An offset collision structure and vehicle

Abstract

This invention relates to the field of automotive technology, specifically to an offset collision structure and vehicle. The offset collision structure includes a collision crossbeam assembly, a front end frame, and a front longitudinal beam assembly. The collision crossbeam assembly is connected to one side of the front end frame, and the front longitudinal beam assembly is connected to the other side of the front end frame. An offset collision reinforcement plate assembly connects the front end frame and the front longitudinal beam assembly. The offset collision reinforcement plate assembly includes a mounting part and a reinforcement part, which are fixedly connected. A front engine compartment assembly is also connected to the front longitudinal beam assembly. Its purpose is to: improve the structural rigidity of the offset collision body; effectively and promptly trigger the offset collision structure, allowing it to tilt the front wheels, preventing the front wheels from squeezing or intruding into the passenger compartment, and improving the passenger compartment's protection capabilities. Simultaneously, it can reduce the maintenance costs of the front longitudinal beam assembly after an offset collision.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to an offset collision structure and a vehicle. Background Technology

[0002] With increasingly fierce competition in the domestic and international automotive markets, people's demands for vehicle collision safety are rising. Especially with the widespread adoption of electric vehicles, vehicles need to meet collision safety requirements in various scenarios to prevent injury to occupants, minimize damage to the vehicle structure, and avoid damage to the electric vehicle's battery.

[0003] While OEMs have put a lot of effort into frontal collision technology, their solutions for small offset collisions still have many shortcomings due to various reasons, especially for offset collisions involving electric vehicles.

[0004] Chinese Patent CN113120090A discloses a structure and a vehicle that alters the deflection direction of the front wheels in a collision. The structure includes a sheet metal connector and a collision block. The sheet metal connector is connected to the front longitudinal beam of the vehicle. The collision block is connected to the sheet metal connector. The collision block is located directly in front of the front wheels of the vehicle, and when the vehicle is subjected to a 25% offset collision, the collision block pushes the front part of the front wheels of the vehicle to deflect inward.

[0005] Chinese Patent CN214057453U discloses an offset collision performance enhancement device and vehicle, including: a crash beam; a guide plate, the guide plate including a mounting part and a guiding part, the mounting part being mounted on the crash beam, and the guiding part being used to extend from the inner front of the wheel toward the direction close to the wheel's central axis to obliquely block the front of the wheel, so as to guide the front end of the wheel to rotate toward the inner rear of the vehicle in the event of a small offset collision, thereby causing the rear end of the wheel to rotate toward the outer side of the vehicle.

[0006] The technical solutions disclosed in the two patent documents are both beneficial attempts in their respective technical fields. First, the sheet metal connectors and collision blocks in the first patent and the guide plate in the second patent have insufficient structural rigidity and cannot completely and effectively guide the front wheel camber to avoid the risks of offset collisions. Second, the front longitudinal beam connected to it has a certain probability of being damaged, and the subsequent repair costs after damage are high. Finally, due to the thin-walled structure of the front panel itself, it will also be deformed by the impact of the tire sidewall suspension and front swing arm during the collision, resulting in damage to the power battery of the electric vehicle. Summary of the Invention

[0007] One of the objectives of the present invention is to provide a bias collision structure, which can not only enhance the structural stiffness of the bias collision body, but also trigger the bias collision structure in a timely and effective manner, enabling the bias collision structure to tilt the front wheels, avoid the front wheels from squeezing or intruding into the occupant compartment, and enhance the protection ability of the occupant compartment. At the same time, it can also reduce the maintenance cost of the front longitudinal beam assembly caused by the bias collision. Another objective is to provide a vehicle.

[0008] To achieve the above objectives, the technical solutions adopted by the present invention are as follows:

[0009] A bias collision structure includes a collision crossbeam assembly, a front-end frame, and a front section of the front longitudinal beam assembly. The collision crossbeam assembly is connected to one side of the front-end frame, and the front section of the front longitudinal beam assembly is connected to the other side of the front-end frame. A bias collision reinforcement plate assembly is connected between the front-end frame and the front section of the front longitudinal beam assembly. The bias collision reinforcement plate assembly includes a mounting portion and a reinforcement portion. The mounting portion is fixedly connected to the reinforcement portion, and a front engine compartment assembly is also connected to the front section of the front longitudinal beam assembly.

[0010] According to the above technical means, through the setting of the bias collision reinforcement plate assembly, it can play the role of tilting the front wheels during a bias collision, avoiding the front wheels from squeezing or intruding into the occupant compartment. Also, through the setting of the front section of the front longitudinal beam assembly, it is beneficial to the disassembly and assembly of the front section of the front longitudinal beam assembly, thereby reducing the maintenance cost of the front longitudinal beam assembly caused by the bias collision. By optimizing the design of the front engine compartment assembly connected to the front section of the front longitudinal beam assembly, when a bias collision occurs, it can better resist the collision force and disperse the collision force to each component of the front engine compartment assembly, thus enhancing the protection ability of the occupant compartment.

