Vehicle front end structure and vehicle

Abstract

The invention discloses a vehicle front end structure and a vehicle. The vehicle front end structure comprises a front longitudinal beam, a front end plate, a main anti-collision beam, a crumple supporting assembly and a triangular connecting piece. The crumple supporting assembly comprises a crumple energy absorption box and a rigid supporting box. A combined structure of a crumple energy absorption box and a rigid supporting box is arranged between the end of a main anti-collision beam and a front end plate of a front longitudinal beam, the crumple energy absorption box is located right in front of the front longitudinal beam, the rigid supporting box is located on the outer side of the front longitudinal beam, and when MPDB collision is conducted, the crumple energy absorption box crumples, and the rigid supporting box is located on the outer side of the front longitudinal beam; the rigid supporting box supports the end of the main anti-collision beam and inclines towards the outer side along with the front end of the front longitudinal beam, so that the front end of the rigid supporting box and the front end of the crumple energy absorption box are located in an approximate plane, the main anti-collision beam crumples backwards more smoothly, a stress concentration area does not exist, the collision face of the counterguard is more smooth, and the collision effect is better. And the protection and buffering functions of the product are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and particularly to a vehicle front-end structure and a vehicle. Background Art

[0002] A front anti-collision beam is provided at the front end of an automobile. The rear side of the front anti-collision beam is connected to components such as the firewall and shock tower of the vehicle body through front longitudinal beams. The front anti-collision beam is used to provide protection for the vehicle body. In order to reduce the transmission of collision force, an energy absorption box is provided between the front end of the front longitudinal beam and the front anti-collision beam. When a collision occurs, the energy absorption box will collapse to achieve the purpose of energy absorption.

[0003] In various collision conditions, there is a MPDB (Moving Progressive Deformable Barrier) collision condition, which simulates a collision accident when two vehicles are moving relatively, and examines the damage caused to the collided vehicle (barrier car) by this vehicle during the accident, that is, the aggressiveness of this vehicle; mainly examines the protective and buffering effects of the front-end structure (front anti-collision beam system, longitudinal beam system, etc.) of this vehicle on the collided vehicle.

[0004] As Figure 1-2 shown, during the experiment, the barrier car and this vehicle move towards each other at a speed of 50 km / h. When the two vehicles collide, there is a 50% overlap between this vehicle and the barrier car on the driver's side; after the collision ends, check the flatness of the collided surface of the barrier car. If the collided surface is relatively flat after the collision ends, it means that there is no large irregular deformation in the front anti-collision beam and other systems, and there will be no local impact on the barrier car, and the entire impact energy has been dispersed, and the buffering and protection effect is better. If the collided surface shows serious unevenness and has large concave and convex shapes after the collision ends, it means that there is relatively large irregular deformation in the front anti-collision beam system and other systems, and there is a situation of large local impact, and the impact energy has not been evenly dispersed, and the barrier car may be damaged due to large local impact, and the buffering and protection effect needs to be improved.

[0005] In actual vehicle models, due to the existence of the front longitudinal beam in the front-end structure, and the front longitudinal beam, as the main skeleton of the vehicle body, needs to carry more components, its stiffness is greater than that of the surrounding area, so there is strong support in the local area of the front anti-collision beam corresponding to the front longitudinal beam and it is not easy to deform. As Figure 2 shown, when a collision occurs, the area of the front anti-collision beam corresponding to the front longitudinal beam is not easy to deform or move backward, while the surrounding areas all deform and collapse backward. Therefore, a large bending convex part will be formed at this place, and a large bending concave part will be formed in the corresponding area of the barrier, and its structural design needs to be improved. Summary of the Invention

[0006] The object of the present invention is to overcome the deficiencies of the prior art and provide a novel vehicle front-end structure and vehicle. A combined structure of a crash energy absorber box and a rigid support box is arranged between the end of the main bumper beam and the front end plate of the front longitudinal beam. The crash energy absorber box is located directly in front of the front longitudinal beam, and the rigid support box is located outside the front longitudinal beam. During an MPDB collision, the crash energy absorber box collapses, while the rigid support box supports the end of the main bumper beam and tilts outward with the front end of the front longitudinal beam, so that the front end of the rigid support box and the front end of the crash energy absorber box are in an approximate plane. The main bumper beam collapses and moves backward relatively flatly, without stress concentration areas, making the collision surface of the barrier relatively flat and enhancing the protection and buffering functions of the product.

[0007] The technical solution of the present invention provides a vehicle front-end structure, including a front longitudinal beam having a longitudinally extending beam cavity, a front end plate provided at the front end of the front longitudinal beam, a main bumper beam disposed on the front side of the front end plate, and a crash support assembly connected between the front end plate and the main bumper beam;

[0008] The front end plate includes a base plate connected to the front end of the front longitudinal beam and an extension plate connected to the base plate and extending outside the front longitudinal beam. A triangular connecting member is connected between the rear side of the extension plate and the outside of the front longitudinal beam;

[0009] The crash support assembly includes a crash energy absorber box connected between the base plate and the main bumper beam and a rigid support box connected between the extension plate and the main bumper beam. A preset distance for the crash energy absorber box to collapse and deform is left between the rigid support box and the crash energy absorber box;

[0010] Wherein, when the main bumper beam is subjected to a frontal impact, the crash energy absorber box can collapse and absorb energy, the front end of the front longitudinal beam can bend outward and extend obliquely from the connection between the triangular connecting member and the front longitudinal beam, and the rigid support box can remain in its original state and tilt outward with the front end of the front longitudinal beam, so that the front end of the rigid support box and the front end of the crash energy absorber box are in an approximate plane.

[0011] In one optional technical solution, the width of the crash energy absorber box is D 0 , and the preset distance is between 0.4D 0 and 0.5D 0 .

[0012] In one optional technical solution, a reinforcing bracket for preventing the front longitudinal beam from breaking at the bending position is provided in the beam cavity;

[0013] The outer edge of the reinforcing bracket is at the connection between the triangular connecting member and the front longitudinal beam.

[0014] In one alternative technical solution, the reinforcing bracket extends obliquely within the longitudinal beam cavity. Along the direction from the inner side to the outer side of the longitudinal beam, the reinforcing bracket gradually extends forward, and the front end of the reinforcing bracket is connected to the connection part between the triangular connecting piece and the front longitudinal beam.

