Vehicle front end structure and vehicle

Abstract

The application discloses a vehicle front end structure and a vehicle, which comprise a front longitudinal beam, a front end plate, a main crash beam, a collapse support assembly and a triangular connecting piece. The collapse support assembly comprises a collapse energy absorption box and a rigid support box. The combination structure of the collapse energy absorption box and the rigid support box is arranged between the end of the main crash beam and the front end plate of the front longitudinal beam, the collapse energy absorption box is located in front of the front longitudinal beam, and the rigid support box is located on the outer side of the front longitudinal beam. When MPDB collision is performed, the collapse energy absorption box collapses, the rigid support box supports the end of the main crash beam and tilts to the outer side along 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 collapse energy absorption box are located in an approximate plane, the main crash beam is relatively flat and moves backward, there is no stress concentration area, the collision surface of the barrier is relatively flat, and the protection and buffering functions of the product are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile technology, in particular to a vehicle front end structure and a vehicle. BACKGROUND

[0002] The front end of an automobile is provided with a front crash beam, and the rear side of the front crash beam is connected with the firewall, shock tower and other components of the vehicle body through a front longitudinal beam. The front crash beam is used to protect the vehicle body, and in order to reduce the transmission of collision force, an energy absorption box is arranged between the front end of the front longitudinal beam and the front crash beam. When a collision occurs, the energy absorption box will collapse to achieve the purpose of energy absorption.

[0003] Among various collision conditions, there is a MPDB (Moving Progressive Deformable Barrier) collision condition, which simulates a collision accident occurring when two vehicles are moving in opposite directions, and investigates the damage caused by the subject vehicle to the struck vehicle (barrier car) during the accident, i.e. the aggressiveness of the subject vehicle; the main test is to test the protection and buffering effect of the front end structure (front crash beam system, longitudinal beam system, etc.) of the subject vehicle on the struck vehicle.

[0004] As shown in Figure 1-2 , during the experiment, the barrier car and the subject vehicle move towards each other at a speed of 50 km / h, and when the two vehicles collide, the subject vehicle has a 50% overlap with the barrier car on the driver's side. After the collision ends, the flatness of the collision surface of the barrier car is checked. If the collision surface is relatively flat after the collision, it means that the front crash beam system and other systems have not deformed irregularly, and therefore will not produce local impact on the barrier car, and the entire impact energy has been dispersed, resulting in good buffering and protection effect. If the collision surface is severely uneven after the collision, with a large concave-convex shape, it means that the front crash beam system and other systems have deformed irregularly, and there is a large local impact, the impact energy is not evenly dispersed, and the barrier car may be damaged by the large local impact, so the buffering and protection effect needs to be improved.

[0005] On an actual vehicle model, the front end structure has strong support in the local area of the front crash beam corresponding to the front longitudinal beam, which is not easy to deform, because the front longitudinal beam, as the main skeleton of the vehicle body, needs to bear many components, and its stiffness is greater than that of the surrounding area. Figure 2 As shown in the figure, during the collision, the area of the front crash beam corresponding to the front longitudinal beam is not easy to deform or move backward, while the surrounding area deforms and collapses backward, thus forming a large bending convex part at this position, and a large bending concave part at the corresponding area of the barrier, so the structure design needs to be improved. SUMMARY

[0006] The present application aims to overcome the deficiencies of the prior art, and provides a novel vehicle front end structure and vehicle, wherein a combination structure of a collapse energy absorption box and a rigid support box is arranged between the end of the main crash beam and the front end plate of the front longitudinal beam, the collapse energy absorption box is in front of the front longitudinal beam, and the rigid support box is outside the front longitudinal beam; when MPDB collision occurs, the collapse energy absorption box collapses, the rigid support box supports the end of the main crash 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 collapse energy absorption box are in an approximate plane, the main crash beam is relatively flat and moves backward, there is no stress concentration area, the collision surface of the barrier is relatively flat, and the protection and buffering functions of the product are improved.

[0007] The technical scheme of the present application provides a vehicle front end structure, comprising a front longitudinal beam with a longitudinally extending cavity, a front end plate arranged at the front end of the front longitudinal beam, a main crash beam arranged on the front side of the front end plate, and a collapse support assembly connected between the front end plate and the main crash beam.

[0008] The front end plate comprises a base plate connected to the front end of the front longitudinal beam and an extension plate connected to the base plate and extending to the outside of the front longitudinal beam, and a triangular connecting piece is connected between the rear side of the extension plate and the outside of the front longitudinal beam.

[0009] The collapse support assembly comprises a collapse energy absorption box connected between the base plate and the main crash beam and a rigid support box connected between the extension plate and the main crash beam, and a preset distance is left between the rigid support box and the collapse energy absorption box for collapse deformation of the collapse energy absorption box.

[0010] When the main crash beam is subjected to a frontal impact, the collapse energy absorption box can collapse and absorb energy, the front end of the front longitudinal beam can bend and extend outward from the connection between the triangular connecting piece and the front longitudinal beam, and the rigid support box can remain unchanged 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 collapse energy absorption box are in an approximate plane.