[0011] Further, the mounting portion includes a mounting plate, which has weight-reducing holes. There is a flanging structure at the weight-reducing holes, and connecting side holes are provided at the edges of the weight-reducing holes on the mounting plate.

[0012] According to the above technical means, it is convenient for the connection of the mounting portion to other components. While reducing the weight of the mounting portion itself, it can also enhance the structural strength of the mounting portion.

[0013] Further, the reinforcement portion includes a first crossbeam, a second crossbeam, a third crossbeam, and a connecting beam. The cross-sections of the first crossbeam, the second crossbeam, and the third crossbeam are all U-shaped. One end of the first crossbeam and one end of the second crossbeam are both fixedly connected to the mounting portion. The third crossbeam is fixedly connected to the inner sides of the first crossbeam and the second crossbeam. The cross-section of the connecting beam is "L"-shaped, and the connecting beam is fixedly connected to the first crossbeam, the second crossbeam, and the third crossbeam.

[0014] According to the above technical means, while enhancing the structural strength of the reinforcement portion, the reinforcement portion can also play the role of tilting the front wheels during a bias collision.

[0015] Furthermore, the front longitudinal beam front section assembly includes a front longitudinal beam end plate, a front longitudinal beam front section, and a front longitudinal beam connecting plate. The front longitudinal beam end plate is fixedly connected to one end of the front longitudinal beam front section and connected to the mounting part. The front longitudinal beam connecting plate is fixedly connected to the other end of the front longitudinal beam front section and connected to the front engine compartment assembly.

[0016] Based on the above technical means, it is not only convenient to install the front longitudinal beam assembly and various components, but also to absorb energy in the event of an offset collision, and facilitates subsequent disassembly and maintenance.

[0017] Furthermore, a connecting surface is fixedly connected to the front longitudinal beam connecting plate, the connecting surface has a first connecting hole, the middle part of the front longitudinal beam connecting plate has a second connecting hole, both sides of the middle part of the front longitudinal beam connecting plate have third connecting holes, and the edge of the front longitudinal beam connecting plate has a countersunk hole.

[0018] Based on the aforementioned technical means, the front longitudinal beam connecting plate facilitates a secure connection with the front engine compartment assembly, thereby enhancing the structural strength of the front section of the front longitudinal beam assembly and establishing a force transmission path.

[0019] Furthermore, the front longitudinal beam end plate is C-shaped in general, and the two sides of the C-shape of the front longitudinal beam end plate are fixedly connected to the front section of the front longitudinal beam. The middle part of the front longitudinal beam end plate has a weight-reducing groove, and the weight-reducing groove has a flanged structure.

[0020] Based on the above technical means, it is convenient to install the front longitudinal beam end plate with the front frame, the offset impact reinforcement plate and the front section of the front longitudinal beam, and it can also improve the structural strength of the front longitudinal beam end plate, thereby further improving the structural strength of the front section of the front longitudinal beam assembly.

[0021] Furthermore, the front nacelle assembly includes a front bulkhead assembly, an A-pillar inner panel assembly, a sill assembly, a fender mounting plate assembly, and a front shock absorber tower assembly. One end of the front bulkhead assembly is connected to the front section of the front longitudinal beam assembly, and the other end is fixedly connected to the A-pillar inner panel assembly, the sill assembly, the fender mounting plate assembly, and the front shock absorber tower assembly.

[0022] Based on the aforementioned technical means, the cooperation of the front bulkhead assembly, the inner A-pillar assembly, the sill assembly, the fender mounting plate assembly, and the front shock absorber tower assembly can disperse the collision force during an offset collision, reduce damage to the passenger compartment, and thus improve the protection of the passenger compartment.

[0023] Furthermore, the front panel assembly includes a fixing part, a hub clearance part, and a connecting part. The fixing part and the hub clearance part are symmetrically arranged on both sides of the connecting part, and the fixing part is fixedly connected to one side of the hub clearance part.

[0024] The aforementioned technical means facilitate the connection between the front panel assembly and various components, thereby creating more force transmission paths and contributing to the protection of the passenger compartment.

[0025] Furthermore, the hub clearance section is provided with multiple reinforcing ribs arranged in an alternating pattern.

[0026] Based on the aforementioned technical means, by adjusting the reinforcing rib structure of the wheel hub avoidance part, it is beneficial to improve the structural strength of the wheel hub avoidance part, which can resist the impact force caused by the inward tilt of the tire due to the offset collision, reduce the damage to the wheel hub avoidance part, and at the same time, improve the protection of the passenger compartment.

[0027] Furthermore, the A-pillar inner panel assembly includes an upper inner panel of the A-pillar, a lower inner panel of the A-pillar, and a reinforcing plate for the lower inner panel of the A-pillar. The upper inner panel of the A-pillar is fixedly connected to the lower inner panel of the A-pillar, and the reinforcing plate for the lower inner panel of the A-pillar is fixedly connected to the lower inner panel of the A-pillar.

