CN115352530A - Automobile front end beam system force transmission structure and automobile - Google Patents

Abstract

The invention relates to a force transmission structure of the beam system at the front end of an automobile, which utilizes the Z-direction space at the front end of the vehicle to form a double-layer energy-absorbing structure of the front collision beam and the front sub-frame beam to absorb the initial energy of the collision, and utilizes the Z-direction space and the Y-direction space of the vehicle to form an inverted structure. The "L"-shaped three force transmission structures, with the front end plate of the cabin side beam as the initial position, and the cavity structure formed by the front end connector of the longitudinal beam and the side beam connector in the Y direction, transmit the collision force to the rear of the vehicle through paths I and II , in the Z direction, the force transmission path is formed by the front sub-frame mounting plate and the front sub-frame longitudinal beam, and the component force of the path II is transmitted to the path III, effectively decomposing the bearing capacity of the path II, through the front collision beam and the front sub-frame beam , the front section of the side beam of the engine compartment, the rear section of the side beam of the engine compartment, the fender mounting plate and the front section of the fender mounting plate, etc., the Y-direction and Z-direction double energy-absorbing and force-transmitting inverted "L" formed by the connecting parts type structure. It can effectively prevent the collision force from being directly transmitted to the passenger compartment, causing injuries to the occupants, and effectively protect the safety of the occupants.

Description

An automobile front end beam system force transmission structure and the automobile

technical field

The invention relates to an automobile body, in particular to an automobile front end beam system force transmission structure and an automobile.

Background technique

In recent years, people's awareness of vehicle collision safety has been continuously improved, and collision regulations and C-NCAP evaluation indicators have been continuously tightened. With the upgrade and optimization of the 2021 version of the C-NCAP evaluation system, passenger car collision safety requirements have become more stringent. The collision test and evaluation method of the 40% overlapping deformable barrier collision test replaced the 40% overlapping moving progressively deformable barrier, and the energy in the collision increased. At the same time, due to the improvement of people's demand for vehicle aesthetics, the length of the front overhang of the vehicle is further compressed, resulting in a smaller space for energy absorption in the X direction. In order to meet the needs of users for collision performance and appearance at the same time, it is necessary to further design and optimize the energy absorption of the front beam system of the vehicle body. And the conversion method, so that it can reduce the energy impact of the front wall area and protect the safety of the occupant cabin under the condition that the energy absorption space in the X direction is small.

In previous models, the front overhang length is 920mm and the collision mode is a fixed barrier, which can absorb and decompose the collision energy through the single beam structure of the side beam of the engine compartment. The main method is to use the front collision beam energy-absorbing box to collapse and absorb energy in the early stage of the collision, and in the later stage to install the force from the front section of the left beam of the engine compartment along the rear section of the outer liner of the left beam of the engine compartment and the left bracket of the engine through the branches of the beam system. The plates are respectively disassembled to the rear section of the side beam of the engine compartment and the side beam of the door sill to the rear of the vehicle. Since the collision condition of the 2021 version of C-NCAP will be changed from a fixed barrier to a moving barrier with a speed of 50KM/h, the energy during the collision will increase. The energy-absorbing space in the X direction of the vehicle becomes smaller, and the current load-bearing and force-transmitting structure of the beam system cannot meet the requirements of the acceleration and intrusion of the passenger compartment, and cannot protect the safety of the occupants. In order to meet the 2021 version of C-NCAP collision requirements and the customer's demand for appearance, there are also models that increase the structural cavity at the front end of the longitudinal beam in the engine compartment, add structural inserts inside the beam system, increase energy-absorbing foam, and use variable material thickness. Welding plates and other methods absorb more energy to protect the occupants. However, such optimization methods will not only increase the difficulty of the process, but also increase the weight cost. Therefore, another way is needed.

