Front anti-collision structure of automobile

Abstract

The invention discloses an automobile front anti-collision structure which comprises a main anti-collision beam (2), the two ends of the main anti-collision beam (2) are each fixedly provided with a main energy absorption box (5), the two main energy absorption boxes (5) are fixedly connected with the ends of two front longitudinal beams (1) respectively, an auxiliary anti-collision beam (3) is arranged at the bottom of the main anti-collision beam (2), and the two ends of the auxiliary anti-collision beam (3) are each fixedly provided with an auxiliary energy absorption box (6). The two auxiliary energy absorption boxes (6) are fixedly connected with the front auxiliary frame (10). According to the method, front 25% offset collision of C-IASI and front collision of C-NCAP are considered at the same time, and the safety performance of the automobile is effectively improved.

Description

Technical Field

[0001] The invention relates to an anti-collision structure, in particular to a front anti-collision structure for an automobile, and belongs to the technical field of automobiles. Background Art

[0002] Vehicles are mainly used to transport people and / or goods. Once a collision occurs during driving, it may cause damage to the vehicle or even casualties, especially for new energy vehicles. Therefore, vehicles usually include safety devices that absorb and reduce external impact and protect the front and rear parts of the vehicle body, such as car bumpers and front anti-collision beams.

[0003] Vehicles with existing technology have the problem of poor protection effect. They cannot take into account both the C-IASI 25% offset frontal collision and the C-NCAP frontal collision. During the front end collision of the vehicle body, the energy absorption structure cannot fully play the energy absorption and buffering role, which will cause the passenger compartment to produce unacceptable deformation after being subjected to huge collision force, threatening the driver's life safety. Summary of the invention

[0004] The purpose of the present invention is to provide a front anti-collision structure for an automobile to solve the technical problems in the prior art. It takes into account both the frontal 25% offset collision of C-IASI and the frontal collision of C-NCAP, and effectively improves the safety performance of the automobile.

[0005] The present invention provides a front anti-collision structure for an automobile, comprising a main anti-collision beam, wherein two ends of the main anti-collision beam are respectively fixedly provided with a main energy absorption box, and the two main energy absorption boxes are respectively fixedly connected to the ends of two front longitudinal beams, and a secondary anti-collision beam is provided at the bottom of the main anti-collision beam, wherein two ends of the secondary anti-collision beam are respectively fixedly provided with a secondary energy absorption box, and the two secondary energy absorption boxes are both fixedly connected to the front subframe.

[0006] In the aforementioned automobile front anti-collision structure, preferably, one end of the main energy absorption box is fixedly connected to the main anti-collision beam by welding, and the other end of the main energy absorption box is fixedly connected to the main energy absorption box fixing plate by welding.

[0007] In the aforementioned automobile front anti-collision structure, preferably, the end of the front longitudinal beam is fixedly connected to a mounting plate by welding, and the main energy absorption box fixing plate is fixedly connected to the mounting plate by a bolt assembly.

[0008] In the aforementioned automobile front anti-collision structure, preferably, the front longitudinal beam is connected to the lower cross beam of the front wall panel through a longitudinal beam connecting plate.

[0009] In the aforementioned automobile front anti-collision structure, preferably, one end of the auxiliary energy absorption box is fixedly connected to the auxiliary anti-collision beam by welding, the other end of the auxiliary energy absorption box is fixedly connected to the auxiliary energy absorption box fixing plate by welding, and the auxiliary energy absorption box fixing plate is fixedly connected to the main energy absorption box fixing plate by welding.

[0010] In the aforementioned automobile front anti-collision structure, preferably, the end of the front subframe is fixedly connected to a reinforcing cross beam by welding, and the two auxiliary energy absorption boxes are fixedly connected to the reinforcing cross beam by a bolt assembly.

[0011] In the aforementioned automobile front anti-collision structure, preferably, a front fixing box is fixedly provided at the connection position between the front subframe and the auxiliary energy absorption box, the lower end of the front fixing box is fixedly connected to the front subframe by bolts, the upper end of the front fixing box is fixedly connected to the upper side beam by welding, and the side surface of the front fixing box is fixedly connected to the side surface of the front longitudinal beam by welding.

[0012] In the aforementioned automobile front anti-collision structure, preferably, both ends of the main anti-collision beam are connected to both ends of the auxiliary anti-collision beam through main and auxiliary anti-collision beam connecting brackets respectively.