[0028] Furthermore, by strengthening the inner panel of the A-pillar through the aforementioned technical means, it can work with the fender mounting plate assembly and the front bulkhead assembly to form a frame structure and a more complete force transmission path, thereby further enhancing the protection of the passenger compartment.

[0029] Furthermore, the front shock absorber tower assembly is fixedly connected to the front longitudinal beam front section assembly and the front wall panel assembly, forming an "I" shaped structure.

[0030] Based on the aforementioned technical means, compared to the traditional vehicle structure, the front shock absorber tower assembly, the front longitudinal beam assembly, and the front wall panel assembly form an "I"-shaped structure, which makes the structure more rigid and has a greater load-bearing capacity, thus further enhancing the protection capability of the passenger compartment.

[0031] This application also discloses a vehicle, including a vehicle body and the aforementioned offset collision structure.

[0032] The invention employing the above-described solution has the following beneficial effects:

[0033] 1. This application strengthens the structural strength of the offset collision reinforcement plate assembly, enabling the front wheels to tilt in a timely and effective manner when an offset collision occurs, preventing the front wheels from continuing to tilt under the impact force, thereby preventing the front wheels from squeezing or intruding into the passenger compartment.

[0034] 2. This application optimizes the design of the front longitudinal beam front section assembly, making the front longitudinal beam front section assembly not only convenient for installation with various components, but also able to absorb energy in the event of an offset collision. At the same time, it also facilitates subsequent disassembly and maintenance, thereby reducing maintenance costs.

[0035] 3. By optimizing the structure of the front bulkhead assembly and the A-pillar inner panel assembly, the structural strength of both is improved. Furthermore, through the cooperation of the front bulkhead assembly, the A-pillar inner panel assembly, the sill assembly, the fender mounting plate assembly, and the front shock absorber tower assembly, a stronger load-bearing frame can be formed. At the same time, in the event of an offset collision, the stronger load-bearing frame and the components themselves can disperse the collision force to various parts, reducing damage to the passenger compartment and thus improving the protection of the passenger compartment. Attached Figure Description

[0036] This application can be further illustrated by the non-limiting embodiments given in the accompanying drawings;

[0037] Figure 1 This is a schematic diagram of the arrangement of the offset collision structure on a vehicle according to an embodiment of this application;

[0038] Figure 2 This is a schematic diagram of the connection structure between the offset collision reinforcement plate and the front engine compartment assembly in an embodiment of this application;

[0039] Figure 3 This is a schematic diagram of the collision beam assembly structure according to an embodiment of this application;

[0040] Figure 4 This is a schematic diagram of the front-end framework structure of an embodiment of this application;

[0041] Figure 5 This is a schematic diagram of the offset impact reinforcement plate in an embodiment of this application;

[0042] Figure 6 This is a schematic diagram of the partial assembly structure of the front section of the front longitudinal beam in an embodiment of this application;

[0043] Figure 7 This is a schematic diagram of the front longitudinal beam connecting plate in an embodiment of this application;

[0044] Figure 8 This is a schematic diagram of the front panel assembly according to an embodiment of this application;

[0045] Figure 9 This is a schematic diagram of the sill assembly in an embodiment of this application;

[0046] Figure 10 This is a schematic diagram of the inner panel assembly of the column in Embodiment A of this application;

[0047] Figure 11 This is a schematic diagram of the fender mounting plate assembly structure according to an embodiment of this application;

[0048] Figure 12 This is a schematic diagram of the front shock absorber tower assembly structure in an embodiment of this application.

[0049] Explanation of key component symbols:

[0050] 1. Collision beam assembly; 101. Collision beam; 102. Energy absorption box; 103. Mounting block;

[0051] 2. Front frame; 201. Mounting surface; 202. Embedded nut hole;

[0052] 3. Offset impact reinforcement plate assembly; 301. Mounting plate; 302. Weight reduction hole; 303. Connecting side hole; 304. First crossbeam; 305. Second crossbeam; 306. Third crossbeam; 307. Connecting beam; 3071. First weight reduction groove;

[0053] 4. Front longitudinal beam front section assembly; 401. Front longitudinal beam end plate; 402. Front longitudinal beam front section; 4021. Inducing contraction reinforcement;

[0054] 5. Front wall panel assembly; 501. Fixing part; 502. Wheel hub clearance part; 5021. Reinforcing rib; 5022. Hole-type rib; 503. Door sill mounting plate; 504. Rear upper area; 505. Rear top area; 506. Connecting part;

[0055] 6. Door sill assembly; 601. Mounting hole; 602. Through horizontal rib; 603. Vertical rib;

[0056] 7. Inner panel assembly of column A; 701. Upper inner panel of column A; 7011. First welded edge; 7012. Second welded edge; 702. Lower inner panel of column A; 7021. Overlap plate; 7022. Overlap hole; 703. Reinforcing plate of lower inner panel of column A; 7031. Nut hole;

