the front end of the Shotgun beam extends downward and is connected with the front subframe , the front longitudinal beam, the Shotgun beam and the automobile A-pillar are enclosed to form a closed energy-absorbing cavity;

The front anti-collision beam is installed on the front end of the front longitudinal beam, and the front anti-collision beam is arranged laterally along the width direction of the vehicle body.

Compared with the prior art, the technical solution of the present application has the following beneficial technical effects:

The present application adopts the structural design of the front anti-collision beam and the Shotgun beam, wherein the front anti-collision beam is located at the front end of the front longitudinal beam. As the first structural member in contact with the barrier during the collision process, it can generate a certain amount of energy while participating in energy absorption and deformation. The transverse thrust of the shogun makes the vehicle push away from the barrier; the energy-absorbing cavity connects the front longitudinal beam and the front subframe into one body. During the collision, the barrier collides with the shogun beam, and the shogun beam deforms to absorb energy. At the same time, it can provide enough lateral thrust to push the vehicle away from the barrier. This technical solution through the integrated design of the front anti-collision beam, the front longitudinal beam, the shotgun beam and the front subframe can be used in the When the vehicle has a 25% small offset collision, it can achieve better energy absorption and more Y-direction sliding out, so as to reduce or avoid the impact of the barrier on the A-pillar, so as to ensure the integrity of the passenger compartment and greatly improve the 25% small offset crash performance of the vehicle.

On the basis of the above technical solutions, the present invention can also be improved as follows.

Further, the distance from the connection between the Shotgun beam and the front longitudinal beam to the transverse vertical plane of the vehicle body is not less than 30% of the transverse width of the vehicle.

Further, the part of the Shotgun beam located between the upper end of the A-pillar of the car and the front end of the front longitudinal beam is a smooth curve transition structure, and the connection height of the Shotgun beam to the upper end of the A-pillar of the vehicle is higher than the connection height between the Shotgun beam and the front end of the front longitudinal beam. connection height.

Further, it also includes an energy-absorbing box, the energy-absorbing box is installed on the side of the Shotgun beam opposite to the front longitudinal beam, and both ends of the front anti-collision beam are connected to the energy-absorbing box away from the Shotgun beam end.

Further, the length of the front crash beam is not less than 75% of the width direction of the vehicle body.

Further, it also includes a sub-frame anti-collision beam installed at the front end of the front sub-frame, the sub-frame anti-collision beam extending along the vehicle body width direction and the length is not less than 75% of the vehicle body width direction.

Further, the subframe anti-collision beam is a closed cavity structure with a cavity inside.

Further, an energy-absorbing guide is also included, the energy-absorbing guide is connected to the side surface of the front end of the front sub-frame, and the two ends of the anti-collision beam of the sub-frame are connected to the energy-absorbing guide through connecting parts. connected, the energy absorbing guide is a shell structure with a cavity inside.

Further, a structural reinforcement is connected at the connection corner between the Shotgun beam and the front longitudinal beam, and both ends of the structural reinforcement are respectively connected with the outer side wall of the Shotgun beam and the outer plate of the front longitudinal beam, The structural reinforcement has reinforcing ribs arranged in the width direction of the vehicle body.

In another aspect, the present application also provides an automobile, which includes the vehicle front end structure of the above-mentioned small offset collision.

Description of drawings

1 is a schematic structural diagram of a vehicle front end structure for a small offset collision in an embodiment of the present invention;

FIG. 2 is a schematic diagram of a 25% small offset collision under the downward viewing angle of FIG. 1;

Figure 3 is a schematic diagram of the installation structure of the anti-collision beam of the sub-frame;

FIG. 4 is a schematic diagram of the installation structure of the structural reinforcement.

Detailed ways

In order to facilitate understanding of the present application, the present application will be described more fully below with reference to the related drawings. Embodiments of the present application are presented in the accompanying drawings. However, the application may be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this application belongs. The terms used herein in the specification of the application are for the purpose of describing specific embodiments only, and are not intended to limit the application.

It is to be understood that spatially relative terms such as "under", "under", "under", "under", "above", "above", etc., are used herein may be used to describe the relationship of one element or feature shown in the figures to other elements or features. It should be understood that in addition to the orientation shown in the figures, the spatially relative terms encompass different orientations of the device in use and operation. For example, if the device in the figures is turned over, elements or features described as "below" or "beneath" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary terms "below" and "under" can encompass both an orientation of above and below. In addition, the device may also be otherwise oriented (eg, rotated 90 degrees or at other orientations) and the spatial descriptors used herein interpreted accordingly.

The embodiments of the present application provide an automobile, which includes a vehicle front end structure with a small offset collision in addition to the main working components of the automobile. As shown in FIG. 1 , the vehicle front end structure includes a front longitudinal beam 10 , a front auxiliary Frame 20 , Shotgun beam 30 , front crash beam 40 and subframe crash beam 50 .

The front subframe 20 is located below the front longitudinal beam 10. It can be understood that, in the same design as a general vehicle structure, in the present application, the rear end of the front longitudinal beam 10 is connected to the A-pillar 80 of the vehicle. Its front end extends forward in the longitudinal direction of the vehicle body.