[0011] In one of the optional technical schemes, the width of the collapse energy absorption box is D0, and the preset distance is between 0.4D0 and 0.5D0.

[0012] In one of the optional technical schemes, a reinforcing bracket is arranged in the longitudinally extending cavity of the front longitudinal beam to prevent the front longitudinal beam from breaking at the bending position.

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

[0014] In an optional technical solution, the reinforcing bracket extends obliquely in the longitudinal beam cavity, gradually extending forward in a direction from the inner side to the outer side of the longitudinal beam, and the front end of the reinforcing bracket is connected to the junction of the triangular connecting piece and the front longitudinal beam.

[0015] In an optional technical solution, an opening is provided on the base plate and matches the profile of the longitudinal beam cavity.

[0016] In an optional technical solution, at least one row of collapse guide grooves is provided on the wall of the collapse energy absorption box.

[0017] The collapse guide grooves include a top collapse guide groove provided on the top plate of the energy absorption box, a bottom collapse guide groove provided on the bottom plate of the energy absorption box, and a side collapse guide groove provided on the side plate of the energy absorption box.

[0018] The upper and lower ends of the side collapse guide groove are connected to the top collapse guide groove and the bottom collapse guide groove, respectively.

[0019] The slot of the side collapse guide groove faces away from / towards the energy absorption box cavity of the collapse energy absorption box, and the slots of the top collapse guide groove and the bottom collapse guide groove face away from / towards the energy absorption box cavity, respectively.

[0020] In an optional technical solution, the top collapse guide groove is provided on the top surface of the top plate of the energy absorption box and is recessed downward, and protrudes from the bottom surface of the top plate of the energy absorption box.

[0021] The bottom collapse guide groove is provided on the bottom surface of the bottom plate of the energy absorption box and is recessed upward, and protrudes from the top surface of the bottom plate of the energy absorption box.

[0022] The side collapse guide groove is provided on the inner surface of the side plate of the energy absorption box and is recessed outward, and protrudes from the outer surface of the side plate of the energy absorption box.

[0023] In an optional technical solution, the main crash beam includes an upper cavity and a lower cavity, the front wall of the upper cavity is provided with an upper recessed groove recessed backward, and the front wall of the lower cavity is provided with a lower recessed groove recessed backward.

[0024] The groove wall of the upper recessed groove or the lower recessed groove is provided with a groove wall weakening hole for guiding the bending of the main crash beam, and the groove wall weakening hole is between the middle part of the main crash beam and the collapse energy absorption box.

[0025] In an optional technical solution, the vehicle front end structure includes a secondary crash beam below the main crash beam and a crush energy absorption box provided on the rear side of both ends of the secondary crash beam.

[0026] The crushing energy-absorbing box is used to connect to the front subframe. Along the left-right direction of the front subframe, the length of the secondary anti-collision beam is greater than the length of the front subframe. The end of the secondary anti-collision beam extends outward from the end of the front subframe to cover the end of the front subframe in the event of a crush.

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

[0028] The above technical solution has the following beneficial effects:

[0029] The present invention provides a vehicle front-end structure and vehicle, including a front longitudinal beam, a front end plate, a main anti-collision beam, a collapsible support assembly and a triangular connector.

[0030] The front end plate is located at the front end of the front longitudinal beam and is connected to the front end of the front longitudinal beam via a base plate. Its extension plate extends to the outside of the front longitudinal beam. A triangular connector 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 crumple support assembly consists of a crumple energy-absorbing box and a rigid support box. The crumple energy-absorbing box can crumple and absorb energy during a collision, while the rigid support box provides support and minimizes crumple during a collision.

[0032] The collapsible energy-absorbing box is connected between the base plate and the main anti-collision beam. When a collision occurs, the collapsible energy-absorbing box collapses to absorb energy while transferring the force backward to the front longitudinal beam.

[0033] The rigid support box connects the extension plate and the main crash beam, positioned outside the crumple zone energy absorber, with a pre-set distance to allow for deformation. During a collision, the rigid support box largely retains its original shape and transmits the force obliquely inward and backward to the front longitudinal beam via the triangular connector. This causes the front end of the front longitudinal beam to deform inward and bend outward from the rear of the triangular connector. The front end of the rigid support box tilts outward and the rear end inward, shortening its front-to-back distance. This allows it to adapt to the front-to-back length of the crumple zone energy absorber, ensuring the front end of the rigid support box and the front end of the crumple zone are approximately in the same plane. The main crash beam then crumples and moves backward relatively smoothly, without stress concentration areas, resulting in a flatter impact surface and improved protection and cushioning capabilities. Attached Figure Description

[0034] The disclosure of this invention will become more readily understood by referring to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. In the drawings:

[0035] Figure 1 This is a schematic diagram of MPDB collision testing for vehicles in the existing technology;

