Vehicle front collision reinforcing structure
By setting up a central channel reinforcement, a middle reinforcement, and corner reinforcement on the floor to form an arc-shaped cavity structure, the problem of increased vehicle weight in existing technologies is solved, achieving lightweighting and efficient energy absorption of the front collision reinforcement structure, thus improving safety performance and range.
Patent Information
- Application Number
- CN202511023866.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-22
- Publication Date
- 2025-10-31
AI Technical Summary
In existing technologies, increasing the thickness of body panels or adding reinforcing components to improve frontal collision protection results in increased vehicle weight, affecting vehicle range and increasing manufacturing costs.
The design incorporates floor and reinforcing components, including central channel reinforcement, mid-section reinforcement, and corner reinforcement, forming an arc-shaped cavity structure. This optimized structural layout enhances collision energy absorption and attenuation while reducing material usage to control cost and weight.
It improves vehicle safety and range while reducing overall vehicle weight, enhancing driving comfort and performance, and avoiding cost increases.
Smart Images
Figure CN120863751A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, specifically to a front collision reinforcement structure for vehicles. Background Technology
[0002] With the rapid development of vehicles, vehicle safety performance has become one of the core indicators of concern for consumers. Among them, front collision performance is directly related to the life safety of passengers and is of paramount importance in vehicle body design. In current technology, to improve front collision protection capabilities, the thickness of body panels or the addition of reinforcing components are usually adopted. However, this will significantly increase the vehicle weight, which will not only affect the vehicle's range (especially for new energy vehicles), but also increase the vehicle's manufacturing cost. Summary of the Invention
[0003] This application provides a front collision reinforcement structure for vehicles, which can improve the collision performance of the front of the vehicle, while also taking into account vehicle lightweighting and cost control.
[0004] This application provides a frontal collision reinforcement structure for a vehicle, including:
[0005] The floor has a first and a second surface in the vehicle height direction, a front end and a rear end in the vehicle length direction, and a left and a right side in the vehicle width direction.
[0006] A reinforcing component, disposed on the floor, comprising:
[0007] A central channel reinforcement member is disposed on the first surface of the floor.
[0008] A central reinforcement member is provided near the front end of the floor;
[0009] A corner reinforcement member is disposed above the floor and the central reinforcement member;
[0010] The floor, the central channel reinforcement, the central reinforcement, and the corner reinforcement form a first cavity, which is arc-shaped as a whole.
[0011] In some embodiments, the reinforcing assembly further includes an upper reinforcing member disposed on the side of the middle reinforcing member facing away from the corner reinforcing member, and the upper reinforcing member is disposed near the upper part of the middle reinforcing member in the vehicle height direction;
[0012] The upper reinforcing member and the middle reinforcing member together form a second cavity.
[0013] In some embodiments, the reinforcing assembly further includes a lower reinforcing member disposed on the side of the middle reinforcing member facing away from the corner reinforcing member, and the lower reinforcing member is disposed near the lower part of the middle reinforcing member in the vehicle height direction;
[0014] The lower reinforcing member and the middle reinforcing member together form a third cavity.
[0015] In some embodiments, the corner reinforcement is provided with a transition portion, which is recessed toward the first cavity. The transition portion divides the first cavity into a buffer cavity and a resisting cavity that are interconnected. The buffer cavity is located close to the second cavity, and the resisting cavity is located close to the third cavity.
[0016] When the upper reinforcing member is impacted, the impact energy is transmitted sequentially through the second cavity, the buffer cavity, the resistance cavity, and the third cavity.
[0017] When the lower reinforcement is impacted, the impact energy is transmitted sequentially through the third cavity, the resistance cavity, the buffer cavity, and the second cavity.
[0018] When the upper reinforcement and the lower reinforcement are simultaneously subjected to a collision, the collision energy received by the upper reinforcement and the collision energy received by the lower reinforcement can at least partially cancel each other out.
[0019] In some embodiments, the upper reinforcement has a first supporting surface and a first inclined surface connected to each other, the first supporting surface being a collision surface, and the first inclined surface being arranged parallel to the upper collision direction; and / or
[0020] The lower reinforcing member has a second supporting surface and a second inclined surface that are connected to each other. The second supporting surface is a collision surface, and the second inclined surface is arranged parallel to the lower collision direction.
[0021] In some embodiments, the central channel reinforcement and the corner reinforcement further enclose an auxiliary cavity.
