Front end structure of automobile body

Abstract

The invention relates to an automobile body front end structure which solves the problems that an existing single energy absorption box is prone to breakdown in 25% small offset collision, low in force transmission efficiency and incapable of flexibly adapting to different market safety standards. The structure comprises a front longitudinal beam, a main / auxiliary energy absorption box, an anti-collision beam, an upper edge beam, a collision push block and a front end plate. The main energy-absorbing box is fully aligned with the boundary of the front longitudinal beam to form a main collision path, and the auxiliary energy-absorbing box is aligned with the left boundary of the upper edge beam to form a secondary path; collision force of a secondary path is quickly dispersed to a main path through a collision push block (including reinforcing ribs) connected through a bolt, and instantaneous contact force transfer is realized through the design of a limit assembly clearance between the collision push block and the roof side rail; the anti-collision beam is coaxially aligned with a reinforcing rib of the energy absorption box in the X direction, the right boundary of the auxiliary energy absorption box is aligned with a longitudinal rib of the collision push block, and the force transmission stability is improved; the safety and the force transfer efficiency of small deviation collision are obviously improved by 25%, and breakdown of the energy absorption box is avoided; the collision pushing block is detachable and free of peripheral installation points, and the zero-cost adaptation to different collision regulations is achieved through bolt connection.

Description

Technical Field

[0001] This invention relates to the field of anti-collision beam assembly design, specifically to a front-end structure of an automobile body. Background Technology

[0002] Current vehicle front-end structures typically employ a single energy-absorbing box connected to longitudinal beams or a longitudinal beam plus an upper side beam to form the force transmission path. To meet the 25% small offset collision requirement, the energy-absorbing box needs to be designed with a large Y-axis width. However, a wide energy-absorbing box can easily lead to obstacle avoidance penetration and collision penalty points, making it difficult to meet safety standards. At the same time, existing structures cannot be flexibly adapted to the collision regulations of different markets through cost-free options, resulting in design redundancy or insufficient performance. Summary of the Invention

[0003] The purpose of this invention is to provide a front-end structure for automobile bodies, which aims to overcome the shortcomings of the prior art and solve the problem that existing wide energy-absorbing boxes are prone to obstacle avoidance penetration and collision penalties, making it difficult to meet safety standards.

[0004] Therefore, the present invention proposes a front end structure for an automobile body, comprising: a front longitudinal beam, a main energy-absorbing box, a crash beam, a secondary energy-absorbing box, an upper side beam, a collision pusher block, and a front end plate; The main energy-absorbing box is coaxially aligned with the front longitudinal beam in the X direction via the front end plate, forming the first main collision path; The secondary energy-absorbing box is connected to the upper beam in the X direction via the front end plate to form a second collision path; The collision pusher is located on the rear side of the front end plate. It is connected to the left boundary of the front longitudinal beam and the front end plate by bolts, and has a limit assembly gap with the right boundary of the upper beam of the upper beam. The right boundary of the secondary energy-absorbing box is aligned with the longitudinal rib of the collision pusher.

[0005] As a preferred technical solution of this application, the right boundary of the main energy-absorbing box is aligned with the right boundary of the front longitudinal beam in the X direction; the left boundary of the main energy-absorbing box is aligned with the left boundary of the front longitudinal beam in the X direction.

[0006] As a preferred technical solution of this application, the upper boundary of the main energy-absorbing box is aligned with the upper boundary of the front longitudinal beam in the X direction; the lower boundary of the main energy-absorbing box is aligned with the lower boundary of the front longitudinal beam in the X direction.

[0007] As a preferred technical solution of this application, the upper reinforcing rib of the anti-collision beam is designed to be aligned with the upper reinforcing rib of the main energy-absorbing box in the X direction; the lower reinforcing rib of the anti-collision beam is designed to be aligned with the lower reinforcing rib of the main energy-absorbing box in the X direction.

[0008] As a preferred technical solution of this application, the left boundary of the secondary energy-absorbing box is designed to be aligned with the left boundary of the upper beam.

[0009] As a preferred technical solution of this application, the right boundary of the secondary energy-absorbing box is designed to be offset from the right boundary of the upper beam in the Y-axis direction.

