Automobile exterior structure and automobile

Abstract

The present disclosure provides a kind of automobile outer structure and automobile, belongs to automobile parts technical field.The automobile outer structure includes connecting piece and support piece.The connecting piece is located between the energy absorption box and auxiliary frame of automobile, the first end of support piece is located at the outside of energy absorption box and is connected with connecting piece, the second end is 20mm-30mm away from the hard point of auxiliary frame, the hard point is the connecting point of auxiliary frame and automobile control arm, the distance between the first end and automobile axis is greater than the distance between the second end and automobile axis.Under SOB condition, when the front of automobile is impacted, connecting piece deforms and pushes support piece to move backward, so that support piece abuts against hard point, so that auxiliary frame deforms and absorbs energy.Because auxiliary frame is also connected with the longitudinal beam of automobile, therefore, the longitudinal beam of automobile will also deform and absorb energy.In addition, support piece can also push automobile to move along the width direction, so as to avoid obstacles.In this way, the impact on the driver and passenger in automobile can be reduced, so that automobile can obtain higher safety level under SOB condition.

Description

Technical Field

[0001] This disclosure relates to the field of automotive parts technology, and in particular to an automotive exterior structure and an automobile. Background Technology

[0002] The exterior structure of a car is one of the important components of the car body, used to absorb and cushion external impacts, thereby reducing the injury to the driver and passengers.

[0003] Currently, when determining the frontal collision safety of a vehicle, a crash test under the SOB (Small Overlap Barrier) condition is typically conducted. Under the SOB condition, the test vehicle impacts a fixed rigid barrier head-on at a speed of 64.4 km / h and a 25% overlap. The rigid barrier impacts the outermost part of the test vehicle. After the test, the vehicle's safety level is evaluated by examining the vehicle's deformation structure, the dummy's score, and the dummy's motion.

[0004] Therefore, ensuring that a car can achieve a high safety level under SOB conditions is a key issue that needs to be addressed. Summary of the Invention

[0005] This disclosure provides an automotive exterior structure and an automotive, which can solve the technical problems existing in the related art. The technical solutions of the automotive exterior structure and the automotive are as follows.

[0006] Firstly, the automotive exterior structure includes connectors and support components;

[0007] The connector is located between the energy-absorbing box and the subframe of the vehicle, and the connector is connected to the energy-absorbing box and the subframe.

[0008] The first end of the support member is located outside the energy-absorbing box and is connected to the connector. The distance between the second end of the support member and the hard point of the subframe is 20mm-30mm. The hard point is the connection point between the subframe and the control arm of the vehicle.

[0009] The support member forms a certain angle with the width direction of the vehicle, and the distance between the first end and the vehicle axis is greater than the distance between the second end and the vehicle axis.

[0010] In one possible implementation, the stiffness of the support member is greater than the stiffness of the subframe.

[0011] In one possible implementation, the connector includes a first sidewall, a second sidewall, and a third sidewall connected in sequence;

[0012] The first sidewall and the second sidewall are arranged in a bent manner, and the first sidewall extends in a direction close to the subframe;

[0013] The third sidewall is bent from the second sidewall, and the third sidewall extends in a direction close to the subframe.

[0014] In one possible implementation, the second sidewall includes a first sub-sidewall and a second sub-sidewall;

[0015] The first sub-sidewall and the second sub-sidewall are arranged in a bent manner, with the first sub-sidewall located outside the second sub-sidewall and in front of the second sub-sidewall;

[0016] The first sub-sidewall is connected to the support member, and the second sub-sidewall is connected to the energy-absorbing box.

[0017] In one possible implementation, the second sidewall is connected to the energy-absorbing box by bolts.

[0018] In one possible implementation, the first sidewall and the third sidewall are connected to the support member by bolts;

[0019] The second sidewall abuts against the first end of the support member.

[0020] In one possible implementation, the first sidewall and the third sidewall are connected to the subframe by bolts.

[0021] In one possible implementation, the support member is made of cast aluminum.