[0022] In some embodiments, the center channel reinforcement is disposed near the center of the floor in the vehicle width direction, and the center channel reinforcement extends along the length direction of the vehicle; and / or,
[0023] The central channel reinforcement is provided with a groove that extends along the length of the vehicle.
[0024] In some embodiments, the volume of the central channel reinforcement gradually decreases in the direction from the front end to the rear end of the floor.
[0025] In some embodiments, the corner reinforcement is provided with structural ribs, which protrude in the direction away from the first cavity.
[0026] In some embodiments, the reinforcing assembly further includes two end reinforcements, which are disposed near the front end of the floor and near the left and right sides of the floor, respectively.
[0027] Wherein, the end reinforcement has a first mounting groove on the side facing the upper reinforcement, and the end of the upper reinforcement is mounted in the first mounting groove; and / or,
[0028] The end reinforcement has a second mounting groove on the side facing the lower reinforcement, and the end of the lower reinforcement is mounted in the second mounting groove; and / or,
[0029] The end reinforcement is provided with multiple reinforcing cavities.
[0030] Beneficial Effects: Compared with the prior art, the vehicle front collision reinforcement structure provided in this application includes a floor and reinforcement components disposed on the floor. The reinforcement components include a central channel reinforcement, a central reinforcement, and corner reinforcements. The floor, central channel reinforcement, central reinforcement, and corner reinforcements form an arc-shaped first cavity. This not only improves the structural strength of the vehicle front collision reinforcement structure, thereby improving the overall structural strength of the vehicle and enhancing its safety and driving performance, thus improving driving comfort, but also, compared with a right-angled cavity, the energy of a frontal collision is better absorbed and attenuated in the arc-shaped first cavity, reducing the impact on occupants and improving the vehicle's collision performance and safety performance. Furthermore, the first cavity is a large-volume cavity, and under micro-collision conditions, the overall structure will not experience significant shaking, improving vehicle stability and comfort. In addition, by optimizing the structural layout rather than increasing material usage to improve performance, cost increases are avoided, and the overall weight of the vehicle can be reduced, thereby improving the vehicle's range. Attached Figure Description
[0031] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0032] Figure 1 This is a three-dimensional structural diagram of the front collision reinforcement structure of the vehicle in this application from one perspective;
[0033] Figure 2 yes Figure 1A schematic diagram of the exploded structure;
[0034] Figure 3 This is a three-dimensional structural diagram of the front collision reinforcement structure of the vehicle in this application from another perspective;
[0035] Figure 4 This is a schematic diagram of the planar structure of the front collision reinforcement structure of a vehicle in this application;
[0036] Figure 5 It is along Figure 4 Schematic diagram of the cross section of line AA in the middle;
[0037] Figure 6 yes Figure 5 A magnified schematic diagram of the local structure at point A;
[0038] Figure 7 It is along Figure 4 Schematic diagram of the cross section of the middle BB line;
[0039] Figure 8 It is along Figure 4 A cross-sectional view of the CC line.
[0040] Explanation of reference numerals in the attached figures:
[0041] 1. Floor; 11. First surface; 12. Second surface; 13. Front end; 14. Rear end; 15. Left side; 16. Right side; 2. Reinforcing components; 21. Central channel reinforcement; 211. Groove; 22. Central reinforcement; 23. Corner reinforcement; 231. Transition section; 232. Structural rib; 24. Upper reinforcement; 241. First support surface; 242. First inclined surface; 25. Lower reinforcement; 251. Second support surface; 252. Second inclined surface; 26. End reinforcement; 261. First mounting groove; 262. Second mounting groove; 263. Reinforcing cavity; 3. First cavity; 31. Buffer cavity; 32. Resistance cavity; 4. Second cavity; 5. Third cavity; 6. Auxiliary cavity; X, First direction; Y, Second direction; Z, Third direction. Detailed Implementation
[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. In addition, it should be understood that the specific embodiments described herein are only for illustration and explanation of this application and are not intended to limit this application. In this application, unless otherwise stated, directional terms such as "up," "down," "left," and "right" generally refer to up, down, left, and right in the actual use or working state of the device, specifically the drawing directions in the accompanying drawings.
