Commercial vehicle front energy absorption structure, frame and vehicle

Abstract

The present application relates to a commercial vehicle front wall energy absorption structure, a vehicle frame, and a vehicle, comprising: a front wall body, the front wall body including a front wall panel and a front wall beam mounted on the front wall panel, the front wall beam and the front wall panel forming a front wall reinforcement cavity, a floor longitudinal beam mounting position being provided on a side of the front wall panel away from the front wall panel; a portion of the front wall beam protruding toward the side away from the front wall panel, thereby forming a first partially raised cavity within the front wall reinforcement cavity; and a first energy absorption mechanism, the first energy absorption mechanism being located in the first partially raised cavity and fixed between the front wall panel and the floor longitudinal beam mounting position. By forming the first partially raised cavity within the front wall reinforcement cavity, the first partially raised cavity is impacted first in the event of a vehicle collision. The first energy absorption mechanism, mounted within the first partially raised cavity, absorbs a portion of the impact energy after the vehicle collision and then moves to contact the floor longitudinal beam to transmit force, thereby improving the passive safety of the commercial vehicle.

Description

Technical Field

[0001] The present application relates to the field of commercial vehicles, and in particular to a commercial vehicle front energy absorption structure, a frame and a vehicle. Background Art

[0002] In order to improve the passive safety of commercial vehicles, a reinforcement structure is usually added to the front of the commercial vehicle body-in-white. In related technologies, the front of the commercial vehicle body-in-white is reinforced with inner and outer panels. The overall front strength is enhanced by setting an inner reinforcement plate. However, the inner reinforcement plate has a huge size. In order to improve the strength, multiple layers of parts are stacked with thick materials, which increases the weight significantly. If the weight increase is limited, the material grade can only be upgraded, and the production cost will increase dramatically, making it difficult to achieve a balance between lightweight and low cost. Summary of the Invention

[0003] The present application provides a commercial vehicle front panel energy absorption structure, frame and vehicle, which can solve the technical problem in the related art that the overall front panel strength is enhanced by setting an internal reinforcement plate, which increases the weight significantly. However, to limit the weight increase, the only way is to upgrade the material grade, which will increase the production cost sharply, making it difficult to achieve a balance between lightweight and low cost.

[0004] In a first aspect, an embodiment of the present application provides a front panel energy absorption structure for a commercial vehicle, comprising: a front panel body, the front panel body comprising a front panel baffle and a front panel beam mounted on the front panel baffle, the front panel beam and the front panel baffle forming a front panel reinforcement cavity, a floor longitudinal beam mounting position being provided on a side of the front panel baffle away from the front panel beam; a portion of the front panel beam protrudes toward a side away from the front panel baffle, so that a first local convex cavity is formed in the front panel reinforcement cavity; a first energy absorbing mechanism, the first energy absorbing mechanism is located in the first local convex cavity, and the first energy absorbing mechanism is fixed between the front panel beam and the floor longitudinal beam mounting position.

[0005] In combination with the first aspect, in one embodiment, the first energy absorbing mechanism includes a multi-cellular aluminum alloy structure, one side of the multi-cellular aluminum alloy structure is fixed to the front dash panel, and the other side is fixed to the front dash beam.

[0006] In combination with the first aspect, in one embodiment, the multi-cellular aluminum alloy structure includes an aluminum alloy frame, the aluminum alloy frame forms an energy absorption cavity, and a plurality of partition baffles are fixed to the inner side wall of the aluminum alloy frame, and the plurality of partition baffles divide the energy absorption cavity into a plurality of cavities.

[0007] In combination with the first aspect, in one embodiment, a plurality of reinforcing plates are fixed to the circumference of the aluminum alloy frame, and the plurality of reinforcing plates are arranged on opposite sides of the aluminum alloy frame.

[0008] In combination with the first aspect, in one embodiment, the front panel beam includes: a front panel upper cross beam, which is installed on the front panel baffle; two groups of front panel reinforcement beams, both groups of the front panel reinforcement beams are installed on the front panel baffle, one end of each of the front panel reinforcement beams is fixed to the front panel upper cross beam, and the two groups of the front panel reinforcement beams are bent and extended downward and away from each other from the connection point of the front panel upper cross beam; a front panel lower cross beam, which is installed on the front panel baffle, the extension direction of the front panel lower cross beam is parallel to the extension direction of the front panel upper cross beam, and both ends of the front panel lower cross beam are fixed to different front panel reinforcement beams.

