Collision energy absorption structure and vehicle
By designing a collision energy-absorbing structure including a front subframe, a longitudinal beam and an upper beam, and designing a specific connection and a collision part, the problem of poor safety of the vehicle collision energy-absorbing structure in the prior art is solved. Achieve higher structural strength and driver protection effects.
Patent Information
- Application Number
- CN202310996123.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-08-08
- Publication Date
- 2025-02-18
AI Technical Summary
The collision energy-absorbing structure of existing vehicles is poor in the SOB small bias collision test, and cannot effectively resist the invasion of SOB barriers, and it is difficult to provide lateral transmission for the vehicle, resulting in a threat to the driver's safety.
A collision energy-absorbing structure including a front subframe, a longitudinal beam and an upper beam is designed. By the arrangement of the first connecting part and the second connecting part, the upper beam and the front subframe and the longitudinal beam are ensured to be reliablely connected, and The first collision part of the longitudinal beam and the upper beam cause direct collision with the SOB barrier, thereby improving structural strength and stability.
The structural strength of the collision energy-absorbing structure and the SOB barrier is improved, and the stability, reliability and safety in collision are enhanced, ensuring that the vehicle can more effectively protect the driver in the SOB small bias collision test.
Smart Images
Figure CN119459885A_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to the technical field of vehicle collision energy absorption, and in particular to a collision energy absorption structure and a vehicle. Background Art
[0002] The C-IASI SOB small offset collision test is one of the important tests that can test the safety of vehicles. This test mainly tests the safety of the collision energy absorption structure and the vehicle body by placing a SOB barrier just in front of the 25% offset area on the main driver's side and making the vehicle collide with the SOB barrier when traveling toward it. At present, the collision energy absorption structure of the vehicle often only has part of the structure of the upper side beam directly colliding with the SOB barrier. The front subframe and the longitudinal beam are offset from the SOB barrier in the direction of vehicle travel. Therefore, the two can only provide direct or indirect support to the upper side beam and do not directly collide with the SOB barrier. In addition, the connection between the upper side beam and the front subframe has a simple structure, and the upper side beam is prone to disintegration and separation when colliding with the SOB barrier. This collision energy absorption structure has poor safety. It is difficult to resist the invasion of the SOB barrier, and it is difficult to provide lateral force transmission for the vehicle, so that the SOB barrier can avoid the driver in time. Summary of the invention
[0003] In order to solve the above technical problems, the present disclosure provides a collision energy absorbing structure and a vehicle.
[0004] In a first aspect, the present disclosure provides a collision energy absorbing structure, comprising: a front subframe, a longitudinal beam, and an upper side beam;
[0005] The upper side rail comprises a first connection portion and a second connection portion, wherein the first connection portion and the second connection portion are respectively connected to the front subframe and the longitudinal beam;
[0006] The end of the longitudinal beam located at the front of the vehicle is provided with a first collision portion extending in the width direction of the vehicle body, and the first collision portion overlaps with at least a portion of the upper side beam in the width direction of the vehicle body.
[0007] Optionally, an open structure is provided at the end of the longitudinal beam at the front of the vehicle, the open structure expands along the width direction of the vehicle body, and the portion where the open structure overlaps with the upper side beam forms the first collision portion.
[0008] Optionally, the longitudinal beam includes an inner panel and an outer panel, the outer panel is located at the end of the front of the vehicle and is bent along the width direction of the vehicle body to form a bent portion, the bent portion cooperates with the inner panel to form the open structure, and the portion where the bent portion overlaps with the upper side beam in the width direction of the vehicle body forms the first collision portion.
[0009] Optionally, the top surface and the bottom surface of the bending portion are both provided with connecting side walls, and the connecting side walls extend along the width direction of the vehicle body and are connected to the inner side panel.
[0010] Optionally, the second connecting portion includes a recessed portion, the recessed portion matches the shape of the bent portion, and is concave-convexly matched with the bent portion.