[0022] In one possible implementation, the support is in the form of a cuboid.

[0023] In one possible implementation, the support member has a through hole;

[0024] The length direction of the through hole is parallel to the length direction of the support member.

[0025] In one possible implementation, the through-hole is rectangular.

[0026] In one possible implementation, the number of through holes is two.

[0027] In a second aspect, this disclosure provides an automobile that includes an exterior structure as described in any of the first aspects.

[0028] The technical solution provided in this disclosure includes at least the following beneficial effects:

[0029] This disclosure provides an automotive exterior structure that improves the safety rating of a vehicle measured under the SOB (Short Frame Impact) condition. Under the SOB condition, when the front of the vehicle is impacted, the connecting member deforms, pushing the support member rearward. This causes the support member to abut against a hard point on the subframe, resulting in overall deformation and energy absorption of the subframe. Since the subframe is also connected to the vehicle's longitudinal beams, it can drive the longitudinal beams to deform and participate in energy absorption, thus achieving energy absorption by both the front structure and the subframe. This reduces the impact on the occupants, allowing the vehicle to achieve a higher safety rating under the SOB condition. Furthermore, the support member transmits the impact force to the subframe. Because the support member forms an angle with the width direction of the vehicle, and the distance between the first end of the support member and the vehicle's axle is greater than the distance between the second end of the support member and the vehicle's axle, the support member exerts a force on the subframe along the width direction of the vehicle, with this force directed inwards. This propels the vehicle along its width, allowing it to avoid obstacles. This can further reduce the impact on the occupants of the vehicle, thereby helping to further improve the safety level of the vehicle measured under SOB conditions.

[0030] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0031] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. In the drawings:

[0032] Figure 1 This is a schematic diagram illustrating an SOB operating condition according to an embodiment of this disclosure;

[0033] Figure 2 This is an assembly diagram of an automotive exterior structure, energy-absorbing box, and subframe, as shown in an embodiment of this disclosure.

[0034] Figure 3 This is an assembly schematic diagram of an automotive exterior structure, energy-absorbing box, and subframe shown in an embodiment of this disclosure;

[0035] Figure 4 This is a perspective view of an automotive exterior structure and subframe shown in an embodiment of this disclosure;

[0036] Figure 5 This is a schematic diagram of a car exterior structure shown in an embodiment of the present disclosure;

[0037] Figure 6 This is a schematic diagram of an automotive exterior structure shown in an embodiment of this disclosure.

[0038] Legend:

[0039] 1. Connector; 11. First sidewall; 12. Second sidewall; 12. First sub-sidewall; 12. Second sub-sidewall; 13. Third sidewall;

[0040] 2. Support component; 20. Through hole; 21. First end; 22. Second end;

[0041] 100. Energy-absorbing box;

[0042] 200. Subframe; 201. Hard point; 202. First connection point; 203. Second connection point.

[0043] The accompanying drawings have illustrated specific embodiments of this disclosure, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this disclosure to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be further described in detail below with reference to the accompanying drawings.

[0045] The terminology used in the embodiments of this disclosure is for illustrative purposes only and is not intended to limit the disclosure. Unless otherwise defined, the technical or scientific terms used herein should be understood in their ordinary sense by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “a” or “one,” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising,” “including,” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected,” “linked,” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes.

[0046] The exterior structure of a car is one of the important components of the vehicle body, used to absorb and cushion external impacts, thereby reducing injury to occupants. Currently, when determining the frontal collision safety of a car, a crash test under SOB (Small Overlap Barrier) conditions is typically conducted. Figure 1 As shown, under the SOB (Safety at Breakdown) test condition, the test vehicle collided head-on with a fixed rigid barrier at a speed of 64.4 km / h and a 25% overlap. The rigid barrier impacted the outermost part of the test vehicle. After the test, the vehicle's safety level was evaluated by examining the vehicle's deformation structure, the dummy's score inside the vehicle, and the dummy's motion. Therefore, ensuring that a vehicle achieves a high safety level under the SOB test condition is a key issue that needs to be addressed.