[0036] Figure 2 This is a schematic diagram of the MPDB collision after it has ended in the prior art;

[0037] Figure 3 A perspective view of the connection between the vehicle front-end structure, firewall, and front subframe according to an embodiment of the present invention;

[0038] Figure 4 for Figure 3 A stereoscopic view from another perspective;

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

[0040] Figure 6 A perspective view of the assembled front longitudinal beam, front end plate, collapsible support assembly, main anti-collision beam, and triangular connector;

[0041] Figure 7 A three-dimensional view of the front end plate located at the front end of the front longitudinal beam;

[0042] Figure 8 A perspective view of the collapse support assembly located on the front side of the front panel;

[0043] Figure 9 A schematic diagram showing that a reinforcing support is installed inside the cavity of the longitudinal beam;

[0044] Figure 10 for Figure 9 Top view;

[0045] Figure 11 A 3D view of the main anti-collision beam;

[0046] Figure 12 for Figure 11 An enlarged schematic diagram of part A in the middle;

[0047] Figure 13 for Figure 12 A cross-sectional view of the weakened hole along the groove wall;

[0048] Figure 14 A three-dimensional view of the collapsible energy-absorbing box;

[0049] Figure 15 for Figure 14 A cross-sectional view of the collapsible energy-absorbing box shown;

[0050] Figure 16 for Figure 14 The longitudinal cross-sectional view of the collapsible energy-absorbing box shown;

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

[0052] Figure 18 A partial enlarged view of the connection between the sub-collision beam and the front subframe via the crushing energy-absorbing box;

[0053] Figure 19 A magnified view of the assembled sub-bumper beam and crushing energy-absorbing box;

[0054] Figure 20 This is a schematic diagram of an MPDB collision test on a vehicle having the front-end structure provided in this embodiment of the invention.

[0055] Figure 21 This is a schematic diagram of the initial stage of an MPDB collision.

[0056] Figure 22 This is a schematic diagram of the intermediate stage of an MPDB collision.

[0057] Figure 23 This is a schematic diagram of the MPDB collision termination phase.

[0058] Figure 24 This is a schematic diagram showing the deformation of the main anti-collision beam during an MPDB collision.

[0059] Figure 25 This is a schematic diagram of the deformation of the secondary bumper beam during an MPDB collision. Detailed Implementation

[0060] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" used in the following description refer to directions in the accompanying drawings, while the terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively. Figures 3-8 , Figures 14-17 and Figures 20-24 As shown, an embodiment of the present invention provides a vehicle front end structure, including a front longitudinal beam 1 having a longitudinal beam cavity 10 extending front and rear, a front end plate 2 disposed 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 collapsible support assembly 4 connecting 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 connector 5 is connected between the rear side of the extension plate 22 and the outside of the front longitudinal beam 1.

[0062] The collapse support assembly 4 includes a collapse 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. A preset distance is left between the rigid support box 42 and the collapse energy-absorbing box 41 for the collapse deformation of the collapse energy-absorbing box 41.

[0063] When the main anti-collision beam 3 is subjected to a frontal impact, the collapse energy-absorbing box 41 can collapse and absorb energy. The front end of the front longitudinal beam 1 can bend outward and extend at an angle from the connection between the triangular connector 5 and the front longitudinal beam 1. The rigid support box 42 can maintain its original shape and tilt outward 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 collapse energy-absorbing box 41 are in approximately the same plane.

[0064] In this invention, the "vehicle being collided with or the barrier vehicle" is referred to as the "barrier".

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

[0066] The front-end structure of the vehicle includes a front longitudinal beam 1, a front end plate 2, a main anti-collision beam 3, a crumple zone support assembly 4, and a triangular connector 5.

[0067] Specifically, the vehicle's front-end structure includes two parallel, longitudinally extending front longitudinal beams 1. The rear end of the front longitudinal beams 1 is connected to the firewall 100, and shock absorber towers are located on the outer side of the rear half of the front longitudinal beams 1. The front longitudinal beams 1 have a square structure with longitudinally extending and continuous longitudinal beam cavities 10. The design of the longitudinal beam cavities 10 reduces structural weight and allows the front longitudinal beams 1 to deform to a certain extent. The load that the front longitudinal beams 1 can withstand is between 160KN and 180KN, preferably 170KN.

[0068] Each front longitudinal beam 1 has a front end plate 2 fixedly mounted at its front end. The front end plate 2 includes a base plate 21 and an extension plate 22. The base plate 21 is connected to the front of the front longitudinal beam 1 and can be welded, riveted, or connected to the front end of the front longitudinal beam 1 by bolts or screws. The inner side of the base plate 21 may have a rearwardly extending flange 212 for connection with the inner surface of the front longitudinal beam 1. The lower side of the base plate 21 may have a mounting plate 213 for connection with other components.