CN 113771955A discloses "a vehicle front-end collision force transmission structure", including front-end frame, cooling system radiator, main longitudinal beam, front tire tread, main energy-absorbing box fixed support, auxiliary energy-absorbing box, auxiliary anti-collision beam , the main energy-absorbing box, the main anti-collision beam, the beam connecting plate, the sub-frame connecting bracket and the fixed support at the front end of the main longitudinal beam; the main energy-absorbing box, the main anti-collision beam, the auxiliary energy-absorbing box, the auxiliary anti-collision beam and the beam The connecting plates can be connected to form a fully covered first-level collision energy-absorbing protective cage structure; front-end frame, cooling system radiator, main longitudinal beam, front tire tread, main energy-absorbing box fixing support, sub-frame connecting bracket and main longitudinal beam The front-end fixed support can be connected into a full-coverage secondary collision energy-absorbing protective cage structure. Its upper, middle and lower multi-path force transmission design realizes the effective coverage of the force transmission structure in the evaluation area of MPDB working conditions, and the reasonable distribution of barrier collision contact loads, thereby reducing the barrier compatibility penalties of MPDB working conditions and greatly improving the protection ability of vehicle collision compatibility .

CN 111907448A discloses "a vehicle force transmission path front end structure and vehicle". The force transmission path front end structure includes: a vehicle body crossbeam arranged at the front end of the vehicle frame; at least one vehicle body energy absorbing part is arranged on the vehicle body crossbeam and faces the vehicle frame Arranged to absorb at least part of the energy through the body energy-absorbing member when the vehicle collides; the LLP beam is arranged at a distance from the body beam, and the LLP beam is arranged at the front end of the subframe; at least one LLP energy-absorbing member is arranged on the LLP beam, And arranged toward the subframe, the LLP beam and the LLP energy-absorbing member form an LLP force transmission channel, so that when the vehicle collides, the LLP energy-absorbing member further absorbs the collision energy. The front-end structure of the force transmission path of the vehicle optimizes the distribution of the collision load, so that the vehicle can contact the barrier at the same time through the two force transmission channels when the vehicle collides, and balances the pressure difference between the upper and lower parts of the barrier assessment area, reducing the damage caused by a single force transmission path. breakdown risk, improve vehicle collision safety performance.

The technical solutions disclosed in the above two patent documents are all beneficial attempts in the technical field.

Contents of the invention

The purpose of the present invention is to provide a force transmission structure of the beam system at the front end of the automobile, which can effectively absorb and decompose the energy in the collision, avoid the collision force from being directly transmitted to the passenger compartment, protect the safety of the passengers, and meet the requirements of the 2021 version of the C-NCAP collision test ; The present invention also provides an automobile with a beam system force transmission structure at the front end of the automobile.

A vehicle front end beam system force transmission structure according to the present invention comprises the engine compartment left beam assembly and the right beam assembly connected under the automobile front module, and the engine compartment left beam assembly and the right beam assembly front ends The front collision beam assembly, the left fender assembly and the right fender assembly connected to the left and right sides of the front-end module of the vehicle, the front subframe assembly connected under the left and right side beam assemblies of the engine compartment, and The feature is: the front crash beam assembly includes a front crash beam (1), two front crash crash boxes connected behind the left and right ends of the front crash beam, and front crash crash boxes respectively connected to the two front crash crash boxes. The left mounting plate of the cross beam and the right mounting plate of the front collision beam; the left beam assembly of the engine compartment, including the front section of the left beam, the rear section of the left beam, the front outer panel of the left beam, and the front end plate of the left beam; the front section of the left beam and the left The front outer plate of the beam is welded to form a "mouth"-shaped cavity structure, and the front end of the "mouth"-shaped cavity structure is welded to the left mounting plate of the front collision beam to form the first force transmission path.

Further, it also includes the left door sill side beam and the right door sill side beam connected to the rear ends of the left fender assembly and the right fender assembly, the front floor middle section connected between the left Left A-pillar lower reinforcement on rocker side rail and left side panel upper reinforcement.

Further, the left fender assembly includes the left fender installation plate, the front section of the left fender installation inner panel, the left fender installation outer panel front section and the left fender installation panel outer panel; the left fender installation inner panel front section The front end cavity structure is formed after welding with the front section of the left fender mounting outer plate, and the front end cavity structure is welded with the left fender mounting plate and the left fender mounting plate outer plate to form the second force transmission path.