[0009] In combination with the first aspect, in one embodiment, each group of the front panel reinforcement beams includes: a front panel longitudinal beam, the extension direction of the front panel longitudinal beam is perpendicular to the front panel upper cross beam, and the two ends of the front panel longitudinal beam are respectively fixed to the front panel upper cross beam and the front panel lower cross beam, and the two ends of the front panel lower cross beam are respectively fixed to the front panel longitudinal beams of different groups; a suspension mounting beam, one end of the suspension mounting beam is fixed to the front panel longitudinal beam, and the other end is bent and extended toward a side away from the front panel longitudinal beam, the front panel longitudinal beam and the suspension mounting beam are both installed on the front panel baffle, and the first local protrusion cavity is provided at one end of the suspension mounting beam close to the front panel lower cross beam.

[0010] In combination with the first aspect, in one embodiment, an armrest mounting position is provided on the side of the front panel upper cross beam close to the front panel longitudinal beam, a second local raised cavity is provided in the front panel upper cross beam at the armrest mounting position, and a second energy absorption mechanism is fixed in the second local raised cavity.

[0011] In combination with the first aspect, in one embodiment, the front lower cross beam includes a connecting section and fixed sections connected to both ends of the connecting section, the connecting section is installed on the front dash panel, and the fixed section is fixed to a side of the front longitudinal beam away from the front dash panel.

[0012] In a second aspect, an embodiment of the present application provides a vehicle frame, which includes the commercial vehicle front energy absorption structure as described above, and the vehicle frame further includes: a floor longitudinal beam, the floor longitudinal beam is connected to the front panel, and the floor longitudinal beam is opposite to the first energy absorption mechanism.

[0013] In a third aspect, an embodiment of the present application provides a vehicle comprising the commercial vehicle front energy absorption structure as described above.

[0014] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0015] By enclosing a front panel reinforcement cavity with the front panel beam and the front panel baffle, and forming a first local raised cavity in the front panel reinforcement cavity, the first local raised cavity can be hit first when the vehicle collides. The first energy-absorbing mechanism installed in the first local raised cavity can absorb part of the impact energy after the vehicle collides, and can then move to contact the floor longitudinal beam to achieve force transmission, thereby improving the passive safety of commercial vehicles and solving the technical problem of finding a balance between lightweight and low cost in related technologies. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0017] Figure 1 A schematic diagram of the connection structure between the front wall body and the floor longitudinal beam provided in an embodiment of the present application;

[0018] Figure 2 for Figure 1 Schematic diagram of the internal structure at A in the middle;

[0019] Figure 3 A schematic diagram of the main structure of the front enclosure provided in an embodiment of the present application;

[0020] Figure 4 A schematic diagram of the connection structure between the first energy absorbing mechanism and the front dash panel provided in an embodiment of the present application;

[0021] Figure 5 for Figure 4 Enlarged view of point B in the middle;

[0022] Figure 6 A cross-sectional view of a first energy absorbing mechanism provided in an embodiment of the present application installed in a first local protruding cavity;

[0023] Figure 7 Schematic diagram of the main structure of the multi-cell aluminum alloy structure provided in the embodiment of the present application

[0024] Figure 8 A schematic diagram of the three-dimensional structure of the multi-cellular aluminum alloy structure provided in an embodiment of the present application.

[0025] In the picture:

[0026] 1. Front panel; 11. Front panel baffle; 111. Floor longitudinal beam mounting position; 12. Front panel beam; 121. First partial raised cavity; 122. Front panel upper crossbeam; 1221. Handrail mounting position; 123. Front panel reinforcement beam; 1231. Front panel longitudinal beam; 1232. Suspension mounting beam; 124. Front panel lower crossbeam;

[0027] 2. First energy absorption mechanism; 21. Multi-cell aluminum alloy structure; 211. Aluminum alloy frame; 212. Separation baffle;

[0028] 3. Floor longitudinal beams;

[0029] 4. Front suspension. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0031] An embodiment of the present application provides an energy-absorbing structure for the front panel of a commercial vehicle, which can solve the technical problem in the related art that the overall front panel strength is enhanced by setting an inner reinforcement plate, which increases the weight significantly. However, to limit the weight increase, the only way is to upgrade the material grade, which will increase the production cost dramatically, making it difficult to achieve a balance between lightweight and low cost.