[0043] In this application, unless otherwise expressly specified and limited, the terms "connected," "linked," "stacked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two elements or the interaction between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0044] This application provides a frontal collision reinforcement structure for vehicles, which will be described in detail below. It should be noted that the order of description of the following embodiments is not intended to limit the preferred order of the embodiments of this application. Furthermore, the descriptions of each embodiment have their own emphasis; parts not described in detail in a certain embodiment can be referred to in the relevant descriptions of other embodiments.
[0045] Reference Figure 1 One embodiment of this application provides a frontal collision reinforcement structure for a vehicle, including: a floor 1 and a reinforcement component 2 disposed on the floor 1. The reinforcement component 2 is used to resist frontal collisions to improve the safety performance of the vehicle, thereby reducing the impact on the occupants.
[0046] Specifically, refer to Figure 1 and Figure 2 Floor 1 is located below the front collision reinforcement structure. Floor 1 serves as a basic load-bearing component, providing installation support for the reinforcement assembly 2. Floor 1 is made of, for example, a large-area structural panel, such as steel plate. Floor 1 has a first surface 11 and a second surface 12 in the vehicle height direction, a front end 13 and a rear end 14 in the vehicle length direction, and a left side 15 and a right side 16 in the vehicle width direction. The vehicle length direction is the first direction X, the vehicle width direction is the second direction Y, and the vehicle height direction is the third direction Z.
[0047] Reference Figures 1 to 3The reinforcing component 2 is disposed on the floor 1 and may include: a central channel reinforcing member 21, a central reinforcing member 22, and a corner reinforcing member 23. The reinforcing component 2 may also include: an upper reinforcing member 24, a lower reinforcing member 25, and an end reinforcing member 26.
[0048] Reference Figure 1 and Figure 2 The center channel reinforcement 21 is disposed on the first surface 11 of the floor 1, that is, the center channel reinforcement 21 is disposed above the floor 1, and the center channel reinforcement 21 and the floor 1 can be connected by welding or other means. The center channel reinforcement 21 is made of, for example, thermoformed sheet material to ensure that the center channel reinforcement 21 has sufficient structural strength. As an example, the center channel reinforcement 21 can be formed from thermoformed sheet material through processes such as stamping and bending. The cross-section of the center channel reinforcement 21 in the vehicle width direction can be approximately U-shaped.
[0049] The center channel reinforcement 21 is positioned near the middle of the floor 1 in the vehicle width direction and extends along the length direction of the vehicle. In the length direction of the vehicle, the length of the center channel reinforcement 21 is equal to or approximately equal to the length of the floor 1, and the center channel reinforcement 21 can extend from the rear end 14 of the floor 1 to the front end 13 of the floor 1.
[0050] Reference Figure 1 and Figure 2 The center channel reinforcement 21 is provided with a groove 211. The groove 211 not only improves the structural strength of the center channel reinforcement 21, but also forms an open cavity that can absorb collision energy, thereby enhancing the energy absorption effect of the center channel reinforcement 21. The groove 211 can be recessed towards the floor 1 or recessed away from the floor 1. There can be one or more grooves 211, which can be located on one or more of the multiple sides of the center channel reinforcement 21. The groove 211 can extend along the length direction, width direction, or height direction of the vehicle. In this embodiment, the groove 211 is recessed towards the floor 1, and there is only one groove 211. The groove 211 is located on the top surface of the center channel reinforcement 21 in the vehicle height direction, extends along the length direction of the vehicle, and can penetrate the center channel reinforcement 21, so that the overall cross-section of the center channel reinforcement 21 in the vehicle width direction can have a U-shaped structure.
[0051] Reference Figure 1 and Figure 2The volume of the end of the central channel reinforcement 21 near the front end 13 of the floor 1 is larger than the volume of the end of the central channel reinforcement 21 near the rear end 14 of the floor 1. Preferably, the volume of the central channel reinforcement 21 gradually decreases from the front end 13 to the rear end 14 of the floor 1, making the central channel reinforcement 21 flared overall, i.e., the central channel reinforcement 21 has a structure that is larger at the front and smaller at the rear, thus the top surface of the central channel reinforcement 21 is inclined downwards. The front end 13 of the floor 1 is the main area of impact force, with a larger impact energy, while the rear end 14 has relatively smaller impact energy. The front-larger-smaller-rear structure of the central channel reinforcement 21 ensures that the central channel reinforcement 21 can absorb impact energy while reducing structural weight. Furthermore, the area of the central channel reinforcement 21 near the rear end 14 of the floor 1 is located below the passenger compartment, which increases the space of the passenger compartment and thus improves passenger comfort.