Further, the front subframe assembly includes a front subframe, a front subframe longitudinal beam, a front subframe beam and a front subframe mounting plate, and the front subframe and the front subframe longitudinal beam The connection constitutes the third force transmission path; the front end of the front subframe longitudinal beam is connected with the front subframe beam, and the rear end of the front subframe is connected with the front subframe mounting plate through bolts.

Further, the left beam assembly of the engine compartment also includes the front end connector of the left beam, the connector of the left beam, the outer liner of the rear section of the left beam and the rear mounting plate of the left bracket; the front connector of the left beam and the connector of the left beam The cavity structure formed by welding with the front outer panel of the left beam and the front section of the inner panel of the left fender.

Further, the front section of the inner panel installed on the left fender and the front section of the outer panel installed on the left fender are welded to form a front cavity structure, forming a through-type cavity structure from the front end of the collision beam to the A-pillar, which can effectively pass the front collision force through The transmission path formed by the cavity connector transmits the force on the front end panel of the left beam to the lower reinforcement of the left A-pillar and the upper reinforcement of the left wall outer panel.

Further, the front end plate of the left side beam is connected to the front section of the left side beam, and the rear side is connected to the mounting plate of the front sub-frame, so that the collision force can be transmitted to the left A-pillar reinforcement and the upper reinforcement of the left wall outer panel.

Further, the front section of the left fender installed with the inner panel and the front section of the left fender installed with the outer panel form a front cavity structure that is connected to the cavity structure formed by the front end connector of the left beam and the connector of the left beam, and the front end of the left beam is connected The cavity structure formed by the left beam connecting piece and the left beam connecting piece is connected with the cavity structure formed by the left beam front section and the left beam front outer panel, and the front subframe mounting plate and the front subframe longitudinal beam are connected with the The front section of the left beam is connected with the cavity structure formed by the front outer plate of the left beam, forming an inverted "L" shaped cavity force transmission structure.

Further, the front sub-frame assembly also includes a front sub-frame energy-absorbing box arranged behind the end of the front sub-frame cross beam, and the front sub-frame energy-absorbing box is connected to the front collision beam assembly. The front ends of the crash box are consistent in the X direction.

An automobile according to the present invention has the above-mentioned automobile front end beam system force transmission structure.

Beneficial effects of the present invention: due to the use of the Z-direction space at the front end of the vehicle, through the left mounting plate of the front collision beam, the front end plate of the left beam, the front end connector of the left beam, the connector of the left engine room side beam, the mounting plate of the front sub-frame, and the left wing Panel installation inner panel front section, left fender installation panel outer panel front section, left fender installation panel, left fender installation panel outer panel, left sill front section, left sill front outer panel, front subframe, left sill rear section, Left beam rear section outer lining, left bracket rear mounting plate, front floor middle section, left door sill side beam, left pillar lower reinforcement, left wall outer panel upper reinforcement, front sub-frame cross member, front sub-frame longitudinal The beam and the front sub-frame form a Y-direction and Z-direction double energy-absorbing structure and three force transmission paths, which can effectively absorb and reasonably decompose the energy in the collision during the collision process, effectively ensuring the safety of the occupants.

Description of drawings

Fig. 1 is a structural representation of the present invention;

Fig. 2 is one of the top views of Fig. 1;

Fig. 3 is the second top view of Fig. 1;

Fig. 4 is a sectional view of the force transmission path structure of the present invention;

Fig. 5 is a structural schematic diagram of the force transmission path of the present invention;

FIG. 6 is a top view of FIG. 5 .

In the figure (the technical features indicated by the marks):

1—front crash beam, 10—front crash crash box, 11—left mounting plate of front crash beam;

2—front section of left beam, 21—rear section of left beam, 22—front panel of left beam, 23—front outer panel of left beam; 24—front end connector of left beam, 25—connector of left beam, 26—rear section of left beam Outer liner, 27—left bracket rear mounting plate;

3—left fender installation plate, 31—left fender installation front section of inner panel, 32—left fender installation front section of outer panel, 33—left fender installation panel outer panel;

4—front subframe, 41—mounting plate of front subframe, 42—longitudinal beam of front subframe, 43—beam of front subframe;

5—Left sill side beam,

6—middle section of front floor,

7—Left A pillar lower reinforcement,

8—The upper reinforcement of the left wall outer panel.