[0015] In one alternative technical solution, an opening adapted to the contour of the longitudinal beam cavity is provided on the substrate.

[0016] In one alternative technical solution, at least one circle of collapse guiding grooves is provided on the wall surface of the collapsible energy-absorbing box;

[0017] The collapse guiding grooves include a top collapse guiding groove provided on the top plate of the energy-absorbing box, a bottom collapse guiding groove provided on the bottom plate of the energy-absorbing box, and a side collapse guiding groove provided on the side plate of the energy-absorbing box;

[0018] The upper and lower ends of the side collapse guiding groove are respectively connected to the top collapse guiding groove and the bottom collapse guiding groove;

[0019] The notch of the side collapse guiding groove faces / backs away from the energy-absorbing box cavity of the collapsible energy-absorbing box, and the notches of the top collapse guiding groove and the bottom collapse guiding groove respectively face away from / towards the energy-absorbing box cavity.

[0020] In one alternative technical solution, the top collapse guiding groove is provided on the top surface of the top plate of the energy-absorbing box and is formed by being recessed downward, and protrudes from the bottom surface of the top plate of the energy-absorbing box;

[0021] The bottom collapse guiding groove is provided on the bottom surface of the bottom plate of the energy-absorbing box and is formed by being recessed upward, and protrudes from the top surface of the bottom plate of the energy-absorbing box;

[0022] The side collapse guiding groove is provided on the inner surface of the side plate of the energy-absorbing box and is formed by being recessed outward, and protrudes from the outer surface of the side plate of the energy-absorbing box.

[0023] In one alternative technical solution, the main anti-collision beam includes an upper cavity and a lower cavity. The front wall of the upper cavity is provided with an upper groove recessed backward, and the front wall of the lower cavity is provided with a lower groove recessed backward;

[0024] The groove wall of the upper groove or the lower groove is provided with a groove wall weakening hole for guiding the bending of the main anti-collision beam, and the groove wall weakening hole is located between the middle of the main anti-collision beam and the collapsible energy-absorbing box.

[0025] In one alternative technical solution, the vehicle front-end structure includes a secondary anti-collision beam below the main anti-collision beam and collapsible energy-absorbing boxes provided at the rear sides of both ends of the secondary anti-collision beam;

[0026] The crush energy absorption box is used to connect with the front subframe. In the left - right direction along the front subframe, the length of the secondary anti - collision beam is greater than that of the front subframe, and the end of the secondary anti - collision beam extends outside the end of the front subframe, and is used to wrap the end of the front subframe during crushing.

[0027] The technical solution of the present invention also provides a vehicle, including the vehicle front - end structure described in any of the foregoing technical solutions.

[0028] Adopting the above - mentioned technical solution, the following beneficial effects are achieved:

[0029] The vehicle front - end structure and the vehicle provided by the present invention include a front longitudinal beam, a front end plate, a main anti - collision beam, a crush - resistant support assembly, and a triangular connecting piece.

[0030] The front end plate is arranged at the front end of the front longitudinal beam. It is connected to the front end of the front longitudinal beam through a base plate, and its extension plate extends to the outside of the front longitudinal beam. The triangular connecting piece is connected between the rear side of the extension plate and the outside of the front longitudinal beam to strengthen the structural connection.

[0031] The crush - resistant support assembly is composed of a crush energy absorption box and a rigid support box. The crush energy absorption box can crush and absorb energy during a collision, and the rigid support box plays a supporting role and tries to avoid crushing during a collision.

[0032] The crush energy absorption box is connected between the base plate and the main anti - collision beam. When a collision occurs, the crush energy absorption box crushes and absorbs energy while transmitting the force backward to the front longitudinal beam.

[0033] The rigid support box is connected between the extension plate and the main anti - collision beam. It is located outside the crush energy absorption box and has a preset distance for the crush energy absorption box to deform. When a collision occurs, the rigid support box basically remains in its original state and transmits the force obliquely inward and backward to the front longitudinal beam through the triangular connecting piece. Therefore, the front end of the front longitudinal beam can be deformed inward, and at the same time, the front end of the front longitudinal beam will bend outward from the rear side of the angular connecting piece. The front end of the rigid support box inclines outward and the rear end inclines inward, thus shortening the front - rear distance of the rigid support box, which can adapt to the front - rear length of the crushed crush energy absorption box, making the front end of the rigid support box and the front end of the crush energy absorption box in an approximate plane. The main anti - collision beam retracts and moves backward more smoothly, without a stress - concentration area, making the collision surface of the barrier relatively flat, and improving the protection and buffering functions of the product. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Referring to the drawings, the disclosure of the present invention will become more understandable. It should be understood that these drawings are only for illustrative purposes and are not intended to limit the protection scope of the present invention. In the figures:

[0035] Figure 1 is a schematic diagram of an MPDB collision of a vehicle in the prior art;

[0036] Figure 2 In the prior art, it is a schematic diagram after the MPDB collision ends;

[0037] Figure 3 It is a three-dimensional view of the connection between the vehicle front-end structure, the firewall, and the front subframe provided by an embodiment of the present invention;

[0038] Figure 4 It is Figure 3 a three-dimensional view from another perspective;

[0039] Figure 5 It is an exploded view of the vehicle front-end structure and the front subframe provided by an embodiment of the present invention;

[0040] Figure 6 It is a three-dimensional view of the front longitudinal beam, the front end plate, the crush support assembly, the main anti-collision beam, and the triangular connecting member assembled together;

[0041] Figure 7 It is a three-dimensional view of the front end plate provided at the front end of the front longitudinal beam;

[0042] Figure 8 It is a three-dimensional view of the crush support assembly provided on the front side of the front end plate;

[0043] Figure 9 It is a schematic diagram of a strengthening bracket provided in the cavity of the longitudinal beam;

[0044] Figure 10 It is Figure 9 a top view of;

[0045] Figure 11 It is a three-dimensional view of the main anti-collision beam;

[0046] Figure 12 It is Figure 11 an enlarged schematic diagram of part A in;

[0047] Figure 13 It is Figure 12 a cross-sectional view along the groove wall weakening hole;

[0048] Figure 14 It is a three-dimensional view of the crush energy absorber box;

