Collision performance improving device, vehicle body and vehicle

Abstract

The invention discloses a collision performance improving device, a vehicle body and a vehicle. The collision performance improving device comprises a wheel cover side edge beam. The front shock absorption tower is arranged on the inner side of the wheel cover side edge beam; one end of the energy absorption part is connected to the front shock absorption tower, the other end of the energy absorption part is connected to the wheel cover side edge beam, and the included angle formed by the extending direction of the energy absorption part and the X direction is equal to the front offset movable deformation obstacle avoidance collision angle. The front offset movable deformation obstacle avoidance collision angle is an included angle formed by the direction of impact force of front offset movable deformation obstacle avoidance collision generated by obstacle avoidance in the front offset movable deformation obstacle avoidance collision test and the X direction; the extension direction of the energy absorption piece is consistent with the direction of collision force in a front offset movable deformation obstacle avoidance collision test, so that energy absorption is performed to the maximum extent, and the safety of passengers of a vehicle is ensured.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to a collision performance enhancement device, a vehicle body, and a vehicle. Background Technology

[0002] In recent years, the rapid development of high-speed vehicles has led to frequent car collision accidents, making car collision safety technology an increasingly important concern. Real-world collisions are diverse, resulting in a multitude of car safety performance testing standards. With growing awareness of collision safety, car safety testing standards are becoming increasingly stringent, such as the US OMDB (Offset Obstacle Avoidance Test). Consequently, in actual production and design, the frontal offset obstacle avoidance performance of vehicles needs to be strengthened.

[0003] Therefore, it is necessary to design a collision performance enhancement device, body, and vehicle to improve the vehicle's collision capability in a frontal offset movable deformable obstacle avoidance collision test. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a collision performance enhancement device, body, and vehicle that helps improve the frontal offset deformable obstacle avoidance collision performance of the vehicle, meeting requirements such as those of the U.S. OMDB.

[0005] According to a first aspect of the present invention, a collision performance enhancement device is provided, comprising:

[0006] Wheel arch side beam,

[0007] The front shock absorber tower is located inside the side beam of the wheel arch.

[0008] An energy-absorbing component, one end of which is connected to the front shock absorber tower, and the other end of which is connected to the wheel arch side beam.

[0009] Wherein, the angle formed by the extension direction of the energy-absorbing component and the X direction is equal to the front-biased movable deformable obstacle avoidance collision angle, which is the angle formed by the direction of the impact force of the front-biased movable deformable obstacle avoidance collision generated by obstacle avoidance in the front-biased movable deformable obstacle avoidance collision test and the X direction.

[0010] In one embodiment, the energy-absorbing element is constructed as a rod-shaped structure.

[0011] In one embodiment, the energy-absorbing element is constructed as a hollow structure.

[0012] In one embodiment, the cross-section of the energy-absorbing element perpendicular to the extension direction is annular.

[0013] In one embodiment, a first connecting plate is provided at one end of the energy-absorbing component, and a second connecting plate is provided at the other end of the energy-absorbing component. The first connecting plate is laid flat against the front shock absorber tower, and the second connecting plate is laid flat against the wheel arch side beam.

[0014] In one embodiment, the first connecting plate is bolted to the front shock absorber tower, and the second connecting plate is bolted to the wheel arch side beam.

[0015] In one embodiment, the energy-absorbing element is made of either steel or aluminum.

[0016] In one embodiment, the first connecting plate and the second connecting plate are made of the same material as the energy-absorbing component and are attached to the energy-absorbing component by welding.

[0017] According to a second aspect of the present invention, a vehicle body is provided, including the above-described collision performance enhancement device.

[0018] According to a third aspect of the present invention, a vehicle is provided, comprising the aforementioned vehicle body.

[0019] The above technical solution has the following beneficial effects: The collision performance enhancement device helps to improve the frontal offset deformable obstacle avoidance collision performance of the vehicle, so that the vehicle can meet the requirements of, for example, the US OMDB. Specifically, by adding an energy-absorbing component between the wheel arch side beam and the front shock absorber tower, and the angle formed by the extension direction of the energy-absorbing component and the X direction is equal to the frontal offset deformable obstacle avoidance collision angle, the extension direction of the energy-absorbing component is consistent with the direction of the collision force in the frontal offset deformable obstacle avoidance collision test, so as to maximize energy absorption and ensure the safety of the vehicle occupants. Attached Figure Description

[0020] 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:

[0021] Figure 1 A three-dimensional view of a collision performance enhancement device according to an embodiment of the present invention is shown;

[0022] Figure 2 This shows a top view of a collision performance enhancement device according to an embodiment of the present invention during testing;

[0023] Figure 3 A schematic diagram showing the extension angle of an energy-absorbing element according to an embodiment of the present invention is provided.