Detailed ways

The technical solution of the present invention will be described in detail below in conjunction with the accompanying drawings.

Refer to Figure 1 to Figure 6 for a vehicle front beam system force transmission structure, including the engine compartment left beam assembly and right beam assembly connected under the vehicle front module, and the engine compartment left beam assembly and right beam assembly The front collision beam assembly at the front end of the assembly, the left fender assembly and the right fender assembly connected to the left and right sides of the front-end module of the vehicle, and the front subframe connected under the left and right beam assemblies of the engine compartment The assembly is characterized in that: the front crash beam assembly includes a front crash beam 1, two front crash boxes 10 connected behind the left and right ends of the front crash beam, and front crash boxes 10 respectively connected to the two front crash boxes. The left mounting plate 11 of the beam and the right mounting plate of the front collision beam; the left beam assembly of the engine compartment includes the front section 2 of the left beam, the rear section 21 of the left beam, the front outer panel 22 of the left beam, and the front panel 23 of the left beam; the front section 2 of the left beam and the The front outer plate 22 of the left beam is welded to form a "mouth"-shaped cavity structure, and the front end of the "mouth"-shaped cavity structure is welded to the left mounting plate 11 of the front collision beam to form the first force transmission path. The first force transmission path is the main force bearing and force transmission structure in the collision process.

The force transmission structure of the front beam system of the automobile also includes the left door sill side beam 5 and the right door sill side beam connected to the rear ends of the left fender assembly and the right fender assembly, and the left door sill side beam 5 connected to the right door sill side beam The middle section of the front floor 6 is connected to the left A-pillar lower reinforcement 7 and the upper reinforcement 8 of the left wall outer panel connected to the left door sill side beam 5 .

The left fender assembly includes a left fender installation plate 3, a front section 31 of the left fender installation inner panel, a front section 32 of the left fender installation outer panel and an outer panel 33 of the left fender installation panel; the left fender installation inner panel front section 31 After being welded with the front section 32 of the left fender installation outer panel, the front cavity structure is formed, and the front cavity structure is welded with the left fender installation panel 3 and the left fender installation panel outer panel 33 to form the second force transmission path.

The second force transmission path composed of the left fender mounting plate and the left fender mounting outer plate transmits the collision energy from the X direction to the front floor middle section, the left door sill side beam and other floor crossbeam areas and the lower reinforcement of the A pillar and the outer side wall. The A-pillar area such as the upper reinforcement of the panel; the cavity structure formed by the front section of the engine compartment side beam, the front subframe mounting plate and the front end plate of the engine compartment side beam, and the longitudinal beam of the front subframe transmits energy to the front floor from the Z direction Floor beam areas such as the middle section and door sill side beams; thus effectively decomposing the collision energy carried by the front section of the engine compartment side beam and the rear end of the engine compartment side beam, thereby reducing the acceleration and intrusion of the passenger compartment, and effectively protecting the safety of passengers.

The front subframe assembly includes the front subframe 4, the front subframe longitudinal beam 41, the front subframe beam 42 and the front subframe mounting plate 43, and the front subframe 4 is connected with the front subframe longitudinal beam 41 The third force transmission path is formed; the front end of the front subframe longitudinal beam 41 is connected with the front subframe beam 42, and the rear end of the front subframe 4 is connected with the front subframe mounting plate 43 through bolts. When a collision occurs, the collision force carried by the front sub-frame beam and the collision force decomposed by the first force transmission path can be effectively transmitted to the middle section of the front floor and the left door sill side beam, thereby effectively avoiding the injury of the occupants.

The left beam assembly of the engine compartment also includes the front end connector 24 of the left beam, the connector 25 of the left beam, the outer liner 26 of the rear section of the left beam and the rear mounting plate 27 of the left bracket; the front end connector 24 of the left beam and the connector 25 of the left beam A cavity structure formed by welding with the front outer panel 22 of the left beam and the front section 31 of the inner panel installed on the left fender. During the collision process of the vehicle, the front collision beam transmits the collision energy through the cavity structure formed by the left side of the front end of the first force transmission path through the front end connector of the left beam and the left beam connector, and transmits it to the second force transmission path from the Y direction. , to transmit the collision energy to the lower reinforcement of the A-pillar; the collision force is also transmitted from the Z direction (below) to the third force transmission path through the cavity structure formed by the front end plate of the left beam and the mounting plate of the front sub-frame, by The third force transmission path transmits the collision force to the longitudinal beam under the vehicle bottom, thereby reducing the collision force carried by the first force transmission path, effectively reducing the intrusion of the passenger compartment, thereby ensuring the safety of the passenger compartment.