[0049] Figure 15 It is Figure 14 a transverse cross-sectional view of the crush energy absorber box shown in;

[0050] Figure 16 It is Figure 14 a longitudinal cross-sectional view of the crush energy absorber box shown in;

[0051] Figure 17 It is a three-dimensional view of the rigid support box;

[0052] Figure 18 Partial enlarged view of the secondary anti-collision beam connected to the front subframe through a crush energy-absorbing box;

[0053] Figure 19 Partial enlarged view of the assembled secondary anti-collision beam and crush energy-absorbing box;

[0054] Figure 20 Schematic diagram of an MPDB collision of a vehicle with the vehicle front-end structure provided by an embodiment of the present invention;

[0055] Figure 21 Schematic diagram of the initial stage of an MPDB collision;

[0056] Figure 22 Schematic diagram of the intermediate stage of an MPDB collision;

[0057] Figure 23 Schematic diagram of the end stage of an MPDB collision;

[0058] Figure 24 Schematic diagram of the deformation of the main anti-collision beam during an MPDB collision;

[0059] Figure 25 Schematic diagram of the deformation of the secondary anti-collision beam during an MPDB collision. Detailed implementation manners

[0060] The following further illustrates the detailed implementation manners of the present invention with reference to the accompanying drawings. The same components are denoted by the same reference numerals. It should be noted that the terms "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to the directions in the drawings, and the terms "inner" and "outer" refer to the directions towards or away from the geometric center of a specific component, respectively. As Figure 3-8 、 Figure 14-17 and Figure 20-24 shown, a vehicle front-end structure provided by an embodiment of the present invention includes a front longitudinal beam 1 having a longitudinal beam cavity 10 extending in the front-rear direction, a front end plate 2 provided at the front end of the front longitudinal beam 1, a main anti-collision beam 3 disposed on the front side of the front end plate 2, and a crush support assembly 4 connected between the front end plate 2 and the main anti-collision beam 3.

[0061] The front end plate 2 includes a base plate 21 connected to the front end of the front longitudinal beam 1 and an extension plate 22 connected to the base plate 21 and extending to the outside of the front longitudinal beam 1. A triangular connecting member 5 is connected between the rear side of the extension plate 22 and the outside of the front longitudinal beam 1.

[0062] The collapsible support assembly 4 includes a collapsible energy-absorbing box 41 connected between the base plate 21 and the main bumper beam 3, and a rigid support box 42 connected between the extension plate 22 and the main bumper beam 3. A preset distance for the collapsible deformation of the collapsible energy-absorbing box 41 is reserved between the rigid support box 42 and the collapsible energy-absorbing box 41.

[0063] Wherein, when the main bumper beam 3 is subjected to a frontal impact, the collapsible energy-absorbing box 41 can undergo collapsible energy absorption. The front end of the front longitudinal beam 1 can bend outward and extend obliquely from the connection between the triangular connecting member 5 and the front longitudinal beam 1. The rigid support box 42 can remain in its original state and incline outward along with the front end of the front longitudinal beam 1, so that the front end of the rigid support box 42 and the front end of the collapsible energy-absorbing box 41 are in an approximate plane.

[0064] In the present invention, the "impacted vehicle or barrier trolley" is abbreviated as "barrier".

[0065] The vehicle front-end structure provided by the present invention is a front-end protection and buffering mechanism for the vehicle, and is used to be installed on the front side of the firewall 100 and / or the front subframe 200.

[0066] The vehicle front-end structure includes a front longitudinal beam 1, a front end plate 2, a main bumper beam 3, a collapsible support assembly 4 and a triangular connecting member 5.

[0067] Specifically, the vehicle front-end structure includes two front longitudinal beams 1 arranged in parallel and extending front and rear. The rear end of the front longitudinal beam 1 is connected to the firewall 100, and the shock tower is arranged on the outer side of the rear half of the front longitudinal beam 1. The front longitudinal beam 1 has a square structure and has a longitudinal beam cavity 10 extending front and rear and penetrating through. The design of the longitudinal beam cavity 10 can not only reduce the structural weight but also enable the front longitudinal beam 1 to undergo a certain degree of deformation. The load that the front longitudinal beam 1 can bear is between 160 KN and 180 KN, preferably 170 KN.

[0068] A front end plate 2 is fixedly provided at the front end of each front longitudinal beam 1. The front end plate 2 includes a base plate 21 and an extension plate 22. The base plate 21 is connected in front of the front longitudinal beam 1. The base plate 21 can be welded, riveted or connected by bolts and screws to the front end of the front longitudinal beam 1. A flanging 212 extending backward can be provided on the inner side of the base plate 21 to connect with the inner surface of the front longitudinal beam 1. An installation plate 213 can be provided on the lower side of the base plate 21 to connect with other components.

[0069] The extension plate 22 is integrally provided on the outer side of the base plate 21 and extends a certain distance beyond the outer surface of the front longitudinal beam 1 for installing the rigid support box 42.

[0070] The triangular connecting member 5 is connected between the rear side of the extension plate 22 and the outer surface of the front longitudinal beam 1 to strengthen the structural connection and for force transmission. The triangular connecting member 5 can be in a box shape, and its top view is in a roughly triangular structure. Its upper surface is roughly flush with the top plate of the front longitudinal beam 1 or slightly lower than the top plate of the front longitudinal beam 1, and its lower surface is roughly flush with the bottom plate of the front longitudinal beam 1 or slightly higher than the bottom plate of the front longitudinal beam 1. One end of the triangular connecting member 5 connected to the front longitudinal beam 1 has an ear plate 51 extending backward. The ear plate 51 is welded, riveted or connected by bolts and screws to the front longitudinal beam 1. The front end of the ear plate 51 is the rear end of the rear inclined surface 52 of the triangular connecting member 5. Generally, the line where the rear end of the rear inclined surface 52 is in contact with the outer surface of the front longitudinal beam 1 is called the contact line between the triangular connecting member 5 and the front longitudinal beam 1, and the plane where the ear plate 51 is located is called the contact area between the triangular connecting member 5 and the front longitudinal beam 1. In the present invention, the connection between the triangular connecting member 5 and the front longitudinal beam 1 can refer to the aforementioned contact line and / or contact area, or can refer to the area within a certain range before and after the contact line and / or contact area. The front end portion of the front longitudinal beam 1 refers to the part of the front longitudinal beam 1 on the front side of the contact line and / or contact area.