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

[0070] A triangular connector 5 connects the rear side of the extension plate 22 to the outer surface of the front longitudinal beam 1 to strengthen the structural connection and for force transmission. The triangular connector 5 may be box-shaped, with a roughly triangular structure in its top view. Its upper surface is approximately flush with or slightly lower than the top plate of the front longitudinal beam 1, and its lower surface is approximately flush with or slightly higher than the bottom plate of the front longitudinal beam 1. The end of the triangular connector 5 that connects to the front longitudinal beam 1 has a rearwardly extending lug 51, which is welded, riveted, or connected to the front longitudinal beam 1 by bolts or screws. The front end of the lug 51 is the rear end of the rear inclined surface 52 of the triangular connector 5. Generally, the line connecting the rear end of the rear inclined surface 52 to the outer surface of the front longitudinal beam 1 is called the connection line between the triangular connector 5 and the front longitudinal beam 1, and the plane containing the lug 51 is called the connection area between the triangular connector 5 and the front longitudinal beam 1. In this invention, the connection point between the triangular connector 5 and the front longitudinal beam 1 can refer to the aforementioned phase connection line and / or connection area, or it can refer to a certain area before and after the phase connection line and / or connection area. The front end of the front longitudinal beam 1 refers to the portion of the front longitudinal beam 1 located in front of the phase connection line and / or connection area.

[0071] The collapsible support assembly 4 consists of a collapsible energy-absorbing box 41 and a rigid support box 42. The collapsible energy-absorbing box 41 can be made of iron, aluminum, or other materials, and its load-bearing capacity is between 50KN and 70KN, preferably 60KN.

[0072] The collapsible energy-absorbing box 41 is connected between the base plate 21 and the main anti-collision beam 3. When a collision occurs, the collapsible energy-absorbing box 41 collapses to absorb energy while transferring the force backward to the front longitudinal beam 1. Since the collapsible energy-absorbing box 41 is located directly in front of the front longitudinal beam 1, the collapsible energy-absorbing box 41 directly transfers the collision force to the front longitudinal beam 1, that is, directly to the front longitudinal beam 1.

[0073] The main purpose of the rigid support box 42 is to provide support and prevent collapse during a collision, thus maintaining its original shape as much as possible. The rigid support box 42 can be made of steel, aluminum alloy, etc., and its walls are relatively thick, allowing it to withstand a load greater than 110KN, preferably 130KN.

[0074] The rigid support box 42 is connected between the extension plate 22 and the main anti-collision beam 3. It is located outside the collapsible energy-absorbing box 41 and closer to the end of the main anti-collision beam 3. At the same time, a preset distance is left between the rigid support box 42 and the collapsible energy-absorbing box 41 to allow the collapsible energy-absorbing box 41 to deform.

[0075] Because the main anti-collision beam 3 has an arc-shaped overall structure with its two ends located at the rear of the middle, the rear end of the rigid support box 42 is flush with the front end, and its front end is longer on the inside than on the outside. Specifically, the front end of the inner plate 421 of the rigid support box 42 is located in front 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 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 curvature of the end of the main anti-collision beam 3, when an MPDB collision occurs, the inner plate 421 is closer to the middle of the barrier than 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, which is beneficial for the rigid support box 42 to tilt outward relative to the main anti-collision beam 3 in the subsequent process.

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

[0077] During an MPDB collision, the collapsible energy-absorbing box 41 collapses to absorb energy while simultaneously transferring the force rearward to the front longitudinal beam 1. The rigid support box 42 remains essentially unchanged. Since the rear side of the extension plate 22 is supported by the triangular connector 5, the extension plate 22 remains largely undeformed, and the extension plate 22 and the base plate 21 remain approximately in the same plane. The rigid support box 42 transmits the collision force obliquely inward and rearward to the front longitudinal beam 1 through the triangular connector 5, thus causing the front end of the front longitudinal beam 1 to deform inward. The front longitudinal beam 1 gradually tilts inward from back to front, and simultaneously causes the front end 11 of the front longitudinal beam 1 to bend outward from the rear side of the connection between the triangular connector 5 and the front longitudinal beam 1. As a result, the rigid support box 42 also tilts, with the front end tilting outward and the rear end tilting inward, thereby shortening the front-to-back distance of the rigid support box 42. The tilted rigid support box 42 adapts to the front-to-back length of the collapsed energy-absorbing box 41, ensuring that the front end of the rigid support box 42 and the front end of the collapsed energy-absorbing box 41 are in approximately a plane. This approximately plane refers to a plane that, under certain accuracy requirements or at a specific observation scale, can be considered a flat surface without significant bends or uneven structures. Although the approximately plane is not a plane in the strict sense, its deviation from the ideal plane is within an acceptable range.

[0078] Based on the design that the rigid support box 42 remains undeformed and provides support and force transmission during an MPDB collision, the inward tilting design of the front longitudinal beam 1, the outward bending design of the front end 11, and the outward tilting design of the rigid support box 42, the main anti-collision beam 3 will collapse and move relatively smoothly backward during an MPDB collision. Figure 24As shown, the main anti-collision beam 3 moves backward relatively smoothly from the first bending point at its midpoint, without significant bending or uneven structures, and there are no stress concentration areas. This makes the collision surface of the barrier relatively flat, improving the product's protection and buffering functions.