[0032] See also Figure 1 and Figure 6 FIG. 1 shows a commercial vehicle front wall energy absorption structure provided by an embodiment of the present application. The structure may include: a front wall body 1, comprising a front wall panel 11 and a front wall beam 12 mounted on the front wall panel 11. The front wall beam 12 and the front wall panel 11 define a front wall reinforcement cavity. A floor rail mounting position 111 is provided on the side of the front wall panel 11 away from the front wall beam 12. A portion of the front wall beam 12 protrudes toward the side away from the front wall panel 11, forming a first partially raised cavity 121 within the front wall reinforcement cavity. A first energy absorption mechanism 2 is located in the first partially raised cavity 121 and is fixed between the front wall beam 12 and the floor rail mounting position 111. The floor rail mounting position 111 may face the floor rail 3, and bolt holes may be provided in the floor rail mounting position 111 of the front wall panel 11 to enable bolt connection between the front wall panel 11 and the floor rail 3.

[0033] The embodiment of the present application forms a front panel reinforcement cavity by enclosing the front panel beam 12 and the front panel baffle 11, and forms a first local protruding cavity 121 in the front panel reinforcement cavity. The front panel beam 12 provided with the first local protruding cavity 121 can protrude a certain distance toward the front of the vehicle along the length direction of the vehicle, so that when the vehicle collides, the first local protruding cavity 121 in the front panel beam 12 can be hit first, and the first energy absorbing structure is installed in the first local protruding cavity 121. After being hit at this location, the first energy absorbing mechanism 2 can absorb part of the impact energy, and the front panel beam 12 near the first local protruding cavity 121 moves backward a certain distance relative to the bottom plate longitudinal beam after being hit, and the floor longitudinal beam 3 of the front panel baffle 11 is installed to contact the floor longitudinal beam 3, thereby realizing force transmission, improving the passive safety of commercial vehicles, and solving the technical problem that it is difficult to achieve a balance between lightweight and low cost in related technologies.

[0034] In some optional embodiments, see Figure 2 As shown, the first energy-absorbing mechanism 2 comprises a multi-cellular aluminum alloy structure 21, one side of which is fixed to the dash panel 11 and the other side to the dash beam 12. The multi-cellular aluminum alloy structure 21 can be extruded through an extrusion die and fixed within a first localized raised cavity 121, positioned directly opposite the floor rail 3. When the dash beam 12 collides, the multi-cellular aluminum alloy structure 21 is impacted, driving portions of the dash panel 11 into contact with the floor rail 3, allowing the impact force to be transferred. At this point, the multi-cellular aluminum alloy structure 21 absorbs the collision energy through the orderly telescoping deformation of its cells. This orderly telescoping deformation not only effectively mitigates the impact force during a collision but also converts the collision energy into mechanical energy, thereby reducing damage to the vehicle and passengers. Furthermore, aluminum alloy, as a lightweight material with low density and high strength, allows the multi-cellular aluminum alloy structure 21 to achieve efficient energy absorption while maintaining a low mass, effectively reducing the vehicle's curb weight and improving its fuel economy and handling performance.