[0071] The crash support assembly 4 is composed of a crash energy absorption box 41 and a rigid support box 42. The crash energy absorption box 41 can be an iron energy absorption box, an aluminum energy absorption box, etc. The load it can withstand is between 50 KN and 70 KN, preferably 60 KN.

[0072] The crash energy absorption box 41 is connected between the base plate 21 and the main bumper beam 3. When a collision occurs, the crash energy absorption box 41 absorbs energy while collapsing and transmits the force backward to the front longitudinal beam 1. Since the crash energy absorption box 41 is directly in front of the front longitudinal beam 1, the crash energy absorption box 41 transmits the collision force directly to the front longitudinal beam 1, that is, directly backward to the front longitudinal beam 1.

[0073] The main purpose of the rigid support box 42 is to play a supporting role, and try to avoid collapsing and keep its original state as much as possible during a collision. The rigid support box 42 can be a steel support box, an aluminum alloy support box, etc. Its box wall is relatively thick, and the load it can withstand is greater than 110 KN, preferably 130 KN.

[0074] The rigid support box 42 is connected between the extension plate 22 and the main bumper beam 3. It is located outside the crash energy absorption box 41 and is closer to the end of the main bumper beam 3. At the same time, a preset distance is left between the rigid support box 42 and the crash energy absorption box 41 for the crash energy absorption box 41 to deform.

[0075] Since the overall structure of the main anti-collision beam 3 is arc-shaped, with both of its ends located at the rear side of the middle, the rear ends of the rigid support boxes 42 are flush, and the front ends thereof are shaped with a longer inner side and a shorter outer side. Specifically, the front end of the inner plate 421 of the rigid support box 42 is located at the front side of the front end of the outer plate 422, and the front ends of both the inner plate 421 and the outer plate 422 are connected to the rear side plate of the main anti-collision beam 3. Due to the inner and outer positions of the inner plate 421 and the outer plate 422 and the arc degree of the end of the main anti-collision beam 3, during the occurrence of the MPDB collision, the inner plate 421 is closer to the middle position of the barrier relative to the outer plate 422, and the front plate of the main anti-collision beam 3 at the corresponding position will be hit first. At this time, an oblique tensile force will be applied to the front end of the outer plate 422, which can cause the front end of the outer plate 422 to tear apart from the end of the main anti-collision beam 3, facilitating the outward tilting movement of the rigid support box 42 relative to the main anti-collision beam 3 in the subsequent process.

[0076] During the MPDB collision, the length of the barrier along the vehicle width is greater than half of the length of the main anti-collision beam 3 and is arranged from the middle of the main anti-collision beam 3.

[0077] During the occurrence of the MPDB collision, the collapsible energy-absorbing box 41 collapses and absorbs energy while transmitting the force backward to the front longitudinal beam 1. The rigid support box 42 basically remains in its original state. Since the rear side of the extension plate 22 is supported by the triangular connecting piece 5, the extension plate 22 basically does not deform, and the extension plate 22 and the base plate 21 still generally remain in the same plane. The rigid support box 42 transmits the collision force obliquely inward and backward to the front longitudinal beam 1 through the triangular connecting piece 5. Therefore, the front end of the front longitudinal beam 1 can be deformed inward, the front longitudinal beam 1 gradually inclines inward from the rear to the front, and at the same time, the front end portion 11 of the front longitudinal beam 1 is bent outward from the rear side of the connection between the angular connecting piece 5 and the front longitudinal beam 1. In this way, the rigid support box 42 also assumes an inclined shape, with the front end of the rigid support box 42 tilting outward and the rear end tilting inward, thereby shortening the distance of the rigid support box 42 along the front and rear directions. The tilted rigid support box 42 can adapt to the front and rear lengths of the collapsed collapsible energy-absorbing box 41, making the front end of the rigid support box 42 and the front end of the collapsible energy-absorbing box 41 approximately in the same plane. The approximate plane here refers to a plane that can be regarded as a plane under certain accuracy requirements or specific observation scales, without large-scale bending, concave and convex structures. Although the approximate plane is not a plane in the strict sense, the deviation between it and the ideal plane is within an acceptable range.

[0078] Based on the design that the rigid support box 42 does not deform and provides support and force transmission, the front longitudinal beam 1 has an inward inclination design, the front end portion 11 has an outward bending design, and the rigid support box 42 has an outward tilting design during the MPDB collision, the main anti-collision beam 3 will retract and move backward relatively smoothly during the MPDB collision, as Figure 24As shown, the main anti-collision beam 3 retracts and moves backward relatively smoothly from the first bending point at its midpoint, without significant bends or concave-convex structures, and there is no stress concentration area, thus making the collision surface of the barrier relatively flat and enhancing the protection and buffering functions of the product.

[0079] In one embodiment, as Figure 7 shown, in order to prompt the front longitudinal beam 1 to tilt inward during a collision, a longitudinally extending beam collapse guiding groove 12 is provided on the inner surface of the rear end of the front longitudinal beam 1. After the front longitudinal beam 1 is subjected to a certain degree of impact force, the longitudinally extending beam collapse guiding groove 12 will be squeezed and deformed, so that the front longitudinal beam 1 tilts or bends inward from this position.

[0080] In one embodiment, the width of the collapsible energy-absorbing box 41 is D 0 , and the preset distance is between 0.4D 0 and 0.5D 0 to leave enough collapsible space for the deformation of the collapsible energy-absorbing box 41 without making the rigid support box 42 too far from the collapsible energy-absorbing box 41. Generally, the width of the collapsible energy-absorbing box 41 is selected to be between 85 mm and 90 mm, preferably 88 mm.

[0081] In one embodiment, as Figure 9 shown, a reinforcing bracket 6 for preventing the front longitudinal beam 1 from breaking at the bending part is provided in the longitudinal beam cavity 10. The outer edge of the reinforcing bracket 6 is at the connection between the triangular connecting piece 5 and the front longitudinal beam 1.