The front section 31 of the inner panel installed on the left fender and the front section 32 of the outer panel installed on the left fender are welded to form a front cavity structure, forming a through-type cavity structure from the front end of the collision beam to the A-pillar, which can effectively transmit the front collision force through the cavity The transmission path formed by the connecting piece transmits the force on the front end plate of the left side beam to the lower reinforcement 7 of the left A column and the upper reinforcement 8 of the outer panel of the left side.

The front edge of the left beam front end plate 23 is connected with the left beam front section 2, and the rear edge is connected with the front sub-frame mounting plate 43, which can transmit the collision force to the left A-pillar reinforcement 7 and the upper reinforcement 8 of the left side outer panel.

The front section 31 of the inner panel installed on the left fender and the front section 32 of the outer panel installed on the left fender form a front cavity structure, which is connected to the cavity structure formed by the front end connector 24 of the left beam and the connector 25 of the left beam. The front connector 24 of the left beam The cavity structure formed by the left side beam connector 25 is connected with the cavity structure formed by the left side beam front section 2 and the left side beam front outer panel 22, and the front subframe mounting plate 43 is connected with the front subframe longitudinal beam 41. The cavity structure formed by the front section 2 of the left beam and the front outer plate 22 of the left beam is connected to form an inverted "L" shaped cavity force transmission structure. Taking the front end plate 23 of the left beam as the initial position, the cavity structure formed by the front end connector 24 of the left beam and the connector 25 of the left beam in the Y direction transmits the collision force to the middle section of the front floor through the first force transmission path and the second force transmission path 6. The left door sill side beam 5 and the left A column reinforcement 7, the force transmission path is formed by the front sub-frame mounting plate 43 and the front sub-frame longitudinal beam 41 in the Z direction, and the collision force is decomposed from the first force transmission path, through The force transmission path of the third path is transmitted to the middle section of the front floor 6 and the left door sill side beam 5, effectively decomposing the bearing capacity of the force transmission path of the first path, thereby reducing the intrusion of the front wall plate and improving the safety of the occupants.

The front subframe assembly also includes a front subframe energy-absorbing box (not shown in the figure) arranged behind the end of the front subframe beam 42, and the front subframe energy-absorbing box and the front collision beam assembly The front ends of the front crash crash box 10 are consistent in the X direction. In order to absorb the energy in the early stage of the collision at the same time.

An automobile according to the present invention has the above-mentioned automobile front end beam system force transmission structure.

The second force transmission path is a branch of the first force transmission path and is located above the first force transmission path, and the third force transmission path is located below the first force transmission path.

The right side and the left side of the force transmission structure of the front beam system of the automobile are symmetrical, and the above is only described by taking the left side as an example. The force transmission structure on the right side is exactly the same as the force transmission structure on the left side.

Claims (10)