[0057] 8. Fender mounting plate assembly; 801. Outer panel of fender mounting plate; 8011. Third welding edge; 802. Inner panel of fender mounting plate; 8021. FDS connection hole; 803. Connecting bracket; 8031. Bracket hole;

[0058] 9. Front shock absorber tower assembly; 901. First SPR mating surface; 902. Second SPR mating surface; 903. Front longitudinal beam front section connection hole; 904. Front wall panel connection hole;

[0059] 10. Front longitudinal beam connecting plate; 1001. Second connecting hole; 1002. Third connecting hole; 1003. Connecting surface; 1004. Sloping hole; 11. Front wheel. Detailed Implementation

[0060] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0061] In the figures of this invention, the same or similar reference numerals correspond to the same or similar components. In the description of this invention, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the figure, they are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the figures are only for illustrative purposes and should not be construed as limiting this invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances. In the description of this application, terms such as "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0062] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0063] like Figure 1-7 As shown in the embodiment of this application, an offset collision structure is proposed, including a collision beam assembly 1, a front frame 2, and a front longitudinal beam front section assembly 4. The collision beam assembly 1 is fixedly connected to the front end of the front frame 2, the front longitudinal beam front section assembly 4 is connected to the rear end of the front frame 2, and an offset collision reinforcement plate assembly 3 is fixedly connected between the front frame 2 and the front longitudinal beam front section assembly 4.

[0064] By setting up the offset collision reinforcement plate assembly 3, the front wheels 11 can be tilted in the event of an offset collision, preventing the front wheels 11 from squeezing or intruding into the passenger compartment. Furthermore, the setting up of the front longitudinal beam front section assembly 4 facilitates the disassembly and assembly of the front longitudinal beam front section assembly 4, thereby reducing the maintenance cost of the front longitudinal beam assembly caused by the offset collision.

[0065] In some embodiments, such as Figure 3As shown in the figure, the collision beam assembly 1 includes a collision beam 101, an energy absorber 102, and a mounting block 103. The energy absorber 102 is symmetrically welded to the rear side of the collision beam 101. Through the mutual cooperation of the collision beam 101 and the energy absorber 102, it can absorb energy during a collision and reduce damage to the vehicle. The mounting block 103 is fixedly welded to the ends of the two energy absorbers 102. The mounting block 103 has a plurality of bolt holes, preferably 4, for fixedly connecting the collision beam 101 and the energy absorber 102 to the front-end frame 2, the front section assembly of the front longitudinal beam 4, and the offset collision reinforcement plate assembly 3 by bolts.

[0066] In this embodiment, the collision beam 101 has a closed "eye" - shaped structure, and there are 2 crush - guiding ribs on the front end face to guide the force - collapse mode of the collision beam 101.

[0067] In some embodiments, as Figure 4 shown, both sides of the front - end frame 2 have mounting surfaces 201. The two mounting surfaces 201 are symmetrical. Taking one of the mounting surfaces 201 as an example for illustration, as follows: The upper and lower sides of the mounting surface 201 have embedded nut holes 202. The mounting block 103 is in contact with the front face of the mounting surface 201. The back face of the mounting surface 201 is in contact with the offset collision reinforcement plate assembly 3, and the offset collision reinforcement plate assembly 3 is in contact with the front section assembly of the front longitudinal beam 4. By passing bolts through the mounting block 103, the mounting surface 201, the offset collision reinforcement plate assembly 3, and the front section assembly of the front longitudinal beam 4, it is possible to reduce the number of mounting bolts and reduce the assembly working hours.

[0068] In some embodiments, as Figure 1 shown, there are 2 offset collision reinforcement plate assemblies 3. The two offset collision reinforcement plate assemblies 3 have the same structure and are respectively assembled between the front - end frame 2 and the two front section assemblies of the front longitudinal beams 4. Taking one of the offset collision reinforcement plate assemblies 3 as an example for illustration, as follows:

[0069] The offset collision reinforcement plate assembly 3 includes a mounting part and a strengthening part. The mounting part and the strengthening part are fixedly connected. Through the mutual cooperation of the mounting part and the strengthening part, on the one hand, it can improve the structural strength of the offset collision reinforcement plate assembly 3; on the other hand, during an offset collision, the strengthening part can be bent and抵 against the front wheel 11, playing a role in tilting the front wheel 11 and preventing the front wheel 11 from squeezing into or invading the occupant compartment.

[0070] In this embodiment, as Figure 5As shown, the installation part includes an installation plate 301. The installation plate 301 has weight-reducing holes 302. The number of weight-reducing holes 302 is set to 3, which is used to reduce the weight of the installation plate 301 without affecting its structural strength. Flanging structures are provided at all three weight-reducing holes 302 to enhance the structural strength at the positions of the weight-reducing holes 302. Connecting side holes 303 are provided on both the upper and lower sides of the edges of the weight-reducing holes 302 on the installation plate 301 for the installation of the installation plate 301 and other components.