[0052] Reference Figure 1 and Figure 2 The central reinforcing member 22 is disposed near the front end 13 of the floor 1, and can be connected to either the first surface 11 or the second surface 12 of the floor 1. As an example, the central reinforcing member 22 can be connected to the second surface 12 of the floor 1 by welding or other means. The central reinforcing member 22 is made of, for example, thermoformed sheet material to ensure sufficient structural strength. As an example, the central reinforcing member 22 can be formed from thermoformed sheet material through processes such as stamping and bending. One or more reinforcing ribs can be provided on the central reinforcing member 22 to further improve its structural strength.
[0053] The central reinforcement 22 can be located above the upper reinforcement 24, the lower reinforcement 25, and the end reinforcement 26, and can also be located below the corner reinforcement 23. The central reinforcement 22 extends obliquely upwards from the floor 1, guiding the impact energy from the upper part to the lower part, i.e., to the central channel reinforcement 21 and the floor 1. Furthermore, the central reinforcement 22 can be formed by multiple bends at the slope, thus achieving a smooth transfer of impact energy and better absorbing it.
[0054] Reference Figure 1 and Figure 2The corner reinforcement 23 is disposed above the floor 1 and the central reinforcement 22. The corner reinforcement 23 and the central reinforcement 22 can be connected by welding or other methods. The end of the corner reinforcement 23 near the central channel reinforcement 21 can overlap or be disposed adjacent to the central channel reinforcement 21. In this embodiment, the end of the corner reinforcement 23 near the central channel reinforcement 21 overlaps with the central channel reinforcement 21, and the central channel reinforcement 21 is located outside the corner reinforcement 23, that is, the central channel reinforcement 21 is located above the corner reinforcement 23. At the same time, the central channel reinforcement 21 is disposed on the floor 1, and the central channel reinforcement 21 and the corner reinforcement 23 are combined by an open structure to form a closed frame structure, thereby improving the structural strength of the front collision reinforcement structure of the vehicle. The corner reinforcement 23 is made of, for example, a thermoformed sheet to ensure that the corner reinforcement 23 has sufficient structural strength. As an example, the corner reinforcement 23 can be formed from a thermoformed sheet through processes such as stamping and bending. The corner reinforcement 23 can have a Z-shaped cross-section in the vehicle width direction. One or more reinforcing ribs can be provided on the corner reinforcement 23 to further improve the structural strength of the corner reinforcement 23.
[0055] The corner reinforcement 23 extends obliquely upward from the middle channel reinforcement 21 and is positioned opposite the middle reinforcement 22. It can guide the collision energy from the upper part to the lower part, that is, to the middle channel reinforcement 21 and the floor 1, and can also achieve the smooth transfer of collision energy in the corner area.
[0056] Reference Figure 1 and Figure 2 The corner reinforcement 23 is provided with structural ribs 232, which protrude in the direction away from the first cavity 3. The structural ribs 232 can improve the structural strength of the corner reinforcement 23 and can also guide the transmission of collision energy, for example, guiding the upper collision energy downward.
[0057] The number of structural ribs 232 can be one or more. In this embodiment, there are two structural ribs 232, which are respectively disposed on both sides of the transition portion 231 in the vehicle width direction. The structural ribs 232 are inclined from the upper part of the corner reinforcement 23 to the lower part of the corner reinforcement 23, and the distance between the ends of the two structural ribs 232 away from the center channel reinforcement 21 is greater than the distance between the ends of the two structural ribs 232 closer to the center channel reinforcement 21, so that the two structural ribs 232 are approximately V-shaped.
[0058] Among them, reference Figures 4 to 6The floor 1, the central channel reinforcement 21, the central reinforcement 22, and the corner reinforcement 23 form a first cavity 3, which is generally arc-shaped. The first cavity 3 penetrates the central area of the vehicle's front collision reinforcement structure. As a large, continuous structural cavity, the first cavity 3 can prevent large swaying of the vehicle's front collision reinforcement structure under micro-collision conditions, improving the overall vehicle stability and comfort. Furthermore, it can effectively resist collisions under large collision conditions. The overall arc-shaped design of the first cavity 3 not only allows the energy of the frontal collision to be mitigated and absorbed during the arc-shaped cornering process, thus optimizing the energy transmission path, but also enhances the structural strength of the vehicle's front collision reinforcement structure.