[0079] In one embodiment, such as Figure 7 As shown, in order to enable the front longitudinal beam 1 to tilt inward during a collision, a vertically extending longitudinal beam collapse guide groove 12 is provided on the inner surface of the rear end of the front longitudinal beam 1. When the front longitudinal beam 1 is subjected to a certain degree of impact force, the longitudinal beam collapse guide groove 12 will be squeezed and deformed, thereby causing the front longitudinal beam 1 to tilt or bend inward from that point.

[0080] In one embodiment, the width of the collapsible energy-absorbing box 41 is D0, and the preset distance is between 0.4D0 and 0.5D0, which provides sufficient collapsible space for the deformation of the collapsible energy-absorbing box 41 without making the rigid support box 42 too far away from the collapsible energy-absorbing box 41. Generally, the width of the collapsible energy-absorbing box 41 is selected between 85mm and 90mm, preferably 88mm.

[0081] In one embodiment, such as Figure 9 As shown, a reinforcing bracket 6 is provided inside the longitudinal beam cavity 10 to prevent the front longitudinal beam 1 from breaking at the bend. The outer edge of the reinforcing bracket 6 is located at the connection between the triangular connector 5 and the front longitudinal beam 1.

[0082] The reinforcing bracket 6 is connected within the longitudinal beam cavity 10. Within the cavity 10, the reinforcing bracket 6 can extend laterally or be arranged at an angle. The four edges of the reinforcing bracket 6 are connected to the top plate, bottom plate, inner side plate, and outer side plate of the front longitudinal beam 1, respectively. The outer edge of the reinforcing bracket 6 is located near the connection point between the triangular connector 5 and the front longitudinal beam 1. The design of the reinforcing bracket 6 ensures that the front longitudinal beam 1 will not break at the bend, allowing the front end 11 of the front longitudinal beam 1 to bend without breaking off from the rear longitudinal beam body.

[0083] The reinforcing bracket 6 can be a plate structure, frame structure, etc. It can be welded into the longitudinal beam cavity 10 by flange welding, or it can be installed in the longitudinal beam cavity 10 by riveting, bolt connection, screw connection, etc.

[0084] In one embodiment, such as Figure 10 As shown, the reinforcing bracket 6 extends obliquely within the longitudinal beam cavity 10. Along the direction from the inside to the outside 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 connector 5 and the front longitudinal beam 1.

[0085] In this embodiment, the reinforcing bracket 6 is arranged obliquely within 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 point between the triangular connector 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 connector 5, that is, the angle between the reinforcing bracket 6 and the left-right direction of the vehicle body is smaller than the angle between the rear inclined surface 52 and the left-right direction of the vehicle body. When the triangular connector 5 transmits the impact force to the outer side plate of the front longitudinal beam 1, the reinforcing bracket 6 can transmit the impact force obliquely rearward to the top plate, bottom plate and inner side plate of the front longitudinal beam 1, which can avoid stress concentration at the connection point between the triangular connector 5 and the front longitudinal beam 1, and can effectively prevent the front longitudinal beam 1 from breaking at that point.

[0086] Another advantage of reinforcing the bracket 6 in transmitting the impact force obliquely to the rear is that it makes the force lines of the top plate, bottom plate and inner plate of the front longitudinal beam 1 located obliquely to the rear side of the outer plate, which is conducive to making the front end 11 of the front longitudinal beam 1 bend outward from its stress point.

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

[0088] In one embodiment, such as Figure 7 As shown, the substrate 21 has an opening 211 that matches the contour of the longitudinal beam cavity 10.

[0089] If the substrate 21 is a complete flat plate, the impact force transmitted from the collapsible energy absorption box 41 will be dispersed, and the force transmission between the four sides of the collapsible energy absorption box 41 and the four sides of the front longitudinal beam 1 will not be direct enough.

[0090] In this embodiment, the substrate 21 is no longer a complete flat plate, but has an opening 211. The opening 211 is adapted to the contour of the longitudinal beam cavity 10. The substrate 21 is connected to the four sides of the opening 211 and the four sides of the front longitudinal beam 1, which is conducive to the direct transmission of the force of the four sides of the collapsible energy absorption box 41 to the four sides of the front longitudinal beam 1.

[0091] The rear profile of the collapsible energy-absorbing box 41 is adapted to the front profile of the front longitudinal beam 1. After the impact force of the collapsible energy-absorbing box 41 is transmitted to the substrate 21, it can be directly transmitted to the top plate, bottom plate, inner plate and outer plate of the front longitudinal beam 1 through the periphery of the opening 211 of the substrate 21, causing the front end 11 of the front longitudinal beam 1 to deform.

[0092] In one embodiment, such as Figures 14-16 As shown, the wall surface of the collapse energy absorption box 41 is provided with at least one collapse guide groove 415.