[0035] In some optional embodiments, see Figure 7 and Figure 8As shown, the multicellular aluminum alloy structure 21 includes an aluminum alloy frame 211, which encloses an energy-absorbing cavity. Multiple partitioning baffles 212 are fixed to the inner sidewalls of the aluminum alloy frame 211. The multiple partitioning baffles 212 divide the energy-absorbing cavity into multiple cavities. The outer frame of the multicellular aluminum alloy structure 21 has parallel planes at both ends, and the planes of all partitioning baffles 212 are arranged to be perpendicular to the plane enclosed by the cross-section of the outer frame. In a collision, the multicellular aluminum alloy structure 21 can absorb a large amount of collision energy through the orderly deformation of its multiple internal cavities and partitioning baffles 212, thereby effectively reducing the impact on the vehicle and passengers. The partitioning baffles 212 not only act as a partition but also provide additional support for the entire structure during a collision, preventing the structure from rapidly collapsing due to excessive impact. The crashworthiness of the multicellular aluminum alloy structure 21 can be further improved through design optimization, such as adjusting the shape, size, and arrangement of the cells. In the embodiment of the present application, the energy absorption cavity can be enclosed into a structure with a cross section that is approximately rectangular. However, relative to the rectangle, the four corners of the rectangle are cut so that the cross section is enclosed into an octagon. The long side of the octagon corresponds to the long side of the rectangle, and the short side corresponds to the short side of the rectangle. The sides formed after cutting the four corners are regarded as the hypotenuse of the octagon. A partition baffle 212 is fixed correspondingly near the hypotenuse. The two partition baffles 212 are perpendicular to each other and fixed to each other. The end of the partition baffle 212 away from each other is fixed to the octagonal structure. Near the hypotenuse, the hypotenuse, the partition baffle 212, and part of the long side and part of the short side together form a cavity. The hypotenuse in the octagonal structure can better disperse stress when impacted, reducing the concentrated force on the corners of the structure, thereby enhancing the overall strength of the structure. The presence of the hypotenuse also makes the structure less likely to deform or break when impacted, improving its durability. Furthermore, the octagonal structure allows the energy-absorbing cavity to maintain a small volume while accommodating more partition baffles 212 and cavities, thereby improving space utilization. It should be understood that the aluminum alloy frame 211 and the partition baffles 212 of the multi-cellular aluminum alloy structure 21 can be integrally formed.

[0036] In some optional embodiments, multiple reinforcing plates are fixed to the circumference of the aluminum alloy frame 211, with the multiple reinforcing plates being disposed on opposite sides of the aluminum alloy frame 211. The multiple reinforcing plates are symmetrically arranged along the aluminum alloy frame 211 of the multi-cellular aluminum alloy structure 21, which can significantly enhance the structural stability of the aluminum alloy frame 211, allowing the first energy absorbing mechanism 2 to better maintain its shape when impacted, thereby more effectively absorbing and dissipating energy.

[0037] In some optional embodiments, the front panel beam 12 may include: a front panel upper cross beam 122, which is installed on the front panel baffle 11; two groups of front panel reinforcement beams 123, which are both installed on the front panel baffle 11, one end of each of the front panel reinforcement beams 123 is fixed to the front panel upper cross beam 122, and the two groups of front panel reinforcement beams 123 are bent and extended downward and away from each other from the connection point of the front panel upper cross beam 122; a front panel lower cross beam 124, which is installed on the front panel baffle 11, the extension direction of the front panel lower cross beam 124 is parallel to the extension direction of the front panel upper cross beam 122, and the two ends of the front panel lower cross beam 124 are fixed to different front panel reinforcement beams 123. It should be understood that the "downward" in the present embodiment can refer to the up-down direction of the vehicle. Furthermore, the dash upper cross member 122, dash reinforcement beam 123, and dash lower cross member 124 can each be drawn and subsequently welded together to form a dash reinforcement cavity with the dash panel 11. The dash panel 11 can be bolted or welded to the dash upper cross member 122, dash reinforcement beam 123, and dash lower cross member 124, respectively. The dash lower cross member 124 can be fixed at each end to a different dash reinforcement beam 123, effectively achieving force transmission between the beams. In the present embodiment, the provision of the dash upper cross member 122, dash reinforcement beam 123, and dash lower cross member 124 enhances the overall rigidity of the dash beam 12, providing greater support.