[0011] Optionally, the bending portion smoothly transitions to the body of the outer plate through a rounded structure.
[0012] Optionally, the bending portion is provided with reinforcing ribs extending along the length direction of the vehicle body.
[0013] Optionally, an end plate is provided at the end of the longitudinal beam located at the front of the vehicle, the plane where the end plate is located is perpendicular to the extension direction of the longitudinal beam, and at least a portion of the end plate is connected to the upper side beam.
[0014] Optionally, the longitudinal beam further includes a reinforcing plate, and the reinforcing plate is arranged between the inner plate and the outer plate along the extension direction of the longitudinal beam.
[0015] Optionally, a connection between the front subframe and the first connection portion extends along the width direction of the vehicle body and forms a second collision portion, and the second collision portion overlaps with at least a portion of the upper side beam in the width direction of the vehicle body.
[0016] Optionally, a mounting frame is also included, and the mounting frame is respectively connected to the front subframe, the longitudinal beam and the upper side beam.
[0017] Optionally, a plurality of connecting sleeves are arranged on the inner panel and the outer panel along the width direction of the vehicle body, each of the connecting sleeves is connected to the mounting frame, and at least one of the connecting sleeves is connected to the first collision portion; the front subframe is provided with connecting bolts corresponding one-to-one to the connecting sleeves, and the connecting bolts are threadedly matched with the connecting sleeves.
[0018] Optionally, a connecting frame connected to the connecting sleeve is provided on the mounting frame, and at least one connecting surface that contacts and cooperates with the connecting sleeve is formed on the connecting frame.
[0019] In a second aspect, the present disclosure provides a vehicle utilizing the collision energy absorbing structure as described above.
[0020] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:
[0021] The collision energy absorbing structure provided by the present invention ensures that the upper side beam can be reliably connected to the front subframe and the longitudinal beam through the arrangement of the first connecting part and the second connecting part. When the upper side beam is hit, it can ensure that the connection point of the upper side beam here forms a redundant arrangement, thereby improving the reliability of the vehicle body and the safety of the vehicle. The longitudinal beam can collide head-on with the SOB barrier together with the upper side beam in the SOB small offset collision test through the first collision part extending in the width direction of the vehicle body, that is, the structural strength of the area where the collision energy absorbing structure faces the SOB barrier is improved; and the stability, reliability and safety of the collision energy absorbing structure when colliding with the SOB barrier are improved. BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.
[0024] Figure 1 An exploded view of the collision energy absorbing structure according to an embodiment of the present disclosure;
[0025] Figure 2 This is a schematic diagram of the structure in which the end plate is removed from the front side of the collision energy absorbing structure according to an embodiment of the present disclosure;
[0026] Figure 3 It is a structural schematic diagram of the front side of the collision energy absorption structure according to an embodiment of the present disclosure;
[0027] Figure 4 It is a structural schematic diagram of the rear side of the collision energy absorption structure according to an embodiment of the present disclosure;
[0028] Figure 5 A bottom view of the collision energy absorbing structure according to an embodiment of the present disclosure;
[0029] Figure 6 A top view of the collision energy absorbing structure according to an embodiment of the present disclosure;
[0030] Figure 7 It is a front view of the collision energy absorbing structure according to an embodiment of the present disclosure;
[0031] Figure 8 It is a structural schematic diagram of a longitudinal beam and a connecting sleeve in a collision energy absorption structure according to an embodiment of the present disclosure;
[0032] Fig. 9It is a schematic structural diagram of a mounting frame in the collision energy absorption structure described in an embodiment of the present disclosure.
[0033] Among them, 1. front subframe; 11. second collision part; 2. longitudinal beam; 21. first collision part; 22. inner plate; 23. outer plate; 231. bending part; 232. connecting side wall; 233. reinforcing rib; 24. end plate; 25. reinforcing plate; 3. upper side beam; 31. recessed part; 4. mounting frame; 41. connecting frame; 51. connecting sleeve; 52. connecting bolt. DETAILED DESCRIPTION
[0034] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.