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

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

[0095] The opening of the side collapse guide groove 4153 faces / backs the energy absorption box cavity 414 of the collapse energy absorption box 41, and the openings of the top collapse guide groove 4151 and the bottom collapse guide groove 4152 face / backs the energy absorption box cavity 414 respectively.

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

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

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

[0099] The advantage of this design is that when the collapse guide groove 415 is crushed and deformed, the convex deformation direction of the top collapse guide groove 4151 and the bottom collapse guide groove 4152 is different from the convex deformation direction of the side collapse guide groove 4153. No deformation interference will occur at the connection between the side collapse guide groove 4153 and the top collapse guide groove 4151 and the bottom collapse guide groove 4152, which is conducive to guiding the overall deformation of the collapse energy absorption box 41.

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

[0101] If the side collapse guide groove 4153 is located on the inner side of the energy-absorbing box side plate 413, with its opening facing the energy-absorbing box cavity 414, then the top collapse guide groove 4151 is located on the outer side (upper surface) of the energy-absorbing box top plate 411, with its opening facing away from the energy-absorbing box cavity 414; the bottom collapse guide groove 4152 is located on the outer side (lower surface) of the energy-absorbing box bottom plate 412, with its opening facing away from the energy-absorbing box cavity 414. When the collapse guide groove 415 is crushed and deformed, the top collapse guide groove 4151 and the bottom collapse guide groove 4152 bulge and deform towards the energy-absorbing box cavity 414, while the side collapse guide groove 4153 bulges and deforms towards the outer side of the energy-absorbing box cavity 414. Since the deformation protrusions are in different directions at the upper and lower ends of the side collapse guide groove 4153, no deformation interference will occur at the connection between the side collapse guide groove 4153 and the top collapse guide groove 4151 and the bottom collapse guide groove 4152, which is conducive to guiding the overall deformation of the collapse energy absorption box 41.

[0102] If the side collapse guide groove 4153 is located on the outer side of the energy-absorbing box side plate 413, with its opening facing away from the energy-absorbing box cavity 414, then the top collapse guide groove 4151 is located on the inner side (lower surface) of the energy-absorbing box top plate 411, with its opening facing the energy-absorbing box cavity 414; the bottom collapse guide groove 4152 is located on the inner side (upper surface) of the energy-absorbing box bottom plate 412, with its opening facing the energy-absorbing box cavity 414. When the collapse guide groove 415 is crushed and deformed, the top collapse guide groove 4151 and the bottom collapse guide groove 4152 bulge and deform towards the outer side of the energy-absorbing box cavity 414, while the side collapse guide groove 4153 bulges and deforms into the energy-absorbing box cavity 414. Since the deformation protrusions are in different directions at the upper and lower ends of the side collapse guide groove 4153, no deformation interference will occur at the connection between the side collapse guide groove 4153 and the top collapse guide groove 4151 and the bottom collapse guide groove 4152, which is conducive to guiding the overall deformation of the collapse energy absorption box 41.

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

[0104] In one embodiment, such as Figures 14-16 As shown, the top collapse guide groove 4151 is provided on the top surface of the energy absorption box top plate 411 and is recessed downwards, while protruding from the bottom surface of the energy absorption box top plate 411.

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

[0106] The side collapse guide groove 4153 is provided on the inner surface of the energy absorption box side plate 413 and is recessed outward, while protruding from the outer surface of the energy absorption box side plate 413.

[0107] In this embodiment, the top collapse guide 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 guide groove 4151 protrudes from the bottom surface of the energy absorption box top plate 411. During collapse, the bottom part of the top collapse guide groove 4151 is easy to bulge and deform into the energy absorption box cavity 414, thereby guiding the top collapse guide groove 4151 to shrink.

[0108] The bottom collapse guide 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 guide groove 4152 protrudes from the top surface of the energy absorption box bottom plate 412. During collapse, the bottom part of the bottom collapse guide groove 4152 is easy to bulge and deform into the energy absorption box cavity 414, thereby guiding the bottom collapse guide groove 4152 to shrink.

[0109] The side collapse guide 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 guide groove 4153 protrudes from the outer surface of the energy absorption box side plate 413. During collapse, the bottom part of the side collapse guide groove 4153 is easy to bulge and deform to the outside of the energy absorption box side plate 413, thereby guiding the side collapse guide groove 4153 to shrink.

[0110] In one embodiment, such as Figures 11-13 As 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 a rearward recessed upper groove 311, and the front wall of the lower cavity 32 is provided with a rearward recessed lower groove 321.

[0111] The upper groove 311 or the lower groove 321 has groove wall weakening holes 33 for guiding the bending of the main anti-collision beam 3. The groove wall weakening holes 33 are located between the middle of the main anti-collision beam 3 and the collapse energy absorption box 41.