[0059] In this application, an arc-shaped first cavity 3 is formed by the floor 1, the central channel reinforcement 21, the central reinforcement 22, and the corner reinforcement 23. This not only enhances the structural strength of the front collision reinforcement structure of the vehicle, thereby improving the overall structural strength of the vehicle and thus improving its safety and driving performance, ultimately enhancing driving comfort, but also, compared to a right-angled cavity, the energy of a frontal collision is better absorbed and attenuated in the arc-shaped first cavity 3, reducing the impact on occupants and improving the vehicle's collision performance and safety. Furthermore, the first cavity 3 is a large-volume cavity, preventing significant shaking of the overall structure under micro-collision conditions, thus improving vehicle stability and comfort. In addition, by optimizing the structural layout rather than increasing material usage to improve performance, cost increases are avoided, and the overall weight of the vehicle is reduced, thereby improving the vehicle's range.
[0060] In one specific implementation, refer to Figure 3 The upper reinforcing member 24 is disposed on the side of the middle reinforcing member 22 facing away from the corner reinforcing member 23, and is positioned near the upper part of the middle reinforcing member 22 in the vehicle height direction. The upper reinforcing member 24 is made of, for example, thermoformed sheet metal to ensure sufficient structural strength. As an example, the upper reinforcing member 24 can be formed from thermoformed sheet metal through processes such as stamping and bending. The cross-section of the upper reinforcing member 24 in the vehicle length direction can generally be a Z-shaped structure. The upper reinforcing member 24 can be provided with one or more reinforcing ribs to further improve its structural strength. The upper reinforcing member 24 and the middle reinforcing member 22 together form a second cavity 4, which can absorb collision energy. The cross-section of the second cavity 4 in the vehicle length direction can generally be a trapezoidal structure.
[0061] Reference Figure 3The lower reinforcement 25 is disposed on the side of the middle reinforcement 22 facing away from the corner reinforcement 23, and is located near the lower part of the middle reinforcement 22 in the vehicle height direction. The lower reinforcement 25 is made of, for example, thermoformed sheet metal to ensure sufficient structural strength. As an example, the lower reinforcement 25 can be formed from thermoformed sheet metal through processes such as stamping and bending. The cross-section of the lower reinforcement 25 in the vehicle length direction can be generally Z-shaped. One or more reinforcing ribs can be provided on the lower reinforcement 25 to further improve its structural strength. The lower reinforcement 25 and the middle reinforcement 22 together form a third cavity 5, which can absorb collision energy. The cross-section of the third cavity 5 in the vehicle length direction can be generally trapezoidal.
[0062] As a preferred method, refer to Figure 6 The corner reinforcement 23 is provided with a transition portion 231, which is recessed towards the first cavity 3. As an example, the recessed depth of the transition portion 231 is approximately 10-20 mm, and the side length of the transition portion 231 is approximately 40-50 mm. The transition portion 231 divides the first cavity 3 into an interconnected buffer cavity 31 and a resisting cavity 32. The buffer cavity 31 is located near the second cavity 4, and the resisting cavity 32 is located near the third cavity 5. The second cavity 4 can transfer upper collision energy to the buffer cavity 31, and the third cavity 5 can transfer lower collision energy to the resisting cavity 32, thereby improving the vehicle's collision performance and safety performance. Simultaneously, the transition portion 231 can mitigate collision energy and optimize the force transmission path, allowing upper collision energy to be transferred downwards and lower collision energy to be transferred upwards, achieving layered absorption and directional transmission of collision energy, thereby improving the collision energy absorption effect and ultimately enhancing the collision performance of the vehicle's front end.
[0063] As an example, refer to Figure 6 The second cavity 4 is located in front of the buffer cavity 31, and the buffer cavity 31 and the second cavity 4 are correspondingly arranged. The second cavity 4 can better transfer collision energy to the buffer cavity 31, which can further improve the resistance to upper collisions. The cross-sectional areas of the buffer cavity 31 and the second cavity 4 are approximately equal in the length direction of the vehicle, and the buffer cavity 31 and the second cavity 4 roughly form a double-cavity H-shaped structure.