[0035] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.
[0036] Based on this, this embodiment provides a collision energy absorption structure and a vehicle. Through the arrangement of the first connection part and the second connection part, it is ensured that the upper side beam can be reliably connected with the front subframe and the longitudinal beam. When the upper side beam is hit, it can ensure that the connection point of the upper side beam here forms a redundant arrangement, thereby improving the reliability of the vehicle body and the safety of the vehicle. The longitudinal beam can form a first collision part extending in the width direction of the vehicle body, so that in the SOB small offset collision test, it can collide head-on with the SOB barrier together with the upper side beam, that is, it improves the structural strength of the area directly facing the SOB barrier of the collision energy absorption structure; it improves the stability, reliability and safety of the collision energy absorption structure when it collides with the SOB barrier. The following is a detailed description of this through specific embodiments:
[0037] Reference Figures 1 to 8 As shown, a collision energy absorption structure provided in this embodiment includes: a front subframe 1, a longitudinal beam 2 and an upper side beam 3; the upper side beam 3 includes a first connecting portion and a second connecting portion, and the first connecting portion and the second connecting portion are respectively connected to the front subframe 1 and the longitudinal beam 2; the end of the longitudinal beam 2 located at the front of the vehicle is provided with a first collision portion 21 extending along the width direction of the vehicle body, and the first collision portion 21 overlaps with at least a portion of the upper side beam 3 in the width direction of the vehicle body.
[0038] Among them, through the arrangement of the first connecting portion and the second connecting portion, it is ensured that the upper side beam 3 can be reliably connected to the front subframe 1 and the longitudinal beam 2. When the upper side beam 3 is hit, it can be ensured that the connection point of the upper side beam 3 here forms a redundant arrangement, thereby improving the reliability of the vehicle body and the safety of the vehicle; the longitudinal beam 2 can form a first collision portion 21 extending in the width direction of the vehicle body, so that in the SOB small offset collision test, the longitudinal beam 2 can collide head-on with the SOB barrier together with the upper side beam 3, that is, the structural strength of the area where the collision energy absorbing structure faces the SOB barrier is improved; and the stability, reliability and safety of the collision energy absorbing structure when colliding with the SOB barrier are improved.
[0039] In some embodiments, an open structure is provided at the end of the longitudinal beam 2 located at the front of the vehicle, the open structure expands in the direction of the width of the vehicle body, and the portion where the open structure overlaps with the upper side beam 3 forms a first collision portion 21; it should be understood that the end of the longitudinal beam 2 located on one side of the front of the vehicle is expanded laterally in the direction of the width of the vehicle body to form an open structure, and the portion where the open structure overlaps with the upper side beam 3, that is, the portion that overlaps with the SOB barrier collision area, forms the first collision portion 21.
[0040] Continue to refer to Figure 1 and Figure 2 As shown, the longitudinal beam 2 includes an inner plate 22 and an outer plate 23, the end of the outer plate 23 located at the front of the vehicle is bent along the width direction of the vehicle body to form a bent portion 231, the bent portion 231 cooperates with the inner plate 22 to form an open structure, and the portion of the bent portion 231 overlapping with the upper side beam 3 in the width direction of the vehicle body forms a first collision portion 21; it should be understood that the longitudinal beam 2 is formed by surrounding the inner plate 22 and the outer plate 23 of two plate-like structures, wherein the outer plate 23 on the side away from the vehicle axis, that is, the outer plate 23 on the side close to the SOB barrier, can be bent outward at its end located at the front of the vehicle to form a first collision portion 21 for colliding with the SOB barrier; it should be noted that a collision block can also be directly welded to the outer plate 23 on the side of the outer plate 23 facing the SOB barrier for colliding with the SOB barrier to improve the strength of the collision energy absorption structure, as long as the strength of the longitudinal beam 2 itself in the vehicle length direction can be used to carry out the SOB small offset collision test.