[0047] Due to the rapid development of electric vehicles in recent years, the demand for them has increased significantly, leading to a growing proportion of electric vehicles in vehicle development. The design and layout of electric vehicles have undergone a dramatic transformation compared to traditional gasoline-powered vehicles. The design of the subframe and collision safety paths cannot be directly compared to those of gasoline-powered vehicles. In electric vehicle design, due to styling and design requirements, the design of connecting the energy-absorbing box to the passenger compartment is largely unfeasible. Therefore, only the main longitudinal beam path and the subframe path remain. However, the main longitudinal beam path is limited by the tire envelope and shock absorber envelope, preventing the distance between the two longitudinal beams from being increased to the SOB (Small Offset Block) collision zone. Therefore, in the SOB small offset scenario, only the subframe path is effective. There are two approaches to SOB small offset design: one is for the vehicle body to absorb energy, thereby reducing the impact of the rigid barrier on the passenger compartment; the other is to use structural guidance to push the vehicle body away from the rigid barrier. Electric vehicles have a significantly increased curb weight compared to gasoline vehicles due to the addition of battery packs, generally around 2 tons or more. Therefore, if SOB (Single-of-Body) conditions are to be tested, a combination of two approaches is necessary to balance the compliance solution with the vehicle weight.

[0048] In view of the above-mentioned technical problems, this disclosure provides an automotive exterior structure that can improve the safety level of a vehicle under SOB conditions. The following is an exemplary description of the automotive exterior structure provided by this disclosure:

[0049] like Figures 2-4As shown, the automotive exterior structure includes a connector 1 and a support 2. The connector 1 is located between the energy-absorbing box 100 and the subframe 200 of the vehicle, and is connected to both. The first end 21 of the support 2 is located outside the energy-absorbing box 100 and is connected to the connector 1. The distance between the second end 22 of the support 2 and the hard point 201 of the subframe 200 is 20mm-30mm. The hard point 201 is the connection point between the subframe 200 and the vehicle's control arm. The support 2 forms a certain angle with the width direction of the vehicle, and the distance between the first end 21 and the vehicle's axle is greater than the distance between the second end 22 and the vehicle's axle.

[0050] Among them, the car can be an electric vehicle.

[0051] The energy-absorbing box 100 is connected to the front bumper of the car. Under SOB conditions, the energy-absorbing box 100 is not opposite to the rigid barrier, and the energy-absorbing box 100 does not deform after the car collides.

[0052] The subframe 200 is located below the main longitudinal beam of the vehicle. The subframe 200 has a first connection point 202 in its middle section, which connects to the middle of the longitudinal beam. The subframe 200 has a second connection point 203 at its end, which connects to the rear of the longitudinal beam. Thus, when the subframe 200 deforms, it can cause the longitudinal beam to deform and absorb energy.

[0053] The stiffness of support member 2 is greater than that of subframe 200 and connector 1. After a collision, connector 1 deforms first and then pushes support member 2. Support member 2 does not deform. After connector 1 is impacted, it pushes support member 2 to abut against hard point 201. Support member 2 can cause subframe 200 to deform by pushing hard point 201.

[0054] The technical solution provided in this disclosure can improve the safety level of a vehicle measured under the SOB (Short Frame Impact) condition. Under the SOB condition, when the front of the vehicle is impacted, the connecting member 1 deforms, thereby pushing the support member 2 to move rearward. Since the distance between the support member 2 and the hard point 201 of the subframe 200 is only 20mm-30mm, the connecting member 1 can push the support member 2 to abut against the hard point 201, causing the subframe 200 to deform as a whole and participate in energy absorption. Since the subframe 200 is also connected to the vehicle's longitudinal beams, the subframe 200 can drive the vehicle's longitudinal beams to deform and participate in energy absorption through the first connection point 202, thus achieving the goal of both the front structure of the vehicle body and the subframe 200 participating in energy absorption. This reduces the impact on the occupants of the vehicle, thereby enabling the vehicle to achieve a higher safety level measured under the SOB condition.