[0071] In this embodiment, by first passing bolts through the installation plate 301 and the installation veneer 201 to form a pre-positioning installation, it is beneficial to improve the assembly efficiency.

[0072] In this embodiment, the forms of the weight-reducing holes 302 include but are not limited to square, rectangular, circular or special-shaped, and can be selected according to actual needs.

[0073] In this embodiment, as Figure 5 shown, the strengthening part includes a first cross beam 304, a second cross beam 305, a third cross beam 306 and a connecting beam 307. The cross-sections of the first cross beam 304, the second cross beam 305 and the third cross beam 306 are all U-shaped, which is beneficial to ensure the structural strength of the first cross beam 304, the second cross beam 305 and the third cross beam 306 themselves. The U-shaped end on the right side of the first cross beam 304 is fixedly welded to the upper part of the installation plate 301, and the inner side of the U-shaped end on the left side is fixedly welded to the upper side of the third cross beam 306. The U-shaped end at the right end of the second cross beam 305 is fixedly welded to the lower part of the installation plate 301, and the inner side of the U-shaped end on the left side is fixedly welded to the lower side of the third cross beam 306, thus forming a closed U-shaped frame to enhance the structural strength of the strengthening part.

[0074] The cross-section of the connecting beam 307 is in a "ji" shape. The upper side of the connecting beam 307 is fixedly welded to the outside of the first cross beam 304, the lower side of the connecting beam 307 is fixedly welded to the outside of the second cross beam 305, and the middle part of the connecting beam 307 is fixedly welded to the edge of the third cross beam 306 by carbon dioxide shielded welding, further enhancing the structural strength of the strengthening part. When the strengthening part abuts against the front wheel 11, it can tilt the front wheel 11 and fix the front wheel 11 to prevent the front wheel 11 from squeezing or intruding into the passenger compartment.

[0075] In this embodiment, to reduce the weight of the connecting beam 307, without affecting its structural strength, a first weight-reducing groove 3071 can be opened at the bottom of the connecting beam 307. The number of the first weight-reducing grooves 3071 can be set according to actual selection. In this embodiment, the number of the first weight-reducing grooves 3071 is set to 4, and flanges are provided at all four first weight-reducing grooves 30 ...

[0076] In some embodiments, as Figure 2 and Figure 6-7 As shown, the front longitudinal beam assembly 4 includes a front longitudinal beam end plate 401, a front longitudinal beam front section 402, and a front longitudinal beam connecting plate 10. The front longitudinal beam end plate 401 is fixedly connected to the front end of the front longitudinal beam front section 402 and is fixedly connected to the mounting plate 301. The front longitudinal beam connecting plate 10 is fixedly connected to the rear end of the front longitudinal beam front section 402.

[0077] In this embodiment, the front longitudinal beam end plate 401 is C-shaped. The left ends of the front longitudinal beam front section 402 on both sides of the C-shape of the front longitudinal beam end plate 401 are attached and fixedly connected by bolts, thereby fixing the front longitudinal beam end plate 401 to the front longitudinal beam front section 402. The middle part of the front longitudinal beam end plate 401 has a second weight-reducing groove with a flanged structure, which is used to strengthen the structural strength of the front longitudinal beam end plate 401 while reducing its weight.

[0078] In this embodiment, the mounting plate 301 and the front frame 2 are pre-positioned and installed, and then bolts are passed through the threaded holes on the upper and lower sides of the mounting block 103 and the front longitudinal beam end plate 401. This allows the collision beam assembly 1, the front frame 2, the front longitudinal beam front section assembly 4, and the offset collision reinforcement plate assembly 3 to be fixed at once with four bolts, which helps to improve assembly efficiency.

[0079] In this embodiment, the front section 402 of the front longitudinal beam is made of extruded aluminum profile. The side of the front section 402 of the front longitudinal beam has a crumple-inducing rib 4021. There are two crumple-inducing ribs 4021, so that the front section 402 of the front longitudinal beam can crumple and absorb energy when an offset collision occurs, which is beneficial to the transmission of collision force and thus beneficial to the protection of the occupant compartment.

[0080] In this embodiment, as Figure 2 and Figure 7 As shown, the front longitudinal beam connecting plate 10 is bolted to the rear of the front longitudinal beam section 402. The bottom of the front longitudinal beam connecting plate 10 has an integrally formed connecting surface 1003 with a first connecting hole. The middle of the front longitudinal beam connecting plate 10 has a second connecting hole 1001. The first and second connecting holes 1001 are used to connect with the bottom of the front longitudinal beam section 402, strengthening the connection. Both sides of the middle of the front longitudinal beam connecting plate 10 have third connecting holes 1002 for connecting the front longitudinal beam section 402 to other components. The edge of the front longitudinal beam connecting plate 10 has countersunk holes 1004 for connecting with other components.