[0041] Continue to refer to Figure 1 and Figure 2As shown, the top and bottom surfaces of the bending portion 231 are provided with connecting side walls 232, which extend in the width direction of the vehicle body and are connected to the inner panel 22, and the connecting side walls 232 are horizontally extending transverse plate structures, which are used to connect the bending portion 231 and the inner panel 22, thereby improving the strength of the bending portion 231 in the width direction of the vehicle body; it should be understood that since the bending portion 231 is formed by bending the end of the outer panel 23 located at the front of the vehicle toward the side away from the inner panel 22, the bending portion 231 will be separated from the inner panel 22, thereby failing to obtain support force in the width direction of the vehicle body; the connecting side walls 232 can re-establish the lateral connection between the outer panel 23 and the inner panel 22 at the end located at the front of the vehicle.
[0042] Continue to refer to Figure 1 As shown, the second connecting portion includes a recessed portion 31, which matches the shape of the bent portion 231 and is concave-convexly matched with the bent portion 231; wherein the recessed portion 31 forms a concave groove, and the bent portion 231 and the connecting side walls 232 on both sides of the bent portion 231 form a convex structure that is concave-convexly matched with the concave groove; the recessed portion 31 can be connected to the bent portion 231 and the connecting side walls 232 on both sides thereof by welding or other fixed connection methods; thereby further increasing the connection area between the upper side beam 3 and the longitudinal beam 2, and further improving the connection strength and connection stability between the two; and at the same time, it can also improve the NVH performance of the collision energy absorption structure.
[0043] In some embodiments, the bending portion 231 has a smooth transition with the main body of the outer panel 23 through a rounded structure; it should be understood that the end of the bending portion 231 close to the front of the vehicle extends along the length direction of the vehicle body, that is, the end face of the bending portion 231 can collide head-on with the SOB barrier, and the bending portion 231 of such a shape can increase the strength of the first collision portion 21 in the collision direction with the SOB barrier; through the setting of the rounded structure, it can guide the outer panel 23 to bend and deform during the MPDB working condition collision process, wherein the radius of the rounded structure can be between 50-100mm, which can not only ensure the collision strength of the first collision portion 21, but also guide the connection between the bending portion 231 and the main body of the outer panel 23 to bend along the set direction when a collision occurs, thereby forming a continuous buffering effect.
[0044] Continue to refer to Figure 1 and Figure 2 As shown, the bending portion 231 is provided with a reinforcing rib 233 extending along the length direction of the vehicle body; it should be understood that the reinforcing rib 233 extends along the inner surface or outer surface of the bending portion 231, and can be a protrusion or depression structure formed by stamping on the bending portion 231, as long as the structural strength of the entire bending portion 231 can be improved.
[0045] In some embodiments, an end plate 24 is provided at the end of the longitudinal beam 2 located at the front of the vehicle, and the plane of the end plate 24 is perpendicular to the extension direction of the longitudinal beam 2, and at least part of the end plate 24 is connected to the upper side beam 3; through the setting of the end plate 24, a larger collision area can be formed, directly contacting the SOB barrier, and the impact force can be quickly dispersed to the longitudinal beam 2, the upper side beam 3 and / or the front subframe 1; at the same time, the longitudinal beam 2 can also be blocked to reduce the entry of pollutants between the inner plate 22 and the outer plate 23 of the longitudinal beam 2.
[0046] Continue to refer to Figure 1 and Figure 8 As shown, the longitudinal beam 2 also includes a reinforcing plate 25, which is arranged between the inner plate 22 and the outer plate 23 along the extension direction of the longitudinal beam 2; it should be understood that the reinforcing plate 25 can not only connect the outer plate 23 and the inner plate 22 in the width direction of the vehicle body to improve the connection strength between the two, but also can improve the strength of the entire longitudinal beam 2 in the length direction of the vehicle body, thereby further improving the safety of the vehicle.