[0064] Reference Figure 6The third cavity 5 is positioned in front of the resisting cavity 32, and the resisting cavity 32 and the third cavity 5 are positioned correspondingly. The third cavity 5 can better transfer collision energy to the resisting cavity 32, which can further improve the resistance to lower collisions. The cross-sectional area of the resisting cavity 32 in the vehicle length direction is larger than the cross-sectional area of the third cavity 5 in the vehicle length direction. The resisting cavity 32 and the third cavity 5 roughly form a double-cavity convex structure.
[0065] During actual driving, a vehicle may be subjected to an upper collision, a lower collision, or both an upper collision and a lower collision.
[0066] Among them, reference Figure 6 When the upper reinforcement 24 is impacted, i.e., when the vehicle is subjected to an upper impact, the impact energy is transmitted sequentially through the second cavity 4, the buffer cavity 31, the resisting cavity 32, and the third cavity 5. In other words, the impact force first acts on the first support surface 241 of the upper reinforcement 24, and the energy is transmitted through the second cavity 4 and the first inclined surface 242 to the middle reinforcement 22. Subsequently, the impact energy is guided through the middle reinforcement 22 to the corner reinforcement 23 and enters the buffer cavity 31 of the first cavity 3. After being attenuated by the buffer cavity 31, the impact energy enters the resisting cavity 32 and is partially transmitted to the third cavity 5. Finally, the remaining impact energy is dispersed to the vehicle body through the lower reinforcement 25, the end reinforcement 26, and the floor 1, achieving layered absorption and directional transmission of impact energy, thereby improving the impact energy absorption effect and thus improving the frontal impact performance of the vehicle. The third cavity 5 plays a role in structural reinforcement, energy absorption, and increasing the force transmission path during upper impact operations.
[0067] Reference Figure 6 When the lower reinforcement 25 is impacted, i.e., when the vehicle is subjected to a lower impact, the impact energy is transmitted sequentially through the third cavity 5, the resisting cavity 32, the buffer cavity 31, and the second cavity 4. In other words, the impact force first acts on the second support surface 251 of the lower reinforcement 25, and the energy is transmitted through the third cavity 5 and the second inclined surface 252 to the middle reinforcement 22. Subsequently, the impact energy is guided through the middle reinforcement 22 to the corner reinforcement 23 and enters the resisting cavity 32 of the first cavity 3. After being attenuated by the resisting cavity 32, the impact energy enters the buffer cavity 31 and is partially transmitted to the second cavity 4. Finally, the remaining impact energy is dispersed to the vehicle body through the lower reinforcement 25, the end reinforcement 26, and the floor 1, achieving layered absorption and directional transmission of impact energy, thereby improving the impact energy absorption effect and thus improving the frontal impact performance of the vehicle. The second cavity 4 plays a role in structural reinforcement, energy absorption, and increasing the force transmission path in the lower impact condition.
[0068] When the upper reinforcement 24 and the lower reinforcement 25 are simultaneously impacted, i.e., when the vehicle is simultaneously subjected to an upper and lower impact, the impact energy received by the upper reinforcement 24 and the impact energy received by the lower reinforcement 25 can at least partially cancel each other out. Part of the upper impact energy is transmitted downwards through the first cavity 3, and part of the lower impact energy is transmitted upwards through the first cavity 3. The upper and lower impact energies meet in the first cavity 3. Since the transmission directions are opposite, the upper and lower impact energies partially cancel each other out, which can improve the absorption and attenuation effect of the impact energy, achieving layered absorption, directional transmission, and partial cancellation of the impact energy, thereby improving the impact energy absorption effect and thus improving the impact performance of the front of the vehicle. In this embodiment, the upper and lower impact energies cancel each other out in the resisting cavity 32, and the upper and lower impact energies cancel each other out on the side of the resisting cavity 32 near the transition portion 231. After cancellation, the remaining impact energy continues to be dispersed to the vehicle body through the lower reinforcement 25, the end reinforcement 26, and the floor 1.
[0069] Reference Figure 7 and Figure 8 The central channel reinforcement 21 and the corner reinforcement 23 further enclose an auxiliary cavity 6, which can be disposed above the first cavity 3. The auxiliary cavity 6 can be connected to or isolated from the first cavity 3. In this embodiment, the auxiliary cavity 6 is connected to the first cavity 3. The number of auxiliary cavities 6 can be one or more. In this embodiment, the number of auxiliary cavities 6 is multiple. The auxiliary cavity 6 can improve the structural strength of the vehicle's front collision reinforcement structure and can also have a buffering and energy-absorbing function, ensuring the structural stability of the vehicle's front collision reinforcement structure when the vehicle is subjected to a minor collision.