[0024] Figure 4 The structure of an energy-absorbing element according to an embodiment of the present invention is shown;

[0025] Figure 5 For from Figure 4 AA cross-section view.

[0026] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0027] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0028] One embodiment of the present invention provides a collision performance enhancement device 10. For example... Figure 1 As shown, the collision performance enhancement device 10 includes wheel arch side beams 1, front shock absorber towers 2, and energy-absorbing components 3. The wheel arch side beams 1 and front shock absorber towers 2 are existing parts of the vehicle body. It is easily understood that a vehicle body has two wheel arch side beams 1 spaced apart in the Y-direction (aligned with the vehicle's left-right direction), and two front shock absorber towers 2 spaced apart on either side. Each wheel arch side beam 1 has a corresponding front shock absorber tower 2 on its inner side, and this corresponding arrangement of the wheel arch side beams 1 and front shock absorber towers 2 is referred to as a matched arrangement. The energy-absorbing component 3, as an added component, is connected at one end to the front shock absorber tower 2 and at the other end to the wheel arch side beam 1. Furthermore, the angle formed between the extension direction of the energy-absorbing component 3 and the X-direction is equal to the frontal offset movable deformable obstacle avoidance collision angle (in...). Figure 3 (The size of α is the same). That is to say, as... Figure 2 and 3 As shown, after installation, the energy-absorbing component 3 extends in the same direction as the vehicle's X-axis, but in the same direction as the impact force of the frontal offset deformable obstacle collision generated by the obstacle avoidance 20. This ensures that the cross-section of the energy-absorbing component 3 directly meets the impact force of the frontal offset deformable obstacle collision. It is easy to understand that there are two energy-absorbing components 3, spaced apart in the Y-axis, used to match the two pairs of wheel arch side beams 1 and the front shock absorber tower 2. Additionally, it should be noted that the X-axis is consistent with the vehicle's longitudinal direction.

[0029] Therefore, the addition of energy-absorbing component 3 helps improve the vehicle's frontal offset deformable obstacle avoidance collision performance, meeting requirements such as those of the US OMDB. Specifically, during the OMDB crash test, an obstacle 20 is deployed in front of the vehicle body to provide impact force. According to the vehicle of this application, during the crash test, the energy-absorbing component 3 itself crushes and absorbs energy. In particular, its extension direction is consistent with the impact force of the collision, with little or no component force that could cause the energy-absorbing component 3 to twist, maximizing energy absorption and ensuring the safety of the vehicle's occupants. At the same time, during the collision of the vehicle with the obstacle 20, the collision performance enhancement device 10 of this application can also form a force transmission path to transfer the collision energy sequentially through the wheel arch side beam 1, the energy-absorbing component 3, and the front shock absorber tower 2 to the chassis, further ensuring the safety of the vehicle's occupants.

[0030] In one embodiment, such as Figure 4 and 5 As shown, the energy-absorbing component 3 is constructed as a rod-shaped structure. This design of the energy-absorbing component 3 is simple in structure, easy to manufacture, and has low production cost. In particular, when the energy-absorbing component 3 is placed between the wheel arch side beam 1 and the front shock absorber tower 2, its small footprint and minimal structural interference with other components make it easy to install and meet installation requirements. Preferably, the energy-absorbing component 3 is constructed as a hollow structure, that is, a cylindrical structure. This structure ensures that the energy-absorbing component 3 is easily deformable, thereby dissipating impact kinetic energy through plastic deformation to improve its energy absorption effect. The hollow energy-absorbing component 3 also makes its weight relatively light, thus helping to meet the vehicle's lightweight requirements. More preferably, the cross-section of the energy-absorbing component 3 perpendicular to the extension direction is annular. The closer the cross-section is to a circle, the greater the load absorption capacity, and naturally, the better the energy absorption effect. This annular cross-section of the rod-shaped energy-absorbing component 3 is closed in the circumferential direction and has a uniform thickness in the radial direction, giving the energy-absorbing component 3 a relatively large moment of inertia and providing a higher energy absorption effect.

[0031] In one embodiment, a first connecting plate 4 is provided at one end of the energy-absorbing component 3, and a second connecting plate 5 is provided at the other end. After installation, the first connecting plate 4 is laid flat against the front shock absorber tower 2. The second connecting plate 5 is laid flat against the wheel arch side beam 1. The first connecting plate 4 facilitates the connection of one end of the energy-absorbing component 3, making it very convenient to connect the energy-absorbing component 3 to the front shock absorber tower 2. Similarly, the second connecting plate 5 facilitates the connection of the other end of the energy-absorbing component 3 to the wheel arch side beam 1. In addition, by adding the first connecting plate 4, the contact area between the energy-absorbing component 3 and the connected front shock absorber tower 2 can be increased, thereby increasing the connection strength, especially the force transmission effect, guiding the load to be transferred to the energy-absorbing component 3. The function of the second connecting plate 5 is basically the same as or similar to that of the first connecting plate 4, which also increases the connection strength and improves the force transmission effect.