[0047] Continue to refer to Figures 1 to 5 as well as Figure 7 As shown, the connection between the front subframe 1 and the first connection part extends along the width direction of the vehicle body and forms a second collision part 11, and the second collision part 11 overlaps with at least a part of the upper side beam 3 in the width direction of the vehicle body; it should be understood that the second collision part 11 is also arranged opposite to the SOB barrier in the length direction of the vehicle body, and can collide with the SOB barrier in the SOB small offset collision test, thereby further increasing the force-bearing area of the entire collision energy-absorbing structure, and can also form a lateral force with the help of the front subframe 1, so that the SOB barrier can be timely guided to a position misaligned with the driver before the SOB barrier invades the cockpit.
[0048] Continue to refer to Figure 1 , Figure 2 , Figure 4 and Fig. 9 As shown, the collision energy absorbing structure also includes a mounting frame 4, which is respectively connected to the front subframe 1, the longitudinal beam 2 and the upper side beam 3; wherein the mounting frame 4 can be a bracket structure or a metal block structure, as long as the front subframe 1, the longitudinal beam 2 and the upper side beam 3 can be stably connected together; through the setting of the mounting frame 4, the assembly error between the three and the special-shaped gap between the three can be absorbed, and the production cost of the front subframe 1, the longitudinal beam 2 and the upper side beam 3 can be reduced. At the same time, a buffer structure can also be formed between the front subframe 1, the longitudinal beam 2 and the upper side beam 3, thereby improving the NVH performance of the entire collision energy absorbing structure.
[0049] In some embodiments, a plurality of connecting sleeves 51 are arranged on the inner panel 22 and the outer panel 23 along the width direction of the vehicle body, and each connecting sleeve 51 is connected to the mounting frame 4. The connecting sleeve 51 can be connected to the mounting frame 4 and the longitudinal beam 2 by welding or bonding, as long as a stable connection between the two can be ensured. It should be noted that the first connecting portion and / or the second connecting portion of the upper side beam 3 can be directly welded to the mounting frame 4, and at least one connecting sleeve 51 is connected to the first collision portion 21, thereby further improving the strength of the first collision portion 21; the front subframe 1 is provided with connecting bolts 52 corresponding to the connecting sleeves 51 one by one, and the connecting bolts 52 are threadedly matched with the connecting sleeves 51.
[0050] In a further embodiment, the mounting frame 4 is provided with a connecting frame 41 connected to the connecting sleeve 51, and at least one connecting surface that contacts and cooperates with the connecting sleeve 51 is formed on the connecting frame 41; by setting the connecting frame 41, the contact area between the mounting frame 4 and the connecting sleeve 51 can be further increased, thereby further improving the connection stability between the mounting frame 4 and the connecting sleeve 51, and continue to refer to Figure 8 As shown, the reinforcing plate 25 in the longitudinal beam 2 can also be connected to the connecting sleeve 51, wherein the inner plate 22, the outer plate 23 and the connection between the reinforcing plate 25 and the connecting sleeve 51 can all be processed with arc-shaped contact surfaces to increase the contact area and welding points with the connecting sleeve 51.
[0051] Continue to refer to Figure 5 and Fig. 9 As shown, the size of each connecting bolt 52 can be different, wherein the diameter of the connecting bolt 52 on the side close to the axis of the vehicle body must be ensured to be no less than the diameter of the connecting bolt 52 on the side away from the axis of the vehicle body, which can not only ensure the strength at the center of the collision energy absorbing structure, but also improve the NVH performance of the collision energy absorbing structure. In some embodiments, the connecting bolt 52 on the side close to the axis of the vehicle body can be an M16 bolt, and the connecting bolt 52 on the side away from the axis of the vehicle body can be an M10 bolt, wherein the number of the connecting bolts 52 and the connecting sleeves 51 can both be two, and each connecting sleeve 51 matches the size of the connecting bolt 52 with its corresponding threaded connection.