[0070] This application addresses various scenarios, including top collisions, bottom collisions, and simultaneous collisions. Through the coordinated action of multiple cavities, it achieves layered absorption, directional transmission, and partial cancellation of collision energy, significantly improving collision energy absorption efficiency. Furthermore, it includes corresponding collision energy transmission paths to ensure stable protective performance under all types of collisions, thereby enhancing vehicle safety in all scenarios.
[0071] As a preferred method, refer to Figure 6 The upper reinforcing member 24 has a first supporting surface 241 and a first inclined surface 242 connected to each other, with the first inclined surface 242 disposed below the first supporting surface 241. The first supporting surface 241 is a collision surface used for direct contact with the collision barrier. The first inclined surface 242 is inclined downwards, allowing it to transfer collision energy to the middle reinforcing member 22. The first supporting surface 241 is directly opposite to the upper collision direction, which is as follows: Figure 6As indicated by the arrow pointing to the first support surface 241, the first support surface 241 can directly contact the collision barrier, thus increasing the collision support area. The first inclined surface 242 is set parallel to the upper collision direction, which allows the upper collision energy to be better transferred downwards.
[0072] Reference Figure 6 The lower reinforcing member 25 has a second supporting surface 251 and a second inclined surface 252 connected to each other, with the second inclined surface 252 positioned above the second supporting surface 251. The second supporting surface 251 is a collision surface used for direct contact with the collision barrier. The second inclined surface 252 is inclined upwards, allowing it to transfer collision energy to the middle reinforcing member 22. The second supporting surface 251 is directly opposite to the lower collision direction, which is as follows: Figure 6 As indicated by the arrow pointing to the second support surface 251, the second support surface 251 can directly contact the collision barrier, thus increasing the collision support area. The second inclined surface 252 is set parallel to the lower collision direction, which allows the lower collision energy to be better transferred upwards.
[0073] Reference Figure 6 The first inclined surface 242 of the upper reinforcing member 24 and the second inclined surface 252 of the lower reinforcing member 25 are respectively arranged to form a V-shaped conical stable structure, which can improve the energy to resist the collision barrier, improve the structural stability, and thus improve its energy absorption effect. At the same time, it can also improve the structural strength of the front collision reinforcement structure of the vehicle.
[0074] Reference Figure 1 and Figure 2 Two end reinforcement members 26 are positioned near the front end 13 of the floor 1, and respectively near the left side 15 and right side 16 of the floor 1. That is, the two end reinforcement members 26 are respectively positioned on the left and right sides of the vehicle's front collision reinforcement structure. The end reinforcement members 26 can be connected to the floor 1, for example, by welding to the second surface 12 of the floor 1. In the vehicle's height direction, a portion of the end reinforcement members 26 is located above the floor 1, and a portion is located below the floor 1. This makes the overall front collision reinforcement structure roughly cross-shaped, effectively improving the structural strength and stability of the vehicle's front collision reinforcement structure, thereby enhancing its collision resistance. The end reinforcement members 26 can be, for example, an integral die-cast structure, made of materials such as aluminum alloy or magnesium alloy, resulting in high integration, lightweight design, and high structural strength.
[0075] Among them, reference Figure 1 and Figure 2The end reinforcement 26 has a first mounting groove 261 on the side facing the upper reinforcement 24, and the end of the upper reinforcement 24 is mounted in the first mounting groove 261. Both ends of the upper reinforcement 24 are connected to the two end reinforcements 26 respectively. For example, the upper reinforcement 24 and the end reinforcements 26 can be connected by welding or other methods to improve the positional stability of the upper reinforcement 24. The end reinforcement 26 has a second mounting groove 262 on the side facing the lower reinforcement 25, and the end of the lower reinforcement 25 is mounted in the second mounting groove 262. Both ends of the lower reinforcement 25 are connected to the two end reinforcements 26 respectively. For example, the lower reinforcement 25 and the end reinforcements 26 can be connected by welding or other methods to improve the positional stability of the lower reinforcement 25. The middle reinforcement 22 can also be connected to the end reinforcements 26 by welding or other methods to improve the positional stability of the middle reinforcement 22.