[0038] In some optional embodiments, see Figure 4 and Figure 5As shown, each group of the front wall reinforcement beams 123 may include: a front wall longitudinal beam 1231, the extension direction of the front wall longitudinal beam 1231 is perpendicular to the front wall upper cross beam 122, and the two ends of the front wall longitudinal beam 1231 are respectively fixed to the front wall upper cross beam 122 and the front wall lower cross beam 124, and the two ends of the front wall lower cross beam 124 are respectively fixed to the front wall longitudinal beams 1231 of different groups; a suspension mounting beam 1232, one end of the suspension mounting beam 1232 is fixed to the front wall longitudinal beam 1231, and the other end is bent and extended toward a side away from the front wall longitudinal beam 1231, the front wall longitudinal beam 1231 and the suspension mounting beam 1232 are both installed on the front wall baffle 11, and the first local protrusion cavity 121 is provided at one end of the suspension mounting beam 1232 close to the front wall lower cross beam 124. In this embodiment, the suspension mounting beams 1232 in the two sets of front dash reinforcement beams 123 bend and extend in directions away from each other, and are symmetrically arranged along the central axis of the front dash upper cross member 122. In this embodiment, two front dash longitudinal beams 1231 and two suspension mounting beams 1232 are provided. These symmetrical arrangements along the central axis of the front dash upper cross member 122 ensure that, after an impact, force is more evenly transferred to the dash body 1 and the rest of the vehicle structure, further enhancing the overall support performance of the dash body 1. The ends of the dash longitudinal beams 1231 can be welded to the dash upper cross member 122 and the dash lower cross member 124, respectively, and the dash longitudinal beams 1231 are perpendicular to the dash upper cross member 122 and the dash lower cross member 124, respectively. One end of the suspension mounting beam 1232 can be fixed to the front wall lower cross beam 124, and the suspension mounting beam and the front wall longitudinal beam 1231 are drawn and formed as one piece.

[0039] In some optional embodiments, see Figure 3As shown, an armrest mounting position 1221 is provided on the side of the front dash upper crossbeam 122 near the front dash longitudinal beam 1231. A second partially raised cavity is provided within the front dash upper crossbeam 122 at the armrest mounting position 1221, and a second energy-absorbing mechanism is fixed within the second partially raised cavity. The second partially raised cavity may also protrude a certain distance along the length of the vehicle toward the front of the vehicle. Providing the second partially raised cavity at the armrest mounting position provides a convenient gripping point for the driver when wiping the front windshield. Furthermore, when the vehicle is impacted, the armrest mounting position 1221 corresponding to the second partially raised cavity is impacted first, allowing the second energy-absorbing mechanism fixed within the second partially raised cavity to quickly take effect, absorbing some of the impact energy, reducing damage to the vehicle and passengers, and improving the vehicle's overall safety performance. In the embodiment of the present application, considering the actual vehicle collision situation, the armrest mounting area of ​​the front upper cross member 122 requires reinforcement due to the protruding structure that contacts the colliding object. The subsequent collision contact is with the suspension mounting area, which is responsible for transmitting the collision force from the front to the floor longitudinal beam 3. It should be understood that both sides of the front body 1 can be connected to the vehicle side, so that the force applied to the front body 1 during a collision can be transmitted to the side structure, further achieving force transmission. Preferably, the second energy absorbing mechanism can have the same structure as the first energy absorbing mechanism 2, with its ends respectively fixed to the inner side wall of the front upper cross member 122 and the front fender 11. The first and second energy absorbing mechanisms can be double-hat polygonal aluminum alloy profiles, providing energy absorption and force guidance at key collision locations, thereby ensuring vehicle body safety while achieving lightweight and low cost.

[0040] Preferably, the dash panel 11 can be constructed of D170Y with a thickness of 1.2mm. 1300 MPa hot-formed steel with a thickness of 1.2mm can be used at the armrest mounting location 1221, and D170Y with a thickness of 1.2mm can be used at the suspension mounting beam 1232. Both locations are constructed of a multi-cellular aluminum alloy profile with a depth of 40mm, a width of 200mm, and a thickness of 1.5mm. In this embodiment, different profiles are used for the dash panel, armrest mounting location, and suspension mounting beam, each with a different energy absorption capacity. In this case, the energy absorption capacity of the commercial vehicle dash panel can be modified by maintaining the same external boundaries but different internal structures.

[0041] In some optional embodiments, the first energy-absorbing mechanism 2 is welded within the first localized raised cavity 121 using a low-energy welding method, and the second energy-absorbing mechanism is welded within the second localized raised cavity using a low-energy welding method. This allows for controlled penetration during welding, achieving spatter-free droplet transfer and a good metallurgical connection. The low-energy welding method coordinates wire feeding with droplet transfer. When a short circuit occurs, the wire feeder retracts the wire, breaking the liquid bridge between the wire and the droplet at a low current, resulting in spatter-free droplet transfer.