[0055] Furthermore, due to the high rigidity of support member 2, it can transmit the impact force to the subframe 200. Also, because support member 2 forms a certain angle with the width direction of the vehicle, the distance between the first end 21 of support member 2 and the vehicle axle is greater than the distance between the second end 22 of support member 2 and the vehicle axle. Therefore, support member 2 generates a component force along the width direction of the vehicle on the subframe 200, thereby propelling the vehicle along the width direction and allowing it to avoid obstacles. This further reduces the impact on the occupants, thus contributing to a higher safety level measured under SOB conditions.

[0056] Since the exterior structure disclosed herein can effectively reduce the pressure in the rear passenger compartment, thereby reducing the need for reinforcement design in the passenger compartment, it can effectively reduce the overall weight of the vehicle.

[0057] In some examples, such as Figure 5 As shown, the connector 1 includes a first sidewall 11, a second sidewall 12, and a third sidewall 13 connected in sequence. The first sidewall 11 and the second sidewall 12 are arranged in a bent manner, and the first sidewall 11 extends in a direction close to the subframe 200. The third sidewall 13 is arranged in a bent manner with the second sidewall 12, and the third sidewall 13 extends in a direction close to the subframe 200.

[0058] The first sidewall 11 and / or the third sidewall 13 are connected to the subframe 200 and to the support member 2, while the second sidewall 12 is connected to the energy-absorbing box 100. A cavity is formed between the first sidewall 11, the second sidewall 12, and the third sidewall 13, facing the rear of the vehicle, with a portion of the support member 2 located inside the cavity. This allows the support member 2 to connect to the front of the connector 1, resulting in a longer support member 2 and a more forward position. The more forward the position of the support member 2, the earlier it begins to function when the vehicle is impacted. The longer the support member 2, the faster it can abut against the hard point 201 of the subframe 200, allowing the subframe 200 to begin deforming and absorbing energy earlier, and driving the longitudinal beams of the vehicle to deform and absorb energy. This helps reduce the impact on the occupants, enabling the vehicle to achieve a higher safety level under SOB conditions.

[0059] In some examples, such as Figure 4 and Figure 5 As shown, the second sidewall 12 includes a first sub-sidewall 121 and a second sub-sidewall 122. The first sub-sidewall 121 and the second sub-sidewall 122 are arranged in a bent configuration, with the first sub-sidewall 121 located outside the second sub-sidewall 122 and in front of the second sub-sidewall 122. The first sub-sidewall 121 is connected to the support member 2, and the second sub-sidewall 122 is connected to the energy-absorbing box 100.

[0060] Since the first sub-sidewall 121 is located in front of the second sub-sidewall 122, the front bumper of the car can quickly collide with the first sub-sidewall 121 after a collision. This allows the connecting member 1 to begin absorbing energy and deforming as early as possible, which helps to reduce the impact on the occupants.

[0061] Furthermore, since the support member 2 is connected to the first sub-side wall 121, when the connecting member 1 begins to deform, the first sub-side wall 121 can immediately push the support member 2 backward, thereby allowing the support member 2 to quickly abut against the hardware of the subframe 200. This allows the subframe 200 to deform and absorb energy shortly after the vehicle is impacted, which in turn causes the longitudinal beams of the vehicle to deform and absorb energy. This helps reduce the impact on the occupants, enabling the vehicle to achieve a higher safety level under SOB conditions.

[0062] In some examples, the second sidewall 12 is bolted to the energy-absorbing box 100. The second sub-sidewall 122 within the second sidewall 12 is also bolted to the energy-absorbing box 100, ensuring a high connection strength between the energy-absorbing box 100 and the connector 1. This prevents breakage between the energy-absorbing box 100 and the connector 1 after a collision, allowing the connector 1 to remain stable during deformation.