[0052] In a second aspect, the present disclosure provides a vehicle utilizing the collision energy absorbing structure as described above.
[0053] The specific implementation method and implementation principle are the same as those of the above embodiment, and can bring the same or similar technical effects, which will not be described one by one here. For details, please refer to the description of the above collision energy absorption structure embodiment.
[0054] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such 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 including 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, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.
[0055] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be 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 disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A collision energy absorbing structure, characterized in that: include: front subframe, longitudinal members and upper rails; The upper side rail comprises a first connection portion and a second connection portion, wherein the first connection portion and the second connection portion are respectively connected to the front subframe and the longitudinal beam; The end of the longitudinal beam located at the front of the vehicle is provided with a first collision portion extending in the width direction of the vehicle body, and the first collision portion overlaps with at least a portion of the upper side beam in the width direction of the vehicle body.
2. The collision energy absorbing structure according to claim 1, characterized in that: An open structure is provided at the end of the longitudinal beam located at the front of the vehicle, and the open structure expands along the width direction of the vehicle body. The portion where the open structure overlaps with the upper side beam forms the first collision portion.
3. The collision energy absorbing structure according to claim 2, characterized in that: The longitudinal beam includes an inner panel and an outer panel. The outer panel is located at the end of the front of the vehicle and is bent along the width direction of the vehicle body to form a bent portion. The bent portion cooperates with the inner panel to form the open structure. The portion where the bent portion overlaps with the upper side beam in the width direction of the vehicle body forms the first collision portion.
4. The collision energy absorbing structure according to claim 3, characterized in that: The top surface and the bottom surface of the bending portion are both provided with connecting side walls, and the connecting side walls extend along the width direction of the vehicle body and are connected to the inner side plate.
5. The collision energy absorbing structure according to claim 4, characterized in that: The second connecting portion includes a recessed portion, the recessed portion matches the shape of the bent portion, and is concave-convexly matched with the bent portion.
6. The collision energy absorbing structure according to claim 3, characterized in that: The bending portion smoothly transitions to the body of the outer plate through a rounded structure.
7. The collision energy absorbing structure according to claim 3, characterized in that: The bending portion is provided with reinforcing ribs extending along the length direction of the vehicle body.
8. The collision energy absorbing structure according to claim 3, characterized in that: An end plate is provided at the end of the longitudinal beam located at the front of the vehicle, the plane where the end plate is located is perpendicular to the extension direction of the longitudinal beam, and at least part of the end plate is connected to the upper side beam.
9. The collision energy absorbing structure according to claim 3, characterized in that: The longitudinal beam further includes a reinforcing plate disposed between the inner side plate and the outer side plate along an extending direction of the longitudinal beam.
10. The collision energy absorbing structure according to any one of claims 3 to 9, characterized in that: A connection point between the front subframe and the first connection portion extends along the width direction of the vehicle body and forms a second collision portion, and the second collision portion overlaps with at least a portion of the roof rail in the width direction of the vehicle body.
11. The collision energy absorbing structure according to claim 10, characterized in that: It also includes a mounting frame, which is respectively connected to the front subframe, the longitudinal beam and the upper side beam.
12. The collision energy absorbing structure according to claim 11, characterized in that: A plurality of connecting sleeves are arranged on the inner plate and the outer plate along the width direction of the vehicle body, each of the connecting sleeves is connected to the mounting frame, and at least one of the connecting sleeves is connected to the first collision portion; the front subframe is provided with connecting bolts corresponding to the connecting sleeves one by one, and the connecting bolts are threadedly matched with the connecting sleeves.
13. The collision energy absorbing structure according to claim 12, characterized in that: The mounting frame is provided with a connecting frame connected to the connecting sleeve, and the connecting frame is formed with at least one connecting surface that contacts and cooperates with the connecting sleeve.
14. A vehicle, characterized in that: The invention comprises the collision energy absorbing structure according to any one of claims 1 to 13.