[0076] Reference Figure 1 and Figure 2 The end reinforcement 26 is provided with multiple reinforcing cavities 263. The reinforcing cavities 263 can not only improve the structural strength of the end reinforcement 26 and the effect of absorbing collision energy, thereby improving the end reinforcement 26's ability to resist collisions, but also reduce the weight of the end reinforcement 26.
[0077] The foregoing has provided a detailed description of a vehicle front collision reinforcement structure provided by this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.
Claims
1. A frontal collision reinforcement structure for vehicles, characterized in that, include: The floor has a first and a second surface in the vehicle height direction, a front end and a rear end in the vehicle length direction, and a left and a right side in the vehicle width direction. A reinforcing component, disposed on the floor, comprising: A central channel reinforcement member is disposed on the first surface of the floor. A central reinforcement member is provided near the front end of the floor; A corner reinforcement member is disposed above the floor and the central reinforcement member; The floor, the central channel reinforcement, the central reinforcement, and the corner reinforcement form a first cavity, which is arc-shaped as a whole.
2. The vehicle front collision reinforcement structure according to claim 1, characterized in that, The reinforcing assembly also includes an upper reinforcing member, which is disposed on the side of the middle reinforcing member facing away from the corner reinforcing member, and is disposed near the upper part of the middle reinforcing member in the vehicle height direction; The upper reinforcing member and the middle reinforcing member together form a second cavity.
3. The vehicle front collision reinforcement structure according to claim 2, characterized in that, The reinforcing assembly also includes a lower reinforcing member, which is disposed on the side of the middle reinforcing member facing away from the corner reinforcing member, and is disposed near the lower part of the middle reinforcing member in the vehicle height direction; The lower reinforcing member and the middle reinforcing member together form a third cavity.
4. The vehicle front collision reinforcement structure according to claim 3, characterized in that, The corner reinforcement is provided with a transition portion, which is recessed towards the first cavity. The transition portion divides the first cavity into a buffer cavity and a resisting cavity that are connected to each other. The buffer cavity is located close to the second cavity, and the resisting cavity is located close to the third cavity. When the upper reinforcing member is impacted, the impact energy is transmitted sequentially through the second cavity, the buffer cavity, the resistance cavity, and the third cavity. When the lower reinforcement is impacted, the impact energy is transmitted sequentially through the third cavity, the resistance cavity, the buffer cavity, and the second cavity. When the upper reinforcement and the lower reinforcement are simultaneously subjected to a collision, the collision energy received by the upper reinforcement and the collision energy received by the lower reinforcement can at least partially cancel each other out.
5. The vehicle front collision reinforcement structure according to claim 3, characterized in that, The upper reinforcing member has a first supporting surface and a first inclined surface that are interconnected, the first supporting surface being a collision surface, and the first inclined surface being arranged parallel to the upper collision direction; and / or The lower reinforcing member has a second supporting surface and a second inclined surface that are connected to each other. The second supporting surface is a collision surface, and the second inclined surface is arranged parallel to the lower collision direction.
6. The vehicle front collision reinforcement structure according to claim 1, characterized in that, The central channel reinforcement and the corner reinforcement also form an auxiliary cavity.
7. The vehicle front collision reinforcement structure according to claim 1, characterized in that, The center channel reinforcement is positioned near the center of the floor in the vehicle width direction, and extends along the length direction of the vehicle; and / or, The central channel reinforcement is provided with a groove that extends along the length of the vehicle.
8. The vehicle front collision reinforcement structure according to claim 1, characterized in that, The volume of the central channel reinforcement gradually decreases from the front end to the rear end of the floor.
9. The vehicle front collision reinforcement structure according to claim 1, characterized in that, The corner reinforcement is provided with structural ribs, which protrude in the direction away from the first cavity.
10. The vehicle front collision reinforcement structure according to claim 3, characterized in that, The reinforcing assembly also includes two end reinforcements, which are disposed near the front end of the floor and near the left and right sides of the floor, respectively. Wherein, the end reinforcement has a first mounting groove on the side facing the upper reinforcement, and the end of the upper reinforcement is mounted in the first mounting groove; and / or, The end reinforcement has a second mounting groove on the side facing the lower reinforcement, and the end of the lower reinforcement is mounted in the second mounting groove; and / or, The end reinforcement is provided with multiple reinforcing cavities.