In this embodiment, the number of the Shotgun beams 30 is two, and the two Shotgun beams 30 are symmetrically arranged along the longitudinal axis of the vehicle body. The rear end of the Shotgun beam 30 is connected to the upper end of the A-pillar 80 of the vehicle, the front end of the Shotgun beam 30 extends downward and is connected to the front subframe 20, the front longitudinal beam 10, the Shotgun beam 30 and all The A-pillar 80 of the automobile is enclosed to form a closed energy-absorbing cavity X.

The energy-absorbing cavity X connects the front longitudinal beam 10 and the front sub-frame 20 into one body. During the collision, the barrier B collides with the shogun beam 40, and the shogun beam 40 deforms and absorbs energy while providing a large enough lateral thrust. , to push the vehicle away from the barrier.

The energy-absorbing cavity X where the Shotgun beam 30 overlaps with the front longitudinal beam 10 and the automobile A-pillar 80 should be sufficiently large in the longitudinal direction of the vehicle body. In addition, the connection between the Shotgun beam and the front longitudinal beam should be in the transverse direction of the vehicle body. The distance of the vertical plane is not less than 30% of the lateral width of the vehicle to ensure that it can have effective contact with the 25% rigid barrier during the collision.

Preferably, in this embodiment, the portion of the Shotgun beam 30 between the upper end of the A-pillar 80 of the vehicle and the front end of the front side member 10 has a smooth curve transition structure, and the overall shape is like a trunk. The connection height of the upper end of the A-pillar 80 of the car is higher than the connection height of the front end of the front side member 10, and the smooth and curved trend of the Shotgun beam 30 can make the 25% rigid barrier B follow the shape of the Shotgun beam 30 to the vehicle during the collision process. The outer direction slides out, which plays a guiding role and reduces the collision damage.

Preferably, in this embodiment, the Shotgun beam 30 is fixed to the outer plate of the front longitudinal beam 10 by welding, the Shotgun beam 30 is fixed to the upper end of the A-pillar 80 by welding, and the front end of the Shotgun beam 30 faces It extends downward and is connected to the front subframe 20 by bolts.

The front anti-collision beam 40 is installed at the front end of the front longitudinal beam 10 , and the front anti-collision beam 40 is arranged laterally along the width direction of the vehicle body.

Specifically, as shown in FIG. 2 and FIG. 4 , the front end structure of the vehicle further includes an energy-absorbing box 41 , and the energy-absorbing box 41 is installed on the side of the Shotgun beam 30 opposite to the front longitudinal beam 10 . Both ends of the anti-collision beam 40 are connected to one end of the energy absorbing box 41 away from the Shotgun beam 30 .

In this embodiment, the energy absorbing box 41 is a steel or aluminum hollow cavity structure, and the front anti-collision beam 40 can be made of aluminum alloy and sheet metal. According to the requirements of MPDB and other working conditions, the structural radian of the anti-collision beam is determined according to the shape of the front bumper, and the shape and pedestrian protection requirements need to be considered.

Because, the front crash beam 40 needs to be as long as possible in the width direction of the vehicle body, and the overlap with the 25% rigid barrier B in the width direction should be increased as much as possible. Preferably, the length of the front crash beam 40 is not less than the width direction of the vehicle body. 75%.

The front anti-collision beam 40 is the first structural member in contact with the barrier during the collision. It can generate a certain lateral thrust while participating in the energy-absorbing deformation to push the vehicle away from the barrier.

3 , the sub-frame anti-collision beam 50 is installed at the front end of the front sub-frame 20 , and the sub-frame anti-collision beam 50 extends along the width direction of the vehicle body and has a length not less than 75% of the width direction of the vehicle body.

The anti-collision beam 50 of the subframe can be made of steel or aluminum. In order to provide sufficient energy absorption, the structure is preferably a closed cavity structure with a cavity inside, which is fixed to the front subframe 20 by bolts. front end.

When it is an aluminum alloy structure, it usually has a "Sun" "mesh" section with a thickness of 2.5mm and above. When it is a sheet metal structure, usually two stamped sheet metals are welded into a closed cavity, similar to in the "mouth" section.

In a preferred embodiment of the present application, an energy-absorbing guide 60 is connected to the side of the front end of the front sub-frame 20, and the energy-absorbing guide 60 is a shell structure with a cavity inside, and the sub-frame is collision-proof Both ends of the beam 50 are connected to the energy absorbing guide 60 through bolts.

On the premise that the arrangement conditions can be met, the sub-frame anti-collision beam 50 should be arranged as far forward as possible in the longitudinal direction of the vehicle body, and it is best to be consistent with the front anti-collision beam 40 in the front and rear directions. Therefore, the sub-frame anti-collision beam 50 needs to be as long as possible in the vehicle width direction, and the overlap with the 25% small offset rigid barrier in the width direction should be increased as much as possible. Preferably, the sub-frame anti-collision beam 50 is in the vehicle body width direction. Not less than 75% of the width of the vehicle body; the sub-frame anti-collision beam 50, as the second structural member in contact with the barrier, can also generate a certain lateral thrust while participating in energy absorption and deformation, so that the vehicle can be pushed away from the barrier. Leave.