[0010] As a preferred technical solution of this application, the collision push block is provided with longitudinal and transverse reinforcing ribs, and an assembly gap is left between the left boundary of the collision push block and the right boundary of the upper beam.

[0011] As a preferred technical solution of this application, the front end plate is provided with pre-attached bolts for pre-fixing the collision pusher.

[0012] As a preferred technical solution of this application, the main energy-absorbing box, the secondary energy-absorbing box, the anti-collision beam, and the collision pusher are all formed by aluminum alloy extrusion process.

[0013] As a preferred technical solution of this application, the collision pusher is a detachable optional component, which can be flexibly selected according to collision regulations.

[0014] The automotive body front-end structure provided by this invention solves the above-mentioned problems through innovative design, and its main advantages include: 1. Highly efficient dual-path force transmission: The main energy-absorbing box aligns with the front longitudinal beam to form the first main collision path, while the secondary energy-absorbing box aligns with the upper side beam to form the second collision path, dispersing the collision load. The dual-path design significantly improves stability in small offset collisions by 25%, avoiding obstacle avoidance penetration.

[0015] 2. Refined alignment structure: The boundaries (top / bottom / left / right) of the main energy-absorbing box are completely aligned with the outline of the front longitudinal beam, and the reinforcing ribs (anti-collision beam and main energy-absorbing box) are coaxially aligned in the X-axis to ensure efficient and stable force transmission along the main path. The left boundary of the secondary energy-absorbing box is aligned with the left boundary of the upper beam, and the right boundary is aligned with the longitudinal rib of the collision push block to optimize the transmission efficiency of small-scale impact forces.

[0016] 3. Dynamic load distribution of the collision pusher: The collision pusher connects the upper beam and the front longitudinal beam, quickly dispersing the collision force from the second path to the main path. An extreme assembly gap is designed (between the right boundary of the upper beam and the left boundary of the collision pusher) to ensure immediate contact and force transmission during collision. Self-reinforcing ribs ensure stable force transmission.

[0017] 4. Flexible installation and low cost: The collision pusher is connected by bolts (front end plate + front longitudinal beam), eliminating the need for peripheral component mounting points and supporting installation / removal according to market regulations. No changes to layout or tooling are required during installation, achieving zero-cost adaptation to different collision standards.

[0018] 5. Lightweight Design and Process Optimization: The main / auxiliary energy-absorbing boxes, anti-collision beams, and collision pushers utilize aluminum alloy extrusion technology to reduce weight. Pre-installed bolts enhance assembly convenience and reduce production line time.