[0112] In this embodiment, the main anti-collision beam 3 is formed by bending a single sheet of material, and has an upper cavity 31 and a lower cavity 32 inside it. The front wall of the upper cavity 31 has a rearwardly recessed upper groove 311, and the front wall of the lower cavity 32 has a rearwardly recessed lower groove 321. The design of the upper cavity 31, lower cavity 32, upper groove 311, and lower groove 321 is all to enhance the energy absorption effect of the main anti-collision beam 3 during rearward crushing deformation.

[0113] During the MPDB collision, one end of the 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 the bending and crushing only occurs at this first bending point, there may be localized rearward crushing of the left / right half of the main anti-collision beam 3. For example, the end and middle parts of the left / right half of the main anti-collision beam 3 collide with the boundary of the barrier, resulting in a large abrupt change in impact force, which will cause a large rearward crushing amplitude in these parts. However, the part from the first bending point to the collapse energy absorption box 41 is a large planar collision, with a small abrupt change in impact force. The rearward crushing amplitude in this part is relatively small, forming a large step at the transition, thus preventing the left / right half of the main anti-collision beam 3 from collapsing backward as a whole.

[0114] In order to enable the left / right half of the main anti-collision beam 3 to deform and collapse uniformly backward, a second bending point is designed in the left / right half of the main anti-collision beam 3. Specifically, a groove wall weakening hole 33 is provided in the groove wall of the upper groove 311 or the lower groove 321. The groove wall weakening hole 33 conforms to the groove wall of the upper groove 311 / lower groove 321, thereby weakening the structural strength at that point.

[0115] The weakening hole 33 in the tank wall is located between the middle of the main anti-collision beam 3 and the collapse energy absorption box 41. The distance between the weakening hole 33 in the tank wall and the collapse energy absorption box 41 is slightly smaller than the distance between the weakening hole 33 in the tank wall and the middle of the main anti-collision beam 3. This is used to guide the main anti-collision beam 3 to also bend at the weakening hole 33 in the tank wall, so that the part from the first bending point to the second bending point can also be pressed backward by a large amount as a whole, so that the left half / right half of the main anti-collision beam 3 can be moved backward and crushed as a whole.

[0116] The wall weakening hole 33 is either formed in the wall of the upper groove 311 or in the wall of the lower groove 321. If the wall weakening hole 33 is formed in the walls of both the upper groove 311 and the lower groove 321, the main anti-collision beam 3 may break at that point.

[0117] Preferably, such as Figure 24 As shown, a balance plate 34 is provided on the front side of the end of the main anti-collision beam 3. The inner edge 341 of the balance plate 34 is located inside the collapsible energy-absorbing box 41, and the outer edge 342 of the balance plate 34 is located outside the rigid support box 42. The distance between the inner edge 341 and the collapsible energy-absorbing box 41 is greater than the distance between the outer edge 342 and the rigid support box 42. The groove wall weakening hole 33 is located on the rear side of the inner edge 341, or the groove wall weakening hole 33 is adjacent to the inner side of the inner 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. The contact area between the two will generate a strong pressure change, thereby inducing the main anti-collision beam 3 to bend from the second bending point.

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

[0120] The crushing 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 sub-bumper beam 7 is greater than the length of the front subframe 200. The end of the sub-bumper beam 7 extends out of the outside of the end of the front subframe 200 and is used to cover the end of the front subframe 200 in the event of a crush.

[0121] In this embodiment, the front bumper beam of the vehicle's front end structure includes a main bumper beam 3 and a secondary bumper beam 7. The secondary bumper beam 7 is located below the main bumper beam 3, and the two are spaced apart. The secondary bumper beam 7 is used for assembly with the front subframe 200.

[0122] The secondary anti-collision beam 7 has a cavity 70, 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 subjected to an impact, the secondary anti-collision beam 7 is more easily crushed than the main anti-collision beam 3.

[0123] Each of the left and right ends of the sub-bumper beam 7 is equipped with a crushing energy-absorbing box 8 on its rear side. The crushing energy-absorbing box 8 is connected to the front subframe 200.

[0124] The front subframe 200 is a frame structure, with a front crossbeam 201 at its front. A triangular mounting bracket 202 is located on each of the left and right sides of the front crossbeam 201, positioned on the outer side of the longitudinal beams of the front subframe 200. The crushing 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 the sharp corners 203 of the mounting bracket 202, which are relatively sharp.

[0126] The crushing energy absorption box 8 can be made of iron, aluminum, or other materials, and can adopt a structural design similar to that of the crushing energy absorption box 41.

[0127] Along the width of the vehicle body, the length of the sub-bumper beam 7 is greater than the length of the front subframe 200, which is also greater than the distance between the two sharp corners 203.

[0128] The end 71 of the sub-bumper beam 7 extends outward from the end (sharp end 203) of the front subframe 200. In the event of a collision, the end 71 of the sub-bumper beam 7 bends backward to cover the end (sharp end 203) of the front subframe 200, thus covering the sharp edge and improving safety.