1. A vehicle front beam system force transmission structure, including the engine compartment left beam assembly and right beam assembly connected under the automobile front module, and the front collision beam connected to the front ends of the engine compartment left beam assembly and right beam assembly Assemblies, the left fender assembly and the right fender assembly connected to the left and right sides of the front-end module of the vehicle, and the front subframe assembly connected under the left beam assembly and the right beam assembly of the engine compartment are characterized by: The front impact beam assembly includes a front impact beam (1), two front impact energy absorbing boxes (10) connected behind the left and right ends of the front impact energy absorbing box, and front impact energy absorbing boxes respectively connected to the two front impact energy absorbing boxes. The left mounting plate of the beam (11) and the right mounting plate of the front collision beam; the left beam assembly of the engine compartment includes the front section of the left beam (2), the rear section of the left beam (21), the front outer panel of the left beam (22), The front end plate (23) of the left beam; the front section of the left beam (2) is welded with the front outer plate (22) of the left beam to form a "mouth"-shaped cavity structure, and the front end of the "mouth"-shaped cavity structure is connected to the front The welding connection of the left mounting plate (11) of the collision beam constitutes the first force transmission path. 2. The vehicle front end beam system force transmission structure according to claim 1, characterized in that: it also includes a left door sill side beam (5) and a right door sill side beam connected to the rear ends of the left fender assembly and the right fender assembly , the middle section of the front floor (6) connected between the left sill side beam (5) and the right sill side beam, the left A-pillar lower reinforcement (7) connected to the left sill side beam (5) and the left outer wall Plate upper reinforcement (8). 3. The vehicle front end beam system force transmission structure according to claim 1 or 2, characterized in that: the left fender assembly includes a left fender mounting plate (3), a front section of the left fender installation inner panel (31 ), the front section of the left fender installation outer panel (32) and the left fender installation panel outer panel (33); the left fender installation inner panel front section (31) and the left fender installation outer panel front section (32) are formed after welding The front-end cavity structure is welded with the left fender mounting plate (3) and the left fender mounting plate outer plate (33) to form the second force transmission path. 4. The vehicle front end beam system force transmission structure according to claim 3, characterized in that: the front sub-frame assembly includes a front sub-frame (4), a front sub-frame longitudinal beam (41), a front The sub-frame beam (42) and the front sub-frame mounting plate (43), the front sub-frame (4) and the front sub-frame longitudinal beam (41) are connected to form the third force transmission path; the front sub-frame The front end of the frame longitudinal beam (41) is connected with the front subframe beam (42), and the rear end of the front subframe (4) is connected with the front subframe mounting plate (43) by bolts. 5. The force transmission structure of the front beam system of the automobile according to claim 3, characterized in that: the engine compartment left beam assembly also includes a left beam front end connector (24), a left beam connector (25), a left beam The rear section outer liner (26) and the left bracket rear mounting plate (27); the left beam front end connector (24) and left beam connector (25) are connected with the left beam front outer panel (22) and left wing The cavity structure formed by the welding of the front section (31) of the inner plate installed in the plate. 6. The force transmission structure of the front beam system of the automobile according to claim 3, characterized in that: the front section (31) of the left fender installation inner panel and the front section (32) of the left fender installation outer panel are welded to form a front cavity structure, forming a through-type cavity structure from the front end of the collision beam to the A-pillar, which can effectively transmit the front-end collision force through the transmission path formed by the cavity connector, and transfer the force on the front end plate of the left beam to the lower reinforcement of the left A-pillar ( 7). The upper reinforcement (8) of the outer panel on the left side. 7. The force transmission structure of the front beam system of the automobile according to claim 1, characterized in that: the front side of the left side beam front end plate (23) is connected to the left side beam front section (2), and the rear side is connected to the front sub-frame mounting plate ( 43) connection, capable of transmitting the impact force to the left A-pillar reinforcement (7) and the left side panel upper reinforcement (8). 8. The force transmission structure of the front beam system of the automobile according to claim 4, characterized in that: the front section (31) of the inner panel installed on the left fender and the front section (32) of the outer panel installed on the left fender form a cavity structure at the front end and The cavity structure formed by the left beam front end connector (24) and the left beam connector (25) is connected, and the cavity structure formed by the left beam front end connector (24) and the left beam connector (25) is connected with the cavity structure formed by the left beam connector (25). The front section of the left beam (2) is connected to the cavity structure formed by the front outer panel (22) of the left beam, and the front sub-frame mounting plate (43) and the front sub-frame longitudinal beam (41) are connected to the left The front section of the beam (2) is connected with the cavity structure formed by the front outer plate (22) of the left beam, forming an inverted "L" shaped cavity force transmission structure. 9. The vehicle front end beam system force transmission structure according to claim 4, characterized in that: the front subframe assembly also includes a front subframe suction arranged behind the end of the front subframe beam (42). An energy box, the front sub-frame energy-absorbing box is consistent with the front end of the front-impact energy-absorbing box (10) of the front impact beam assembly in the X direction. 10. An automobile, characterized in that it has the force transmission structure of the automobile front beam system according to claim 4.

Images