[0042] In some optional embodiments, the end of the front wall longitudinal beam 1231 close to the armrest mounting position 1221 is mounted in the middle of the front wall upper cross beam 122. In other words, the armrest mounting positions 1221 are all away from the ends of the front wall upper cross beam 122. The middle here can refer to any position except the ends of the front wall upper cross beam 122. In the embodiment of the present application, the two armrest mounting positions 1221 can be respectively set at 2 / 5 and 4 / 5 of the front wall upper cross beam 122. It should be understood that the armrest mounting position 1221 can be used to install the vehicle armrest. The first priority of the armrest installation position is still ergonomics. The two armrests and the protective step under the bumper form a Y shape. In addition, where the armrest is set, the opening angle that people can hold comfortably should also be considered. The mounting points at both ends of the armrest are distributed on both sides of the front vertical beam, so that the force can be evenly distributed to the front longitudinal beam 1231, so as to effectively and quickly transmit the force to the side of the vehicle body and other beams of the front beam through the front upper cross beam 122.

[0043] In some optional embodiments, the dash lower cross member 124 includes a connecting section and fixing sections connected to both ends of the connecting section. The connecting section is mounted on the dash panel 11, and the fixing section is fixed to a side of the dash longitudinal member 1231 away from the dash panel 11. Preferably, the length of the fixing section along the height direction of the vehicle is greater than that of the connecting section, so that the fixing section can have a larger contact and fixing area with the dash longitudinal member 1231, thereby enhancing the installation stability of the dash lower cross member 124 and the dash longitudinal member 1231.

[0044] The present application also provides a vehicle frame that can include the aforementioned commercial vehicle dash energy absorption structure. The frame also includes a floor rail 3 connected to the dash panel 11, with the floor rail 3 facing the first energy absorption mechanism 2. The dash panel 11 may have a flat surface at a floor rail mounting location 111, with an inclination angle between the flat surface and the floor rail 3. This inclination angle creates a certain space between the floor rail 3 and the dash panel 11 for avoidance. Other locations on the dash panel 11 may also be perpendicular to the floor rail 3. Preferably, the dash panel 11 is divided into an inclined panel and a straight panel along the vertical direction of the vehicle. The panel below the floor rail mounting position 111 is a straight panel, perpendicular to the floor rail 3. The panel above the floor rail mounting position 111 is an inclined panel, with its panel surface angled relative to the floor rail 3. It should be understood that the floor rail 3 is horizontally disposed. After the dash panel body 1 is impacted, it can move toward the side closest to the floor rail 3. When the inclined panel contacts the floor rail 3, it can also be perpendicular to the floor rail 3, effectively absorbing the impact. Furthermore, the angled relationship between the floor rail 3 and the dash panel body 1 enhances the vehicle's aesthetics. Since the front overhang 4 mounted below the dash panel body 1 needs to be concealed within the cab's front hood, this arrangement effectively prevents the front overhang 4 from protruding.

[0045] An embodiment of the present application further provides a vehicle, characterized in that it includes the above-mentioned commercial vehicle front energy absorption structure. The vehicle also includes the commercial vehicle front energy absorption structure in any of the above-mentioned embodiments, which will not be repeated here.

[0046] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0047] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0048] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A commercial vehicle front wall energy absorption structure, characterized in that: It includes: A front wall body (1), the front wall body (1) comprising a front wall baffle (11) and a front wall beam (12) mounted on the front wall baffle (11), the front wall beam (12) and the front wall baffle (11) forming a front wall reinforcement cavity, and a floor longitudinal beam (3) mounting position (111) is provided on a side of the front wall baffle (11) away from the front wall beam (12); A portion of the front wall beam (12) protrudes toward a side away from the front wall baffle (11), so that a first local protruding cavity (121) is formed in the front wall reinforcement cavity; A first energy absorbing mechanism (2) is located in the first local protruding cavity (121), and the first energy absorbing mechanism (2) is fixed between the front enclosure beam (12) and the floor longitudinal beam (3) mounting position (111).