[0032] In this application, the shapes of the first connecting plate 4 and the second connecting plate 5 are not further limited. For example, the shapes of the first connecting plate 4 and the second connecting plate 5 can be square, circular, triangular, elliptical, or any other shape. However, for ease of manufacturing, the first connecting plate 4 and the second connecting plate 5 can be square. In addition, the positions of the first connecting plate 4 and the second connecting plate and the energy-absorbing member 3 need to satisfy the impact force of the energy-absorbing member 3 along the front offset movable deformable obstacle avoidance collision, the first connecting plate 4 being connected to the front shock absorber tower 2, and the second connecting plate 5 being connected to the wheel arch side beam 1. Correspondingly, a mounting part for surface connection of the first connecting plate 4 is provided on the front shock absorber tower 2, and a mounting part for surface connection of the second connecting plate 5 is provided on the wheel arch side beam 1 for convenient connection.

[0033] The first connecting plate 4 is connected to the front shock absorber tower 2 via bolts 6. The second connecting plate 5 is connected to the wheel arch side beam 1 via bolts 6. This arrangement enables a detachable connection between the energy-absorbing component 3 and the front shock absorber tower 2 and wheel arch side beam 1, allowing for selective installation of the energy-absorbing component 3 onto the vehicle body. In particular, the design of the corresponding front shock absorber tower 2 and wheel arch side beam 1 can begin early in the vehicle development process without having to modify the existing body structure to comply with the OMDB US standard. Even though the OMDB US standard is not a universal requirement for vehicles sold in all regions of the world, the above structure can be easily installed only on vehicles that need to meet this performance requirement, without causing vehicles that do not need to meet this specific design to be over-designed.

[0034] Depending on the requirements, the energy-absorbing component 3 can be made of either steel or aluminum, such as aluminum. The first connecting plate 4 and the second connecting plate 5 are made of the same material as the energy-absorbing component 3 and are welded onto it. This allows the energy-absorbing component 3 to utilize materials commonly used in vehicle manufacturing, without incurring additional costs and making it easy to implement.

[0035] This application also relates to a vehicle body. The vehicle body includes the aforementioned collision performance enhancement device 10. Additionally, this application also relates to a vehicle. The vehicle includes the aforementioned vehicle body.

[0036] 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 collision performance enhancement device, characterized in that, include: Wheel arch side beam, The front shock absorber tower is located inside the side beam of the wheel arch. An energy-absorbing component, one end of which is connected to the front shock absorber tower, and the other end of which is connected to the wheel arch side beam. Wherein, the angle formed by the extension direction of the energy-absorbing component and the X direction is equal to the front-biased movable deformable obstacle avoidance collision angle, which is the angle formed by the direction of the impact force of the front-biased movable deformable obstacle avoidance collision generated by obstacle avoidance in the front-biased movable deformable obstacle avoidance collision test and the X direction.

2. The collision performance enhancement device according to claim 1, characterized in that, The energy-absorbing component is constructed as a rod-shaped structure.

3. The collision performance enhancement device according to claim 2, characterized in that, The energy-absorbing component has a hollow structure.

4. The collision performance enhancement device according to claim 3, characterized in that, The cross-section of the energy-absorbing element perpendicular to the extension direction is annular.

5. The collision performance enhancement device according to any one of claims 1 to 4, characterized in that, A first connecting plate is provided at one end of the energy-absorbing component, and a second connecting plate is provided at the other end of the energy-absorbing component. The first connecting plate is laid flat against the front shock absorber tower, and the second connecting plate is laid flat against the wheel cover side beam.

6. The collision performance enhancement device according to claim 5, characterized in that, The first connecting plate is bolted to the front shock absorber tower, and the second connecting plate is bolted to the wheel arch side beam.

7. The collision performance enhancement device according to claim 5, characterized in that, The energy-absorbing component is made of either steel or aluminum.

8. The collision performance enhancement device according to claim 7, characterized in that, The first connecting plate and the second connecting plate are made of the same material as the energy-absorbing component and are attached to the energy-absorbing component by welding.

9. A vehicle body, characterized in that, Includes the collision performance enhancement device according to any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the vehicle body as described in claim 9.

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