[0082] The reinforcing bracket 6 is connected in the longitudinal beam cavity 10. The reinforcing bracket 6 can be arranged to extend along the left-right direction in the longitudinal beam cavity 10 or can be arranged obliquely. The four peripheral edges of the reinforcing bracket 6 are respectively connected to the top plate, bottom plate, inner plate and outer plate of the front longitudinal beam 1. The outer edge of the reinforcing bracket 6 is in the vicinity of the connection between the triangular connecting piece 5 and the front longitudinal beam 1. The design of the reinforcing bracket 6 can ensure that the front longitudinal beam 1 will not break at the bending part, so that the front end part 11 of the front longitudinal beam 1 can only be bent without disconnecting from the rear longitudinal beam main body.

[0083] The reinforcing bracket 6 can adopt a plate-like structure, a frame structure, etc. It can be installed in the longitudinal beam cavity 10 by flanging and welding, or can be installed in the longitudinal beam cavity 10 by riveting, bolt connection, screw connection and other methods.

[0084] In one embodiment, as Figure 10 shown, the reinforcing bracket 6 extends obliquely in the longitudinal beam cavity 10. Along the direction from the inner side to the outer side of the longitudinal beam, the reinforcing bracket 6 gradually extends forward, and the front end of the reinforcing bracket 6 is connected to the connection between the triangular connecting piece 5 and the front longitudinal beam 1.

[0085] In this embodiment, the reinforcing bracket 6 is disposed obliquely in the longitudinal beam cavity 10. The rear end of the reinforcing bracket 6 is connected to the inner side plate of the front longitudinal beam 1, and the front end of the reinforcing bracket 6 is connected to the outer side plate of the front longitudinal beam 1 and is located at the connection between the triangular connecting member 5 and the outer side plate of the front longitudinal beam 1. The inclination angle of the reinforcing bracket 6 is smaller than the inclination angle of the rear inclined surface 52 of the triangular connecting member 5, that is, the included angle between the reinforcing bracket 6 and the left-right direction of the vehicle body is smaller than the included angle between the rear inclined surface 52 and the left-right direction of the vehicle body. After the triangular connecting member 5 transmits the collision force to the outer side plate of the front longitudinal beam 1, the reinforcing bracket 6 can transmit the collision force obliquely backward to the top plate, bottom plate and inner side plate of the front longitudinal beam 1, which can avoid stress concentration at the connection between the triangular connecting member 5 and the front longitudinal beam 1 and can effectively prevent the front longitudinal beam 1 from breaking at this position.

[0086] Another advantage of the reinforcing bracket 6 transmitting the collision force obliquely backward is that the force lines of the top plate, bottom plate and inner side plate of the front longitudinal beam 1 are located obliquely behind the outer side plate, which is beneficial to bending the front end portion 11 of the front longitudinal beam 1 outward from its force-bearing position.

[0087] Preferably, the front end or the outer end of the reinforcing bracket 6 has a connecting piece 61, which is correspondingly arranged on the inner and outer sides of the outer side plate of the front longitudinal beam 1 with the ear plate 51, improving the structural strength of the outer side plate of the front longitudinal beam 1 at this position and avoiding breakage.

[0088] In one embodiment, as Figure 7 shown, the substrate 21 is provided with an opening 211 adapted to the contour of the longitudinal beam cavity 10.

[0089] If the substrate 21 is a complete flat plate, the collision force transmitted from the crash energy absorbing box 41 will be dispersed, and the force transmission between the peripheral walls of the crash energy absorbing box 41 and the peripheral walls of the front longitudinal beam 1 is not direct enough.

[0090] In this embodiment, the substrate 21 is no longer a complete flat plate, but is provided with an opening 211. The opening 211 is adapted to the contour of the longitudinal beam cavity 10. The substrate 21 is connected to the peripheral walls of the front longitudinal beam 1 at the peripheral edge portion of the opening 211, which is beneficial to the direct transmission of the force on the peripheral walls of the crash energy absorbing box 41 to the peripheral walls of the front longitudinal beam 1.

[0091] The rear contour of the crash energy absorbing box 41 is adapted to the front contour of the front longitudinal beam 1. After the collision force of the crash energy absorbing box 41 is transmitted to the substrate 21, it can be directly transmitted to the top plate, bottom plate, inner side plate and outer side plate of the front longitudinal beam 1 through the peripheral edge portion of the substrate 21 at the opening 211, prompting the front end portion 11 of the front longitudinal beam 1 to deform.

[0092] In one embodiment, as Figure 14-16 shown, at least one circle of crash guiding grooves 415 is provided on the wall surface of the crash energy absorbing box 41.

[0093] The collapse guiding groove 415 includes a top collapse guiding groove 4151 provided on the top plate 411 of the energy absorption box, a bottom collapse guiding groove 4152 provided on the bottom plate 412 of the energy absorption box, and a side collapse guiding groove 4153 provided on the side plate 413 of the energy absorption box.

[0094] The upper and lower ends of the side collapse guiding groove 4153 are respectively connected to the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152.

[0095] The notch of the side collapse guiding groove 4153 faces / backs to the energy absorption box cavity 414 of the collapse energy absorption box 41, and the notches of the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152 respectively face / back to the energy absorption box cavity 414.

[0096] In this embodiment, in order to improve the deformation effect of the collapse energy absorption box 41, one or more circles of collapse guiding grooves 415 are provided on the collapse energy absorption box 41.

[0097] The collapse energy absorption box 41 includes a top plate 411 of the energy absorption box, a bottom plate 412 of the energy absorption box, and two side plates 413 of the energy absorption box. The two side plates 413 of the energy absorption box are integrally connected to the left and right ends of the top plate 411 and the bottom plate 412 of the energy absorption box.

[0098] The collapse guiding groove 415 is correspondingly divided into a top collapse guiding groove 4151, a bottom collapse guiding groove 4152, and two side collapse guiding grooves 4153. The two side collapse guiding grooves 4153 are arranged between the two ends of the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152. The upper and lower ends of the side collapse guiding groove 4153 can be directly connected to the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152, or can be indirectly connected. The so-called indirect connection means that the upper end of the side collapse guiding groove 4153 and the lower end of the top collapse guiding groove 4151, and the lower end of the side collapse guiding groove 4153 and the upper end of the bottom collapse guiding groove 4152 are respectively at the same height, but in different vertical planes.