[0013] Compared with the prior art, the present invention includes a main anti-collision beam, and a main energy absorption box is fixedly provided at both ends of the main anti-collision beam, and the two main energy absorption boxes are fixedly connected to the ends of the two front longitudinal beams, respectively. A secondary anti-collision beam is provided at the bottom of the main anti-collision beam, and a secondary energy absorption box is fixedly provided at both ends of the secondary anti-collision beam, and the two secondary energy absorption boxes are fixedly connected to the front subframe. The present invention forms an effective force transmission path by associating the main anti-collision beam, the secondary anti-collision beam, the front longitudinal beam, and the front subframe to solve the problem of optimizing the force transmission path of the vehicle's frontal collision and improve the overall frontal collision performance of the vehicle. Through the provision of the main energy absorption box and the secondary energy absorption box, the 25% offset collision performance of the vehicle can be effectively improved, so that the vehicle can take into account both the C-IASI 25% offset frontal collision and the C-NCAP frontal collision, effectively improving the safety performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 is an axonometric view of the present invention;

[0015] Figure 2 is a bottom view of the present invention;

[0016] Figure 3 is a top view of the present invention;

[0017] Figure 4 It is a partial enlarged view of the present invention;

[0018] Figure 5 is a schematic diagram of the collision force transmission path of the present invention from a first perspective;

[0019] Figure 6 It is a schematic diagram of the collision force transmission path from a second viewing angle of the present invention.

[0020] Explanation of the reference numerals: front longitudinal beam 1, main anti-collision beam 2, auxiliary anti-collision beam 3, main and auxiliary anti-collision beam connecting bracket 4, main energy absorption box 5, auxiliary energy absorption box 6, auxiliary energy absorption box fixing plate 7, main energy absorption box fixing plate 8, front fixing box 9, front subframe 10, upper side beam 11, front panel lower cross beam 12, longitudinal beam connecting plate 13, mounting plate 14, reinforcing cross beam 15. DETAILED DESCRIPTION

[0021] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be interpreted as limiting the present invention.

[0022] Embodiments of the present invention: Figure 1-Figure 6 As shown, a front anti-collision structure of an automobile includes a main anti-collision beam 2, and a main energy absorption box 5 is fixedly provided at both ends of the main anti-collision beam 2. The two main energy absorption boxes 5 are respectively fixedly connected to the ends of the two front longitudinal beams 1. A secondary anti-collision beam 3 is provided at the bottom of the main anti-collision beam 2, and a secondary energy absorption box 6 is fixedly provided at both ends of the secondary anti-collision beam 3. The two secondary energy absorption boxes 6 are both fixedly connected to the front subframe 10. The two ends of the main anti-collision beam 2 are respectively connected to the two ends of the secondary anti-collision beam 3 through the main and secondary anti-collision beam connecting brackets 4.

[0023] By providing a main anti-collision beam 2 and an auxiliary anti-collision beam 3, the main anti-collision beam 2, the auxiliary anti-collision beam 3, the front longitudinal beam 1, and the front subframe 10 are linked to form an effective force transmission path, which effectively optimizes the force transmission path of the vehicle's frontal collision and improves the overall frontal collision performance of the vehicle.

[0024] By providing the main energy absorbing box 5 and the auxiliary energy absorbing box 6, the 25% offset collision performance of the vehicle front is improved.

[0025] In a specific implementation, one end of the main energy absorption box 5 is fixedly connected to the main anti-collision beam 2 by welding, and the other end of the main energy absorption box 5 is fixedly connected to the main energy absorption box fixing plate 8 by welding.

[0026] The end of the front longitudinal beam 1 is fixedly connected with a mounting plate 14 by welding, and the main energy absorption box fixing plate 8 is fixedly connected with the mounting plate 14 by a bolt assembly. The front longitudinal beam 1 is connected with the lower cross beam 12 of the front wall panel through a longitudinal beam connecting plate 13.

[0027] When a head-on collision occurs, the collision force is transmitted to the front longitudinal beam 1 through the main anti-collision beam 2 and the main energy absorption box 5, and part of the force is transmitted backward through the longitudinal beam connecting plate 13 and the lower cross beam 12 of the front panel, forming a first force transmission path.

[0028] Furthermore, one end of the auxiliary energy absorption box 6 is fixedly connected to the auxiliary anti-collision beam 3 by welding, and the other end of the auxiliary energy absorption box 6 is fixedly connected to the auxiliary energy absorption box fixing plate 7 by welding, and the auxiliary energy absorption box fixing plate 7 is fixedly connected to the main energy absorption box fixing plate 8 by welding. The end of the front subframe 10 is fixedly connected to the reinforcing cross beam 15 by welding, and the two auxiliary energy absorption boxes 6 are fixedly connected to the reinforcing cross beam 15 by a bolt assembly.

[0029] Connecting the auxiliary crash box fixing plate 7 and the main crash box fixing plate 8 together can effectively increase the collision contact area and induce the force transmission path to the front longitudinal beam 1 .

[0030] By designing the secondary anti-collision beam 3 and the secondary energy absorbing box 6, the transmission path of the induced force is transmitted to the front subframe 10, and the collision force is transmitted backward through the front subframe 10. The secondary anti-collision beam 3, the secondary energy absorbing box 6, and the front subframe 10 constitute a second force transmission path, and the front subframe 10 is designed as a deformable energy absorbing structure.