[0129] During an MPDB collision, one end of the barrier is simultaneously located at the midpoint of the main anti-collision beam 3 and the secondary anti-collision beam 7, while the other end is located outside the ends of the main anti-collision beam 3 and the secondary anti-collision beam 7, ensuring that the barrier can collide with the ends of the main anti-collision beam 3 and the secondary anti-collision beam 7.

[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 force of the two crushing energy-absorbing boxes 8 is transmitted to the mounting bracket 202 and the front crossbeam 201, it will form a support at the crossbeam 201 after longitudinal deformation. Therefore, the section of the secondary anti-collision beam 7 from the first bending point to the crushing energy-absorbing box 8 can be crushed backward to the front of the front crossbeam 201, forming a relatively flat surface. There is a sudden change in force at the end 71 of the secondary anti-collision beam 7 and the outer boundary of the crushing energy-absorbing box 8. This is the second bending point, which causes the end 71 of the secondary anti-collision beam 7 to bend backward at an angle to cover the end (sharp end 203) of the front subframe 200.

[0131] One embodiment of the present invention provides a vehicle including the vehicle front-end structure described in any of the foregoing embodiments.

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

[0133] The above are merely the principles and preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several other modifications can be made based on the principles of the present invention, and these modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle front-end structure, characterized in that, It includes a front longitudinal beam (1) with a longitudinal beam cavity (10) extending forward and backward, a front end plate (2) located at the front end of the front longitudinal beam (1), a main anti-collision beam (3) located on the front side of the front end plate (2), and a collapsible support assembly (4) connecting the front end plate (2) and the main anti-collision beam (3). 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 connector (5) is connected between the rear side of the extension plate (22) and the outside of the front longitudinal beam (1). The collapse support assembly (4) includes a collapse 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). A preset distance is left between the rigid support box (42) and the collapse energy-absorbing box (41) for the collapse deformation of the collapse energy-absorbing box (41). When the main anti-collision beam (3) is subjected to a frontal impact, the crumple energy-absorbing box (41) can crumple and absorb energy. The front end of the front longitudinal beam (1) can bend outward and extend obliquely from the connection between the triangular connector (5) and the front longitudinal beam (1). The rigid support box (42) can maintain its original shape and tilt outward 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 crumple energy-absorbing box (41) are in approximately the same plane.

2. The vehicle front-end structure according to claim 1, characterized in that, The width of the collapsible energy-absorbing 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, The longitudinal beam cavity (10) is provided with a reinforcing bracket (6) to prevent the front longitudinal beam (1) from breaking at the bend; The outer edge of the reinforcing bracket (6) is located at the connection between the triangular connector (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 within the longitudinal beam cavity (10). Along the direction from the inside to the outside of the longitudinal beam, the reinforcing bracket (6) gradually extends forward. The front end of the reinforcing bracket (6) is connected to the connection between the triangular connector (5) and the front longitudinal beam (1).

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

6. The vehicle front-end structure according to claim 1, characterized in that, The wall surface of the collapsible energy-absorbing box (41) is provided with at least one ring of collapsible guide grooves (415); The collapse guide groove (415) includes a top collapse guide groove (4151) provided on the top plate (411) of the energy absorption box, a bottom collapse guide groove (4152) provided on the bottom plate (412) of the energy absorption box, and a side collapse guide groove (4153) provided on the side plate (413) of the energy absorption 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 opening of the side collapse guide groove (4153) faces / backs the energy absorption box cavity (414) of the collapse energy absorption box (41), and the openings of the top collapse guide groove (4151) and the bottom collapse guide groove (4152) face / backs the energy absorption box cavity (414) respectively.

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 recessed 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 absorption box bottom plate (412) and is recessed upward, and protrudes from the top surface of the energy absorption box bottom plate (412); The side collapse guide groove (4153) is provided on the inner surface of the energy-absorbing box side plate (413) and is recessed outward, and protrudes from the outer surface of the energy-absorbing box side plate (413).

8. The vehicle front-end structure according to claim 1, characterized in that, 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 a rearward recessed upper groove (311), and the front wall of the lower cavity (32) is provided with a rearward recessed lower groove (321). The upper groove (311) or the lower groove (321) has groove wall weakening holes (33) for guiding the bending of the main anti-collision beam (3). The groove wall weakening holes (33) are located between the middle of the main anti-collision beam (3) and the collapse energy absorption box (41).

9. The vehicle front-end structure according to claim 1, characterized in that, The vehicle front structure includes a secondary anti-collision beam (7) located below the main anti-collision beam (3) and crushing energy-absorbing boxes (8) located at the rear of both ends of the secondary anti-collision beam (7); The crushing energy-absorbing box (8) is used to connect to the front subframe (200). Along the left and right direction of the front subframe (200), the length of the sub-bumper beam (7) is greater than the length of the front subframe (200). The end of the sub-bumper beam (7) extends out of the outside of the end of the front subframe (200) and is used to cover the end of the front subframe (200) in the event of a crush.

10. A vehicle, characterized in that, Includes the vehicle front-end structure as described in any one of claims 1-9.

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