[0081] In this embodiment, there is one first connecting hole, three second connecting holes 1001, and four third connecting holes 1002, and all of the first connecting holes, the second connecting holes 1001, and the third connecting holes 1002 are FDS holes.

[0082] When an offset collision occurs, the front section 402 of the front longitudinal beam collapses, which can absorb energy and facilitate the transmission of the collision force, thus protecting the occupant compartment. Furthermore, since the front section 402 of the front longitudinal beam is detachable, compared to a traditional single front longitudinal beam, the front section 402 of the front longitudinal beam can be removed after an offset collision without replacing the entire front longitudinal beam, which helps reduce maintenance costs.

[0083] In some embodiments, such as Figure 1-2 and Figure 8-12 As shown, the offset collision structure also includes a front engine compartment assembly. The front engine compartment assembly is fixedly connected to the rear of the front longitudinal beam section 402 via the front longitudinal beam connecting plate 10. By connecting the front longitudinal beam section assembly 4 to the front engine compartment assembly, the collision force can be dispersed and transmitted to various components of the front engine compartment assembly during an offset collision, reducing damage to the passenger compartment and further enhancing the passenger compartment protection capability.

[0084] In some embodiments, the front nacelle assembly includes a front bulkhead assembly 5, an A-pillar inner panel assembly 7, a sill assembly 6, a fender mounting plate assembly 8, and a front shock absorber tower assembly 9. One end of the front bulkhead assembly 5 is fixedly connected to the front longitudinal beam connecting plate 10, and the other end is fixedly connected to the A-pillar inner panel assembly 7, the sill assembly 6, the fender mounting plate assembly 8, and the front shock absorber tower assembly 9.

[0085] In this embodiment, as Figure 8 As shown, the front panel assembly includes a fixing part 501, a hub clearance part 502, and a connecting part 506. The fixing part 501 and the hub clearance part 502 are symmetrically arranged on both sides of the connecting part 506, and are used to form the fixing part 501, the hub clearance part 502, and the connecting part 506 into a whole. The fixing part 501 is fixedly connected to one side of the hub clearance part 502.

[0086] In this embodiment, the wheel hub avoidance part 502 and the connecting part 506 are integrally cast from aluminum alloy. The fixing part 501 is C-shaped, with four holes arranged on its side, and one hole each on its top and bottom surfaces, for bolting the front section 402 of the front longitudinal beam, thereby ensuring the strength of the connection and forming a collision force transmission path. The wheel hub avoidance part 502 is then bolted together with the front end of the wheel hub avoidance part 502 via the countersunk hole 1004 and the third connecting hole 1002, further enhancing the connection strength and allowing the force generated by the offset collision to be transmitted to the wheel hub avoidance part 502.

[0087] In this embodiment, as Figure 8As shown, multiple reinforcing ribs 5021 are interlaced within the wheel hub avoidance section 502. These reinforcing ribs 5021 are arranged horizontally, vertically, and obliquely, forming a φ40 hole-shaped rib 5022 structure at the central intersection area of ​​the multiple reinforcing ribs 5021. This structure is used to enhance the structural strength of the wheel hub avoidance section 502, thereby increasing its structural rigidity. It can resist the impact force caused by the inward tilt of the front wheel 11 due to an offset collision and transfer the collision force to the sill assembly 6 and the front shock absorber tower assembly 9, reducing damage to the wheel hub avoidance section 502. At the same time, it can also improve the protection of the passenger compartment.

[0088] In this embodiment, a sill mounting plate 503 is fixedly welded to the lower side of the wheel hub avoidance part 502. The sill mounting plate 503 is fixedly connected to the sill assembly 6 by bolts. It is used to disperse and transfer the collision force borne by the wheel hub avoidance part 502 to the sill assembly 6, so that the sill assembly 6 helps to decompose the impact force caused by the inward tilt of the front wheel 11 on the front wall assembly 5, reduce the damage to the wheel hub avoidance part 502, and protect the passenger compartment.

[0089] In this embodiment, as Figure 9 As shown, the sill assembly 6 includes a sill body, within which two through horizontal ribs 602 and one vertical rib 603 are provided to enhance the structural strength of the sill body. A mounting hole 601 is provided on the left side of the sill body for connection to the inner plate assembly 7 of the A-post.

[0090] In some embodiments, such as Figure 10 As shown, the A-pillar inner panel assembly 7 includes an upper A-pillar inner panel 701, a lower A-pillar inner panel 702, and a lower A-pillar inner panel reinforcing plate 703. The upper A-pillar inner panel 701 and the lower A-pillar inner panel 702 are fixedly welded together. The lower part of the lower A-pillar inner panel 702 has an overlapping plate 7021 with overlapping holes 7022. The overlapping plate 7021 is located between the sill mounting plate 503 and the sill body. Bolts pass through the sill mounting plate 503 and the overlapping holes 7022 and into the sill body, fixing the front wall panel assembly 5, the lower A-pillar inner panel 702, and the sill body together to form a force transmission path, enhancing the dispersion of collision forces and improving the protection of the passenger compartment.