[0099] The advantage of such a setting is that when the collapse guiding groove 415 is crushed and deformed, the convex deformation directions of the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152 are different from the convex deformation direction of the side collapse guiding groove 4153, and there will be no deformation interference at the connection between the side collapse guiding groove 4153 and the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152, which is beneficial to guiding the overall deformation of the collapse energy absorption box 41.

[0100] Taking the cavity 414 of the energy absorption box as a reference, the side of the top plate 411, the bottom plate 412 and the side plates 413 of the energy absorption box facing the cavity 414 of the energy absorption box is called the inner side, and the side of the top plate 411, the bottom plate 412 and the side plates 413 of the energy absorption box facing away from the cavity 414 of the energy absorption box is called the outer side. Then:

[0101] If the side collapse guiding groove 4153 is arranged on the inner side of the side plate 413 of the energy absorption box and its notch faces the cavity 414 of the energy absorption box, then the top collapse guiding groove 4151 is arranged on the outer side (upper surface) of the top plate 411 of the energy absorption box and its notch faces away from the cavity 414 of the energy absorption box; the bottom collapse guiding groove 4152 is arranged on the outer side (lower surface) of the bottom plate 412 of the energy absorption box and its notch faces away from the cavity 414 of the energy absorption box. When the collapse guiding groove 415 is crushed and deformed, the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152 bulge and deform towards the cavity 414 of the energy absorption box respectively, while the side collapse guiding groove 4153 bulges and deforms towards the outer side of the cavity 414 of the energy absorption box. At the upper and lower ends of the side collapse guiding groove 4153, due to the different directions of the deformed bulges, there will be no deformation interference at the connection between the side collapse guiding groove 4153 and the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152, which is beneficial to guiding the overall deformation of the collapsible energy absorption box 41.

[0102] If the side collapse guiding groove 4153 is arranged on the outer side of the side plate 413 of the energy absorption box and its notch faces away from the cavity 414 of the energy absorption box, then the top collapse guiding groove 4151 is arranged on the inner side (lower surface) of the top plate 411 of the energy absorption box and its notch faces the cavity 414 of the energy absorption box; the bottom collapse guiding groove 4152 is arranged on the inner side (upper surface) of the bottom plate 412 of the energy absorption box and its notch faces the cavity 414 of the energy absorption box. When the collapse guiding groove 415 is crushed and deformed, the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152 bulge and deform towards the outer side of the cavity 414 of the energy absorption box respectively, while the side collapse guiding groove 4153 bulges and deforms into the cavity 414 of the energy absorption box. At the upper and lower ends of the side collapse guiding groove 4153, due to the different directions of the deformed bulges, there will be no deformation interference at the connection between the side collapse guiding groove 4153 and the top collapse guiding groove 4151 and the bottom collapse guiding groove 4152, which is beneficial to guiding the overall deformation of the collapsible energy absorption box 41.

[0103] Preferably, along the front-back direction of the collapsible energy absorption box 41, multiple circles of collapse guiding grooves 415 are arranged on the collapsible energy absorption box 41 at intervals to further improve the collapse energy absorption effect of the collapsible energy absorption box 41.

[0104] In one embodiment, as Figure 14-16 shown, the top collapse guiding groove 4151 is formed by being recessed downward on the top surface of the top plate 411 of the energy absorption box and protrudes from the bottom surface of the top plate 411 of the energy absorption box.

[0105] The bottom collapse guiding groove 4152 is formed on the bottom surface of the energy absorption box bottom plate 412 and is recessed upward, and protrudes from the top surface of the energy absorption box bottom plate 412.

[0106] The side collapse guiding groove 4153 is formed on the inner surface of the energy absorption box side plate 413 and is recessed outward, and protrudes from the outer surface of the energy absorption box side plate 413.

[0107] In this embodiment, the top collapse guiding groove 4151 is formed on the top surface of the energy absorption box top plate 411 by stamping. Therefore, the bottom of the top collapse guiding groove 4151 protrudes from the bottom surface of the energy absorption box top plate 411. During collapse, the bottom part of the top collapse guiding groove 4151 is prone to bulge and deform towards the energy absorption box cavity 414, thereby guiding the contraction of the top collapse guiding groove 4151.

[0108] The bottom collapse guiding groove 4152 is formed on the bottom surface of the energy absorption box bottom plate 412 by stamping. Therefore, the bottom of the bottom collapse guiding groove 4152 protrudes from the top surface of the energy absorption box bottom plate 412. During collapse, the bottom part of the bottom collapse guiding groove 4152 is prone to bulge and deform towards the energy absorption box cavity 414, thereby guiding the contraction of the bottom collapse guiding groove 4152.

[0109] The side collapse guiding groove 4153 is formed on the inner surface of the energy absorption box side plate 413 by stamping. Therefore, the bottom of the side collapse guiding groove 4153 protrudes from the outer surface of the energy absorption box side plate 413. During collapse, the bottom part of the side collapse guiding groove 4153 is prone to bulge and deform towards the outside of the energy absorption box side plate 413, thereby guiding the contraction of the side collapse guiding groove 4153.

[0110] In one of the embodiments, as Figure 11-13 shown, the main anti-collision beam 3 includes an upper cavity 31 and a lower cavity 32. The front wall of the upper cavity 31 is provided with an upper groove 311 recessed backward, and the front wall of the lower cavity 32 is provided with a lower groove 321 recessed backward.

[0111] The groove wall of the upper groove 311 or the lower groove 321 is provided with a groove wall weakening hole 33 for guiding the bending of the main anti-collision beam 3. The groove wall weakening hole 33 is located between the middle of the main anti-collision beam 3 and the collapsible energy absorption box 41.

[0112] In this embodiment, the main anti-collision beam 3 is formed by bending a sheet of material, and an upper cavity 31 and a lower cavity 32 are formed inside it. The front wall of the upper cavity 31 is provided with an upper groove 311 recessed backward, and the front wall of the lower cavity 32 is provided with a lower groove 321 recessed backward. The designs of the upper cavity 31, the lower cavity 32, the upper groove 311 and the lower groove 321 are all for enabling the main anti-collision beam 3 to increase the energy absorption effect when collapsing and deforming backward.