Wherein, the connection between the energy absorbing guide 60 and the front subframe 20 can be welded or bolted. Generally, two sheet metals are welded to form a closed structure to provide sufficient strength support for the installation of the subframe anti-collision beam 50 . The structure overlaps with the 25% small offset barrier B in the longitudinal direction of the vehicle body, and the position of the structure is not less than 30% of the vehicle width, so as to transmit more force to the front subframe in the event of a 25% small offset collision 20. Provide more Y-direction support force to the vehicle through the front subframe 20, so that the vehicle slides away more in the opposite direction of the barrier.

More preferably, a structural reinforcement 70 is connected at the connection corner between the Shotgun beam 30 and the front longitudinal beam 10, and the two ends of the structural reinforcement 70 are respectively connected to the outer side wall of the Shotgun beam 30 and the front side wall. The outer plate of the longitudinal beam 10 is welded and fixed, and the structural reinforcement 70 needs to be as strong as possible in the width direction of the vehicle body, and preferably, the reinforcing ribs 71 are arranged along the width direction of the vehicle body to enhance the bearing capacity of the structure in the width direction of the vehicle body, so that it is in the width direction of the vehicle body. In the event of a collision with a small offset of 25%, a reinforced support force is provided to ensure that the welding of the shotgun beam 30 and the front side member 10 does not fail, and more collision force is transmitted to the front side member.

According to the patent of the present invention, through the integrated design of the front longitudinal beam 10, the front sub-frame 20, the shotgun beam 30, the front anti-collision beam 40 and the front sub-frame anti-collision beam 50, a small offset collision of 25% can occur in the vehicle. At the same time, to achieve better energy absorption and more Y-direction sliding out, so as to reduce or avoid the impact of the barrier on the A-pillar, so as to ensure the integrity of the passenger compartment and greatly improve the vehicle's 25% small offset collision performance.

The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection of the present invention. within the range.

Claims (10)

1. A vehicle front end structure with small offset collision is characterized by comprising a front longitudinal beam, a front auxiliary frame, a front anti-collision beam and a Shotgun beam;

the front auxiliary frame is positioned below the front longitudinal beam;

the Shotgun beam is connected with an outer plate of a front longitudinal beam at a position close to the front end, the rear end of the Shotgun beam is connected with the upper end of an A column of the automobile, the front end of the Shotgun beam extends downwards and is connected with the front auxiliary frame, and the front longitudinal beam, the Shotgun beam and the A column of the automobile are encircled to form a closed energy absorption cavity;

the front anti-collision beam is mounted at the front end of the front longitudinal beam and transversely arranged along the width direction of the vehicle body.

2. The vehicle front end structure with a small offset collision according to claim 1, characterized in that the distance from the junction of the Shotgun beam and the front side member to the vehicle body lateral midperpendicular is not less than 30% of the vehicle lateral width.

3. The vehicle front-end structure with small offset collision according to claim 1, characterized in that the Shotgun beam is in a rounded curve transition structure between the upper end of the vehicle a-column and the front end of the front longitudinal beam, and the connection height of the Shotgun beam and the upper end of the vehicle a-column is higher than the connection height of the Shotgun beam and the front end of the front longitudinal beam.

4. The vehicle front-end structure with small offset collision according to claim 1, characterized in that the vehicle front-end structure further comprises an energy-absorbing box, wherein the energy-absorbing box is arranged on one side of the Shotgun beam opposite to the front longitudinal beam, and two ends of the front anti-collision beam are connected to one end of the energy-absorbing box far away from the Shotgun beam.

5. The vehicle front end structure of a small offset collision according to claim 1, characterized in that the length of the front impact beam is not less than 75% of the vehicle body width direction.

6. The vehicle front end structure of a small offset crash of claim 1, further comprising a subframe impact beam mounted to a front end of said front subframe, said subframe impact beam extending in a vehicle width direction and having a length of not less than 75% of the vehicle width direction.

7. The vehicle front end structure with small offset collision according to claim 6, characterized in that the sub-frame impact beam is a closed cavity structure with a cavity inside.

8. The vehicle front end structure with small offset collision according to claim 6, characterized in that it further comprises an energy-absorbing guide member connected to the front end side of the front subframe, both ends of the subframe impact beam are connected to the energy-absorbing guide member by a connecting member, and the energy-absorbing guide member is a shell structure having a cavity inside.

9. The vehicle front-end structure with small offset collision according to claim 1, characterized in that a structural reinforcement is connected to a corner where the Shotgun beam is connected to the front side member, both ends of the structural reinforcement are respectively connected to an outer side wall of the Shotgun beam and an outer panel of the front side member, and the structural reinforcement has a reinforcing rib arranged in a vehicle body width direction.

10. An automobile characterized by comprising the vehicle front end structure with a small offset collision according to any one of claims 1 to 9.

Images