[0091] In this embodiment, the reinforcing plate 703 of the lower inner plate of the A pillar is fixedly welded to the lower inner plate 702 of the A pillar. The reinforcing plate 703 of the lower inner plate of the A pillar has three nut holes 7031, which are bolted to the upper rear area 504 of the wheel hub clearance part 502 through the three nut holes 7031. This further strengthens the external structural support strength and rigidity of the front wall assembly 5, increases the force transmission path, and facilitates the protection of the passenger compartment.

[0092] In this embodiment, a first welding edge 7011 and a second welding edge 7012 are integrally formed on the inner plate 701 of the A pillar. Both the first welding edge 7011 and the second welding edge 7012 are fixedly welded to the rear inner side of the fender mounting plate assembly 8. The middle part of the fender mounting plate assembly 8 is fixedly connected to the front shock absorber tower assembly 9. The front part of the fender mounting plate assembly 8 is fixedly connected to the front section 402 of the front longitudinal beam. The lower part of the front shock absorber tower assembly 9 is fixedly connected to the front section 402 of the front longitudinal beam and the rear top area 505 of the wheel hub avoidance part 502, thereby forming a frame structure and multiple force transmission paths, so that when subjected to an offset collision, the collision force can be further dispersed and transmitted, enhancing the protection of the passenger compartment.

[0093] In this embodiment, the upper inner plate 701 of column A, the lower inner plate 702 of column A, and the reinforcing plate 703 of the lower inner plate of column A can be made of steel, which can effectively solve the process connection problem between the front wall assembly 5 and the sill assembly 6.

[0094] In some embodiments, such as Figure 11 As shown, the fender mounting plate assembly 8 includes an outer fender mounting plate 801, an inner fender mounting plate 802, and a connecting bracket 803. The outer fender mounting plate 801 and the inner fender mounting plate 802 are fixedly welded together to form a cavity, which enhances the structural strength of the fender mounting plate assembly 8. The front of the outer fender mounting plate 801 has a third welding edge 8011 for fixed welding with the first welding edge 7011 and the second welding edge 7012, thereby fixing the fender mounting plate assembly 8 to the A-pillar inner plate assembly 7. The middle of the inner fender mounting plate 802 has four FDS connection holes 8021 for fixed connection with the inner side of the front shock absorber tower assembly 9, thereby fixing the fender mounting plate assembly 8 to the front shock absorber tower assembly 9. The connecting bracket 803 is fixedly welded to the rear side of the inner plate 802 of the fender mounting plate. The lower part of the connecting bracket 803 has a bracket hole 8031, which is used to fix it to the top surface of the front section 402 of the front longitudinal beam by bolts. This allows the impact force on the front section assembly 4 of the front longitudinal beam to be transmitted to the fender mounting plate assembly 8, and then transmitted to the inner plate assembly 7 of the A pillar and the front shock absorber tower assembly 9 through the fender mounting plate assembly 8, further dispersing the offset impact force.

[0095] In some embodiments, such as Figure 12As shown, the front shock absorber tower assembly 9 includes a front shock absorber tower body, which is integrally cast from aluminum alloy. The upper front of the front shock absorber tower body is provided with five first SPR mating surfaces 901, and the upper side is provided with second SPR mating surfaces 902, which are used to connect with the upper front and side SPR of the inner plate 802 of the fender mounting plate, respectively, thereby fixing the front shock absorber tower assembly 9 to the fender mounting plate assembly 8. The lower left side of the front shock absorber tower body is provided with a front longitudinal beam connecting hole 903 for fixed connection with the outer side of the front longitudinal beam 402; the lower right side of the front shock absorber tower body is provided with a front wall panel connecting hole 904 for fixed connection with the front end of the wheel hub avoidance part 502. The front shock absorber tower body is fixedly connected with the front longitudinal beam 402 and the wheel hub avoidance part 502, forming an "I" structure, which further enhances the stress strength and structural rigidity of the frame structure. At the same time, it increases the force transmission path, so that the collision force generated in the event of an offset collision is dispersed and transmitted again, thereby improving the protection capability of the occupant compartment.

[0096] This application also discloses a vehicle, including a vehicle body and the offset collision structure in the above embodiments.

[0097] By employing the offset collision structure described in the above embodiments on the vehicle, the offset collision reinforcement assembly can be triggered promptly and effectively in the event of an offset collision. This allows the offset collision reinforcement assembly to tilt the front wheels, preventing them from squeezing into or intruding into the passenger compartment. Furthermore, the structure of the front engine compartment assembly disperses and transmits the impact force, thereby enhancing the passenger compartment's protection capabilities and improving the overall experience. Additionally, it can reduce the maintenance costs of the front longitudinal beam assembly after an offset collision.

[0098] The foregoing has provided a detailed description of an offset collision structure and vehicle provided in this application. The specific embodiments described are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from the principles thereof, and these improvements and modifications also fall within the protection scope of the claims of this invention.