[0113] During the MPDB collision process, one end of the wall barrier is directly opposite the middle of the main anti-collision beam 3, which is the first bending point of the main anti-collision beam 3. Since the left and right halves of the main anti-collision beam 3 are relatively long, if only the first bending point is used for bending and crushing, there may be a situation where the local part of the left / right half of the main anti-collision beam 3 is crushed backward. For example, the end part and the middle part of the left / right half of the main anti-collision beam 3 collide with the boundary of the wall barrier, and the collision force changes suddenly, which will cause a large backward crushing amplitude of this part; while the part between the first bending point and the crash energy absorber box 41 belongs to a large-plane collision, and the collision force changes little, and the backward crushing amplitude of this part is relatively small, forming a large step at the transition, so that the left / right half of the main anti-collision beam 3 does not move backward as a whole by translation and crushing.

[0114] In order to enable the left / right half of the main anti-collision beam 3 to deform and translate backward uniformly as a whole by crushing, a second bending point is designed on the left / right half of the main anti-collision beam 3. Specifically, a groove wall weakening hole 33 is provided on the groove wall of the upper groove 311 or the lower groove 321. The groove wall weakening hole 33 is shaped to follow the groove wall of the upper groove 311 / lower groove 321, and plays a role in weakening the structural strength at this place.

[0115] The groove wall weakening hole 33 is located between the middle part of the main anti-collision beam 3 and the crash energy absorber box 41. The distance between the groove wall weakening hole 33 and the crash energy absorber box 41 is slightly smaller than the distance between the groove wall weakening hole 33 and the middle part of the main anti-collision beam 3, and is used to guide the main anti-collision beam 3 to also bend to a certain extent at the groove wall weakening hole 33, so as to guide the part from the first bending point to the second bending point to also be able to be crushed backward by a relatively large amplitude, so as to realize that the left / right half of the main anti-collision beam 3 can move backward as a whole by translation and crushing.

[0116] The groove wall weakening hole 33 is either opened on the groove wall of the upper groove 311 or on the groove wall of the lower groove 321. If the groove wall weakening holes 33 are opened on the groove walls of both the upper groove 311 and the lower groove 321, the main anti-collision beam 3 may break from this place.

[0117] Preferably, as Figure 24 shown, a balance plate 34 is provided on the front side of the end of the main anti-collision beam 3. The inner end edge 341 of the balance plate 34 is inside the crash energy absorber box 41, and the outer end edge 342 of the balance plate 34 is outside the rigid support box 42. The distance between the inner end edge 341 and the crash energy absorber box 41 is greater than the distance between the outer end edge 342 and the rigid support box 42. The groove wall weakening hole 33 is provided on the rear side of the inner end edge 341, or the groove wall weakening hole 33 is adjacent to the inner side of the inner end edge 341.

[0118] During the MPDB collision, the inner edge 341 of the balance plate 34 is used to squeeze the main anti-collision beam 3, and a strong pressure mutation will occur in the contact area between the two, thereby inducing the main anti-collision beam 3 to bend from the second bending point.

[0119] In one embodiment, as Figure 3-5 , Figure 18-20 and Figure 25 shown, the vehicle front-end structure includes a secondary anti-collision beam 7 below the main anti-collision beam 3 and crush energy-absorbing boxes 8 provided at the rear sides of both ends of the secondary anti-collision beam 7.

[0120] The crush energy-absorbing box 8 is used to connect to the front subframe 200. In the left-right direction along the front subframe 200, the length of the secondary anti-collision beam 7 is greater than the length of the front subframe 200, and the end of the secondary anti-collision beam 7 extends out of the outside of the end of the front subframe 200 for wrapping the end of the front subframe 200 during crushing.

[0121] In this embodiment, the front anti-collision beam of the vehicle front-end structure includes a main anti-collision beam 3 and a secondary anti-collision beam 7. The secondary anti-collision beam 7 is below the main anti-collision beam 3, and the two are arranged at intervals. The secondary anti-collision beam 7 is used to be assembled with the front subframe 200 for use.

[0122] A cavity 70 is provided in the secondary anti-collision beam 7, and the cross-sectional area of the secondary anti-collision beam 7 is smaller than that of the main anti-collision beam 3. Therefore, when being impacted, the secondary anti-collision beam 7 is more easily crushed than the main anti-collision beam 3.

[0123] A crush energy-absorbing box 8 is respectively provided at the rear sides of the left and right ends of the secondary anti-collision beam 7. The crush energy-absorbing box 8 is connected to the front subframe 200.

[0124] The front subframe 200 is a frame structure, and its front part is a front cross member 201. A triangular mounting bracket 202 is respectively provided on the left and right sides of the front cross member 201, and the mounting bracket 202 is outside the longitudinal beam of the front subframe 200. The crush energy-absorbing box 8 is connected to the front side of the mounting bracket 202.

[0125] The left and right ends of the front side of the front subframe 200, such as the left front end and the right front end, are respectively the pointed ends 203 of the mounting bracket 202 and are relatively sharp.

[0126] The crush energy-absorbing box 8 can be an iron energy-absorbing box, an aluminum energy-absorbing box, etc., and its structural design can be similar to that of the collapsible energy-absorbing box 41.

[0127] In the width direction of the vehicle body, the length of the secondary anti-collision beam 7 is greater than the length of the front subframe 200, that is, greater than the distance between the two pointed ends 203.

[0128] The end portion 71 of the secondary anti-collision beam 7 extends outside the end portion (sharp corner end 203) of the front subframe 200. During a collision, the end portion 71 of the secondary anti-collision beam 7 bends backward to enclose the end portion (sharp corner end 203) of the front subframe 200, covering the sharp edge and enhancing safety.

[0129] When performing an MPDB collision, one end of the barrier is simultaneously at the midpoints of the main anti-collision beam 3 and the secondary anti-collision beam 7, and the other end is outside the end portions of the main anti-collision beam 3 and the secondary anti-collision beam 7, which can ensure that the end portions of the main anti-collision beam 3 and the secondary anti-collision beam 7 can be collided with.