2. The commercial vehicle front wall energy absorption structure according to claim 1, characterized in that: The first energy absorbing mechanism (2) comprises a multi-cellular aluminum alloy structure (21), one side of the multi-cellular aluminum alloy structure (21) is fixed to the front dash panel (11), and the other side is fixed to the front dash beam (12).

3. The commercial vehicle front wall energy absorption structure according to claim 2, characterized in that: The multi-cellular aluminum alloy structure (21) comprises an aluminum alloy frame (211), the aluminum alloy frame (211) enclosing an energy absorption cavity, a plurality of partition baffles (212) being fixed to the inner side wall of the aluminum alloy frame (211), and the plurality of partition baffles (212) dividing the energy absorption cavity into a plurality of package cavities.

4. The commercial vehicle front wall energy absorption structure according to claim 3, characterized in that: A plurality of reinforcing plates are fixed to the peripheral side of the aluminum alloy frame (211), and the plurality of reinforcing plates are arranged on two opposite sides of the aluminum alloy frame (211).

5. The commercial vehicle front wall energy absorption structure according to claim 1, characterized in that: The front wall beam (12) comprises: A front dash upper crossbeam (122), the front dash upper crossbeam (122) being mounted on the front dash panel (11); Two groups of front wall reinforcement beams (123), both groups of the front wall reinforcement beams (123) are installed on the front wall baffle (11), one end of each of the front wall reinforcement beams (123) is fixed to the front wall upper cross beam (122), and the two groups of the front wall reinforcement beams (123) are bent and extended downwardly and in directions away from each other from the connection point of the front wall upper cross beam (122); A front wall lower cross beam (124) is installed on the front wall baffle (11), the extension direction of the front wall lower cross beam (124) is parallel to the extension direction of the front wall upper cross beam (122), and both ends of the front wall lower cross beam (124) are fixed to different front wall reinforcement beams (123).

6. The commercial vehicle front wall energy absorption structure according to claim 5, characterized in that: Each group of the front wall reinforcement beams (123) includes: A front wall longitudinal beam (1231), wherein the extension direction of the front wall longitudinal beam (1231) is perpendicular to the front wall upper cross beam (122), and the two ends of the front wall longitudinal beam (1231) are respectively fixed to the front wall upper cross beam (122) and the front wall lower cross beam (124), and the two ends of the front wall lower cross beam (124) are respectively fixed to different groups of the front wall longitudinal beams (1231); A suspension mounting beam (1232), one end of the suspension mounting beam (1232) is fixed to the front wall longitudinal beam (1231), and the other end is bent and extended toward a side away from the front wall longitudinal beam (1231), the front wall longitudinal beam (1231) and the suspension mounting beam (1232) are both installed on the front wall baffle (11), and the first local protrusion cavity (121) is provided at one end of the suspension mounting beam (1232) close to the front wall lower cross beam (124).

7. The commercial vehicle front wall energy absorbing structure according to claim 6, characterized in that: An armrest mounting position (1221) is provided on one side of the front enclosure upper crossbeam (122) close to the front enclosure longitudinal beam (1231), a second local protruding cavity is provided in the front enclosure upper crossbeam (122) at the armrest mounting position (1221), and a second energy absorbing mechanism is fixed in the second local protruding cavity.

8. The commercial vehicle front wall energy absorbing structure according to claim 6, characterized in that: The front lower cross beam (124) comprises a connecting section and fixed sections connected to both ends of the connecting section, the connecting section is mounted on the front baffle (11), and the fixed section is fixed to a side of the front longitudinal beam (1231) away from the front baffle (11).

9. A vehicle frame, characterized in that: It comprises the commercial vehicle front energy absorption structure according to any one of claims 1 to 8, and the frame further comprises: A floor longitudinal beam (3), wherein the floor longitudinal beam (3) is connected to the front baffle (11), and the floor longitudinal beam (3) faces the first energy absorbing mechanism (2).

10. A vehicle, characterized in that: The commercial vehicle front wall energy absorption structure comprises the commercial vehicle front wall energy absorption structure according to any one of claims 1 to 8.

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