[0063] Of course, in other examples, the second sub-sidewall 122 and the energy-absorbing box 100 can also be connected in other ways, such as by a snap-fit ​​structure.

[0064] In some examples, the first sidewall 11 and the third sidewall 13 are connected to the support member 2 by bolts, and the second sidewall 12 abuts against the first end 21 of the support member 2, with the bolt axis running vertically. Using bolts to connect the support member 2 to the connector 1 ensures a high connection strength between them. This prevents the support member 2 from detaching from the connector 1 after a collision, thus preventing it from abutting against the hard point 201 of the subframe 200. In this way, it is ensured that after a collision, the support member 2 can push the subframe 200 to deform and absorb energy.

[0065] Of course, in other examples, the support 2 and the connector 1 can also be connected in other ways, such as by a snap-fit ​​structure.

[0066] In some examples, the first sidewall 11 and the third sidewall 13 are connected to the subframe 200 by bolts, with the bolt axis in the vertical direction. The connection of the connector 1 to the subframe 200 by bolts enables a high connection strength between the connector 1 and the subframe 200, preventing the connector 1 from detaching from the subframe 200 after a collision.

[0067] Of course, in other examples, the connector 1 and the energy-absorbing box 100 can also be connected in other ways, such as by a snap-fit ​​structure.

[0068] In some examples, the support member 2 is made of cast aluminum. This gives the support member 2 high strength and rigidity, preventing it from deforming after a collision. Consequently, when the support member 2 abuts against the hard point 201 of the subframe 200, it can transfer force to the subframe 200. On one hand, it can push the subframe 200 to deform and participate in energy absorption. On the other hand, once the subframe 200 deforms to a certain extent, it stops deforming, and the support member 2 can push the subframe 200, thereby propelling the vehicle body. Because the support member 2 forms an angle with the width direction of the vehicle, it allows the vehicle to avoid rigid barriers.

[0069] In other examples, the support member 2 may also be a profile of aluminum or a thick steel pipe, etc., and this disclosure does not specifically limit it.

[0070] In some examples, such as Figure 5 As shown, the support member 2 is generally rectangular.

[0071] Of course, in other examples, the support member 2 may also be cylindrical or other shapes. The specific shape of the support member 2 is not limited in the embodiments of this disclosure.

[0072] In some examples, such as Figure 4 and Figure 5 As shown, the support member 2 has a through hole 20, the length direction of which is parallel to the length direction of the support member 2. The through hole 20 in the support member 2 reduces its weight, contributing to the lightweighting of the vehicle. Furthermore, since the length direction of the through hole 20 is parallel to the length direction of the support member 2, the through hole 20 does not affect the rigidity of the support member 2; that is, the support member 2 can remain undeformed after the vehicle is impacted.

[0073] The through hole 20 can be square or round, etc., and this embodiment does not specifically limit it.

[0074] In some examples, such as Figure 4 and Figure 5 As shown, there are two through holes 20. Too many through holes 20 will affect the strength and rigidity of the support member 2.

[0075] It should be noted that the automotive exterior structure disclosed herein can be adjusted in shape and length according to the weight, width and placement of the vehicle, thereby making the automotive exterior structure suitable for different vehicle models.

[0076] When the vehicle's layout does not support the installation of this structure or the safety target is low, the vehicle's external structure can be directly eliminated and the lower protection system replaced. This does not require modification of other platform components, reducing costs and weight. Furthermore, the vehicle's external structure does not affect the main path design, that is, it does not affect the deformation of the main energy-absorbing box-longitudinal beam system or the deformation of the lower energy-absorbing box-subframe, and it can add or remove front path components that do not require repeated matching.

[0077] This disclosure also provides an automobile, which includes the aforementioned automobile exterior structure.

[0078] The vehicle comprises two exterior structures, symmetrically arranged about the vehicle's axis. The current SOB (Small Offset By) test cycle, previously only considering the left side of the test vehicle, has been changed to using the weaker left or right side as the minor offset test rating, which is then incorporated into the overall occupant assessment. Therefore, the symmetrical arrangement of the two exterior structures minimizes the impact on occupants during minor left and right offset tests, resulting in a higher safety rating for the vehicle under the SOB test cycle.