[0031] Furthermore, a front fixing box 9 is fixedly provided at the connection position between the front subframe 10 and the auxiliary energy absorption box 6, the lower end of the front fixing box 9 is fixedly connected to the front subframe 10 by bolts, the upper end of the front fixing box 9 is fixedly connected to the upper side beam 11 by welding, and the side of the front fixing box 9 is fixedly connected to the side of the front longitudinal beam 1 by welding.

[0032] The main anti-collision beam 2, the main energy absorption box 5, the front fixed box 9 and the upper side beam 11 constitute the third force transmission path. When a collision occurs, the collision force is transmitted to the front longitudinal beam 1 through the main anti-collision beam 2 and the main energy absorption box 5, part of the force is transmitted backward to the longitudinal beam connecting plate 13 and the lower cross beam 12 of the front wall through the front longitudinal beam 1, part of the force is transmitted to the upper side beam 11 through the front fixed box 9, and then transmitted to the A-pillar of the car through the upper side beam 11, and then transmitted backward through the A-pillar of the car; another part of the force is transmitted to the front subframe 10 through the front fixed box 9.

[0033] By linking the main anti-collision beam 2, the secondary anti-collision beam 3, the front longitudinal beam 1, the upper side beam 11, and the front subframe 10, the three main force transmission paths are optimized to achieve multi-path energy absorption transfer during the collision process, thereby reducing the collision load on the passenger compartment and improving the overall frontal collision performance of the vehicle.

[0034] The arrangement of the secondary anti-collision beam, the secondary energy absorbing box 6 and the front fixed box 9 effectively improves the 25% offset collision performance of the vehicle front.

[0035] The front anti-collision structure of the vehicle has lower cost, less impact on the vehicle weight, and more effective use of the front cabin space, so that the vehicle meets the C-NCAP five-star and C-IASI five-star collision requirements.

[0036] By testing a certain optimized vehicle model, the body acceleration of the whole vehicle collision (MPDB) was reduced by 10.2 g compared with the Base, and the compatibility penalty was reduced by 2.4 points. While reducing the aggressiveness to barrier vehicles, it also improved its own safety performance.

[0037] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the drawings. Any changes made according to the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the description and drawings, should be within the protection scope of the present invention.

Claims

1. A front anti-collision structure for an automobile, comprising a main anti-collision beam (2), characterized in that: A main energy absorption box (5) is fixedly provided at each end of the main anti-collision beam (2), and the two main energy absorption boxes (5) are fixedly connected to the ends of the two front longitudinal beams (1), respectively. A secondary anti-collision beam (3) is provided at the bottom of the main anti-collision beam (2), and a secondary energy absorption box (6) is fixedly provided at each end of the secondary anti-collision beam (3), and the two secondary energy absorption boxes (6) are fixedly connected to the front subframe (10).

2. The automobile front anti-collision structure according to claim 1, characterized in that: One end of the main energy absorption box (5) is fixedly connected to the main anti-collision beam (2) by welding, and the other end of the main energy absorption box (5) is fixedly connected to a main energy absorption box fixing plate (8) by welding.

3. The automobile front anti-collision structure according to claim 2, characterized in that: The end of the front longitudinal beam (1) is fixedly connected to a mounting plate (14) by welding, and the main energy absorption box fixing plate (8) is fixedly connected to the mounting plate (14) by a bolt assembly.

4. The automobile front anti-collision structure according to claim 3, characterized in that: The front longitudinal beam (1) is connected to the lower cross beam (12) of the front wall panel via a longitudinal beam connecting plate (13).

5. The automobile front anti-collision structure according to claim 3, characterized in that: One end of the secondary energy absorption box (6) is fixedly connected to the secondary anti-collision beam (3) by welding, the other end of the secondary energy absorption box (6) is fixedly connected to the secondary energy absorption box fixing plate (7) by welding, and the secondary energy absorption box fixing plate (7) is fixedly connected to the main energy absorption box fixing plate (8) by welding.

6. The automobile front anti-collision structure according to claim 5, characterized in that: The end of the front auxiliary frame (10) is fixedly connected to a reinforcing cross beam (15) by welding, and the two auxiliary energy absorption boxes (6) are fixedly connected to the reinforcing cross beam (15) by a bolt assembly.

7. The automobile front anti-collision structure according to claim 1, characterized in that: A front fixing box (9) is fixedly provided at the connection position between the front subframe (10) and the auxiliary energy absorption box (6); the lower end of the front fixing box (9) is fixedly connected to the front subframe (10) by bolts, the upper end of the front fixing box (9) is fixedly connected to the upper side beam (11) by welding, and the side surface of the front fixing box (9) is fixedly connected to the side surface of the front longitudinal beam (1) by welding.

8. The automobile front anti-collision structure according to claim 1, characterized in that: The two ends of the main anti-collision beam (2) are respectively connected to the two ends of the auxiliary anti-collision beam (3) via main and auxiliary anti-collision beam connecting brackets (4).

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