[0099] It should be noted that the terms "one embodiment," "embodiment," "some alternative embodiments," "exemplary embodiments," and "some embodiments" used in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0100] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications and substitutions should be covered within the scope of the claims of the present invention. Technical aspects, shapes, and structures not described in detail in this invention are all well-known technologies.

Claims

1. An offset collision structure, comprising a collision beam assembly (1), a front end frame (2), and a front longitudinal beam front section assembly (4), wherein the collision beam assembly (1) is connected to one side of the front end frame (2), and the front longitudinal beam front section assembly (4) is connected to the other side of the front end frame (2), characterized in that, There is an offset collision reinforcement plate assembly (3) connected between the front-end framework (2) and the front section assembly of the front longitudinal beam (4). The offset collision reinforcement plate assembly (3) includes an installation part and a reinforcement part. The installation part and the reinforcement part are fixedly connected. There is also a front engine compartment assembly connected to the front section assembly of the front longitudinal beam (4); When an offset collision occurs, the reinforcement part can be bent and抵 against the front wheel (11); The installation part includes an installation plate (301); The reinforcement part includes a first cross beam (304), a second cross beam (305), a third cross beam (306) and a connecting beam (307). The cross sections of the first cross beam (304), the second cross beam (305) and the third cross beam (306) are all U-shaped. One end of the first cross beam (304) and one end of the second cross beam (305) are both fixedly connected to the installation part. The third cross beam (306) is fixedly connected to the inner sides of the first cross beam (304) and the second cross beam (305). The cross section of the connecting beam (307) is "几”-shaped, and the connecting beam (307) is fixedly connected to the first cross beam (304), the second cross beam (305) and the third cross beam (306); The front section assembly of the front longitudinal beam (4) includes a front longitudinal beam end plate (401), a front section of the front longitudinal beam (402) and a front longitudinal beam connecting plate (10). The front longitudinal beam end plate (401) is fixedly connected to one end of the front section of the front longitudinal beam (402) and is connected to the installation part. The front longitudinal beam connecting plate (10) is fixedly connected to the other end of the front section of the front longitudinal beam (402) and is connected to the front engine compartment assembly.

2. The bias collision structure according to claim 1, characterized in that: The installation plate (301) has a weight reduction hole (302). There is a flanging structure at the weight reduction hole (302). The installation plate (301) has connecting side holes (303) at the edge of the weight reduction hole (302).

3. The bias collision structure according to claim 1, characterized in that: A connecting surface (1003) is fixedly connected to the front longitudinal beam connecting plate (10). There is a first connecting hole on the connecting surface (1003). The middle of the front longitudinal beam connecting plate (10) has a second connecting hole (1001). Both sides of the middle of the front longitudinal beam connecting plate (10) have third connecting holes (1002). The edge of the front longitudinal beam connecting plate (10) has a counterbore hole (1004).

4. A biased collision structure according to claim 1 or 3, characterized in that: The overall shape of the front longitudinal beam end plate (401) is C-shaped. The two C-shaped sides of the front longitudinal beam end plate (401) are fixedly connected to the front section of the front longitudinal beam (402) by fitting. The middle of the front longitudinal beam end plate (401) has a second weight reduction groove, and there is a flanging structure at the second weight reduction groove.

5. The bias collision structure according to claim 1, characterized in that: The front engine compartment assembly includes a front wall plate assembly (5), an A-column inner plate assembly (7), a sill assembly (6), a fender mounting plate assembly (8) and a front shock tower assembly (9). One end of the front wall plate assembly (5) is connected to the front section assembly of the front longitudinal beam (4), and the other end is fixedly connected to the A-column inner plate assembly (7), the sill assembly (6), the fender mounting plate assembly (8) and the front shock tower assembly (9).

6. The bias collision structure according to claim 5, characterized in that: The front panel assembly (5) includes a fixing part (501), a hub avoidance part (502) and a connecting part (506). The fixing part (501) and the hub avoidance part (502) are symmetrically arranged on both sides of the connecting part (506). The fixing part (501) is fixedly connected to one side of the hub avoidance part (502).

7. The bias collision structure according to claim 6, characterized in that: Multiple reinforcing ribs (5021) are staggered inside the hub clearance part (502).

8. The bias collision structure according to claim 5, characterized in that: The A-post inner panel assembly (7) includes an upper inner panel (701), a lower inner panel (702), and a lower inner panel reinforcement plate (703). The upper inner panel (701) is fixedly connected to the lower inner panel (702), and the lower inner panel reinforcement plate (703) is fixedly connected to the lower inner panel (702).

9. The bias collision structure according to claim 5, characterized in that: The front shock absorber tower assembly (9) is fixedly connected to the front longitudinal beam front section assembly (4) and the front wall panel assembly (5), forming an "I" structure.

10. A vehicle, characterized in that: Includes the vehicle body and the offset collision structure as described in any one of claims 1-9.

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