[0079] The technical solution provided in this disclosure can improve the safety level of a vehicle measured under SOB (Short Frame Impact) conditions. Under SOB conditions, when the front of the vehicle is impacted, the connecting member 1 deforms, thereby pushing the support member 2 to move rearward. This causes the support member 2 to abut against the hard point 201 of the subframe 200, causing the subframe 200 to deform and absorb energy. Since the subframe 200 is also connected to the vehicle's longitudinal beams via the first connection point 202 and the second connection point 203, the subframe 200 can drive the vehicle's longitudinal beams to deform and participate in energy absorption, thus achieving the goal of both the front structure of the vehicle body and the subframe 200 participating in energy absorption. This reduces the impact on the occupants of the vehicle, enabling the vehicle to achieve a higher safety level measured under SOB conditions.

[0080] Furthermore, due to the high rigidity of support member 2, it can transmit the impact force to the subframe 200. Also, because support member 2 forms a certain angle with the width direction of the vehicle, the distance between the first end 21 of support member 2 and the vehicle's axle is greater than the distance between the second end 22 of support member 2 and the vehicle's axle. Therefore, support member 2 generates a component force along the width direction of the vehicle on the subframe 200, thereby propelling the vehicle along its width direction and allowing it to avoid obstacles. This further reduces the impact on the occupants of the vehicle, thus contributing to a higher safety level measured under SOB conditions.

[0081] Since the exterior structure disclosed herein can effectively reduce the pressure in the rear passenger compartment, thereby reducing the need for reinforcement design in the passenger compartment, the overall weight of the vehicle can be effectively reduced.

[0082] The above description is merely an optional embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. An automotive exterior structure, characterized in that, Includes connector (1) and support (2); The connector (1) is located between the energy-absorbing box (100) and the subframe (200). The connector (1) includes a first side wall (11), a second side wall (12) and a third side wall (13) connected in sequence. The first side wall (11) and the third side wall (13) are both bent and arranged with the second side wall (12), and both extend in a direction close to the subframe (200). The second sidewall (12) includes a first sub-sidewall (121) and a second sub-sidewall (122) arranged in a bent manner. The first sub-sidewall (121) is located outside the second sub-sidewall (122) and in front of the second sub-sidewall (122). The second sub-sidewall (122) is connected to the energy-absorbing box (100). The first end (21) of the support member (2) is located outside the energy-absorbing box (100) and is connected to the first sub-side wall (121). The distance between the second end (22) of the support member (2) and the hard point (201) of the subframe (200) is 20mm-30mm. The hard point (201) is the connection point between the subframe (200) and the control arm of the car. The support member (2) forms an angle with the width direction of the vehicle, and the distance between the first end (21) and the vehicle axis is greater than the distance between the second end (22) and the vehicle axis.

2. The automotive exterior structure according to claim 1, characterized in that, The second sidewall (12) is connected to the energy-absorbing box (100) by bolts.

3. The automotive exterior structure according to claim 1, characterized in that, The first sidewall (11) and the third sidewall (13) are connected to the support member (2) by bolts; The second sidewall (12) abuts against the first end (21) of the support (2).

4. The automotive exterior structure according to claim 1, characterized in that, The first sidewall (11) and the third sidewall (13) are connected to the subframe (200) by bolts.

5. The automotive exterior structure according to any one of claims 1-4, characterized in that, The material of the support member (2) is cast aluminum.

6. The automotive exterior structure according to any one of claims 1-4, characterized in that, The support member (2) has a through hole (20); The length direction of the through hole (20) is parallel to the length direction of the support member (2).

7. The automotive exterior structure according to claim 6, characterized in that, The number of through holes (20) is two.

8. A car, characterized in that, The vehicle includes the vehicle exterior structure as described in any one of claims 1-7.

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