[0130] The midpoint of the secondary anti-collision beam 7 is the first bending point. Since its structural strength is weaker than that of the main anti-collision beam 3, and the forces of the two crush energy absorption boxes 8 are transmitted to the mounting bracket 202 and the front cross member 201, a support will be formed at the cross member 201 after longitudinal deformation. Therefore, the section of the secondary anti-collision beam 7 from the first bending point to the crush energy absorption box 8 can be integrally crushed backward to the front of the front cross member 201 to form a relatively flat surface. There is a sudden change in force at the outer boundary between the end portion 71 of the secondary anti-collision beam 7 and the crush energy absorption box 8, which is the second bending point, causing the end portion 71 of the secondary anti-collision beam 7 to bend obliquely backward to enclose the end portion (sharp corner end 203) of the front subframe 200.

[0131] A vehicle provided by an embodiment of the present invention includes the vehicle front-end structure described in any of the foregoing embodiments.

[0132] According to needs, the above technical solutions can be combined to achieve the best technical effect.

[0133] The above are only the principles and preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, based on the principles of the present invention, several other variations can also be made, which should also be regarded as the protection scope of the present invention.

Claims

1. A vehicle front end structure, characterized in that: The invention comprises a front longitudinal beam (1) having a longitudinal beam cavity (10) extending forward and backward, a front end plate (2) arranged at the front end of the front longitudinal beam (1), a main anti-collision beam (3) arranged at the front side of the front end plate (2), and a crush support assembly (4) connected between the front end plate (2) and the main anti-collision beam (3); The front end plate (2) comprises a base plate (21) connected to the front end of the front longitudinal beam (1) and an extension plate (22) connected to the base plate (21) and extending to the outside of the front longitudinal beam (1), and a triangular connection piece (5) is connected between the rear side of the extension plate (22) and the outside of the front longitudinal beam (1); The crush support assembly (4) comprises a crush energy absorbing box (41) connected between the base plate (21) and the main anti-collision beam (3) and a rigid support box (42) connected between the extension plate (22) and the main anti-collision beam (3), wherein a preset distance for the crush energy absorbing box (41) to be crushed and deformed is reserved between the rigid support box (42) and the crush energy absorbing box (41); When the main anti-collision beam (3) is subjected to a frontal impact, the crush box (41) can crush and absorb energy, the front end of the front longitudinal beam (1) can bend outward from the connection between the triangular connecting member (5) and the front longitudinal beam (1) and extend obliquely, and the rigid support box (42) can maintain its original shape and tilt outward along with the front end (11) of the front longitudinal beam (1), so that the front end of the rigid support box (42) and the front end of the crush box (41) are in an approximate plane.

2. The vehicle front end structure according to claim 1, characterized in that: The width of the crush energy absorption box (41) is D0, and the preset distance is between 0.4D0 and 0.5D0.

3. The vehicle front end structure according to claim 1, characterized in that: A reinforcing bracket (6) is provided in the longitudinal beam cavity (10) for preventing the front longitudinal beam (1) from breaking at the bending position; The outer edge of the reinforcing bracket (6) is located at the connection between the triangular connecting member (5) and the front longitudinal beam (1).

4. The vehicle front end structure according to claim 3, characterized in that: The reinforcing bracket (6) extends obliquely in the longitudinal beam cavity (10), and gradually extends forward in the direction from the inner side to the outer side of the longitudinal beam, and the front end of the reinforcing bracket (6) is connected to the connection between the triangular connecting piece (5) and the front longitudinal beam (1).

5. The vehicle front end structure according to claim 1, characterized in that: The base plate (21) is provided with an opening (211) adapted to the contour of the longitudinal beam cavity (10).

6. The vehicle front end structure according to claim 1, characterized in that: At least one circle of collapse guide grooves (415) is provided on the wall surface of the collapse energy absorption box (41); The collapse guide groove (415) comprises a top collapse guide groove (4151) provided on the top plate (411) of the energy absorbing box, a bottom collapse guide groove (4152) provided on the bottom plate (412) of the energy absorbing box, and a side collapse guide groove (4153) provided on the side plate (413) of the energy absorbing box; The upper and lower ends of the side collapse guide groove (4153) are respectively connected to the top collapse guide groove (4151) and the bottom collapse guide groove (4152); The notch of the side crush guide groove (4153) faces / backs up to the energy absorption box cavity (414) of the crush energy absorption box (41), and the notches of the top crush guide groove (4151) and the bottom crush guide groove (4152) respectively backs up to / faces up to the energy absorption box cavity (414).

7. The vehicle front end structure according to claim 6, characterized in that: The top collapse guide groove (4151) is provided on the top surface of the energy absorption box top plate (411) and is formed to be concave downwards, and protrudes from the bottom surface of the energy absorption box top plate (411); The bottom collapse guide groove (4152) is provided on the bottom surface of the energy absorbing box bottom plate (412) and is formed to be concave upwards and protrudes from the top surface of the energy absorbing box bottom plate (412); The side collapse guide groove (4153) is arranged on the inner surface of the energy absorption box side plate (413) and is formed to be recessed outwards, and protrudes from the outer surface of the energy absorption box side plate (413).

8. The vehicle front end structure according to claim 1, characterized in that: The main anti-collision beam (3) comprises an upper cavity (31) and a lower cavity (32); the front wall of the upper cavity (31) is provided with an upper groove (311) recessed backwards, and the front wall of the lower cavity (32) is provided with a lower groove (321) recessed backwards; The groove wall of the upper groove (311) or the lower groove (321) is provided with a groove wall weakening hole (33) for guiding the bending of the main anti-collision beam (3), and the groove wall weakening hole (33) is located between the middle part of the main anti-collision beam (3) and the crush energy absorption box (41).

9. The vehicle front end structure according to claim 1, characterized in that: The vehicle front end structure comprises a secondary anti-collision beam (7) located below the main anti-collision beam (3) and a crush energy absorption box (8) arranged at the rear side of both ends of the secondary anti-collision beam (7); The crush energy absorption box (8) is used to be connected to the front sub-frame (200); in the left-right direction along the front sub-frame (200), the length of the secondary anti-collision beam (7) is greater than the length of the front sub-frame (200); the end of the secondary anti-collision beam (7) extends outward from the end of the front sub-frame (200) and is used to wrap the end of the front sub-frame (200) when crushed.

10. A vehicle, characterized in that: The vehicle front end structure comprises the vehicle front end structure as claimed in any one of claims 1 to 9.

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