[0019] In addition to the purposes, features, and advantages described above, this application has other purposes, features, and advantages. A further detailed description of this application will be provided below with reference to the figures. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a top view of the front end structure of the automobile body according to the present invention; Figure 2 This is a side view of the front end structure of the automobile body according to the present invention; Figure 3 This is a three-dimensional structural diagram of the front end structure of the automobile body according to the present invention. Figure 1 ; Figure 4 This is a three-dimensional structural diagram of the front end structure of the automobile body according to the present invention. Figure 2 ; Figure 5 This is a schematic diagram of the AA-direction structure of the front end of the automobile body according to the present invention; Figure 6 This is a schematic diagram of the front-end structure of the automobile body in the BB direction according to the present invention; Explanation of reference numerals in the attached diagram: 1. Front longitudinal beam; 2. Main energy-absorbing box; 3. Anti-collision beam; 4. Secondary energy-absorbing box; 5. Upper side beam; 6. Collision pusher block; 7. Front end plate; 8. Bolt; 9. Pre-attached bolt; 11. Upper boundary of the front longitudinal beam; 12. Lower boundary of the front longitudinal beam; 13. Right boundary of the front longitudinal beam; 14. Left boundary of the front longitudinal beam; 21. Upper boundary of the main energy-absorbing box; 22. Upper reinforcing rib of the main energy-absorbing box; 23. Lower reinforcing rib of the main energy-absorbing box; 24. Lower boundary of the main energy-absorbing box; 25. Right boundary of the main energy-absorbing box; 26. Left boundary of the main energy-absorbing box; 31. Upper reinforcing rib of the anti-collision beam; 32. Lower reinforcing rib of the anti-collision beam; 41. Left boundary of the secondary energy-absorbing box; 42. Right boundary of the secondary energy-absorbing box; 51. Left boundary of the upper side beam; 52. Right boundary of the upper side beam; 61. Left boundary of the collision push block; 62. Longitudinal rib of the collision push block. 1. Front longitudinal beam; 2. Main energy-absorbing box; 3. Anti-collision beam; 4. Secondary energy-absorbing box; 5. Upper side beam; 6. Collision push block; 7. Front end plate; 8. Bolt; 9. Pre-attached bolts; 11. Upper boundary of the front longitudinal beam; 12. Lower boundary of the front longitudinal beam; 13. Right boundary of the front longitudinal beam; 14. Left boundary of the front longitudinal beam; 21. Upper boundary of the main energy-absorbing box; 22. Upper reinforcing rib of the main energy-absorbing box; 23. Lower reinforcing rib of the main energy-absorbing box; 24. Lower boundary of the main energy-absorbing box; 25. Right boundary of the main energy-absorbing box; 26. Left boundary of the main energy-absorbing box; 31. Upper reinforcing rib of the anti-collision beam; 32. Lower reinforcing rib of the anti-collision beam; 41. Left boundary of the secondary energy-absorbing box; 42. Right boundary of the secondary energy-absorbing box; 51. Left boundary of the upper beam; 52. Right boundary of the upper beam; 61. Left boundary of the collision push block; 62. Longitudinal rib of the collision push block. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] like Figures 1-6 As shown, the front end structure of the automobile body of the present invention includes: a front longitudinal beam 1, a main energy-absorbing box 2, a crash beam 3, a secondary energy-absorbing box 4, an upper side beam 5, a collision pusher block 6, and a front end plate 7; wherein, the main energy-absorbing box 2 of the crash beam assembly and the front longitudinal beam 1 are designed to be coaxially aligned in the X-direction and are bolted together by the front end plate 7 and pre-mounted bolts 9. The crash beam 3 and the main energy-absorbing box 2 are welded in the X-direction using carbon dioxide gas shielded welding. The secondary energy-absorbing box 4 of the crash beam assembly and the upper side beam 5 are designed to be aligned in the X-direction and are bolted together by the front end plate 7 and pre-mounted bolts 9. The crash beam 3 and the secondary energy-absorbing box 4 are welded in the X-direction using carbon dioxide gas shielded welding. The X-direction refers to the length direction of the front longitudinal beam.

[0023] Specifically, such as Figure 5 , Figure 6 As shown: The anti-collision beam 3 and the main energy-absorbing box 2 are made of aluminum alloy using an extrusion process to achieve lightweight design. The anti-collision beam 3 features an upper reinforcing rib 31 and a lower reinforcing rib 32; the main energy-absorbing box 2 features an upper reinforcing rib 22 and a lower reinforcing rib 23. The upper reinforcing rib 31 of the anti-collision beam 3 is aligned with the upper reinforcing rib 22 of the main energy-absorbing box 2 in the X-direction; the lower reinforcing rib 32 of the anti-collision beam is aligned with the lower reinforcing rib 23 of the main energy-absorbing box in the X-direction.

[0024] Meanwhile, the main energy-absorbing box 2 also has an upper boundary 21 and a lower boundary 24, and the front longitudinal beam 1 has an upper boundary 11 and a lower boundary 12. The upper boundary 21 of the main energy-absorbing box 2 and the upper boundary 11 of the front longitudinal beam 1 are aligned in the X direction. The lower boundary 24 of the main energy-absorbing box and the lower boundary 12 of the front longitudinal beam are aligned in the X direction.

[0025] In addition, the main energy-absorbing box 2 has a right boundary 25 and a left boundary 26, and the front longitudinal beam 1 has a right boundary 13 and a left boundary 14. The right boundary 25 of the main energy-absorbing box 2 and the right boundary 13 of the front longitudinal beam 1 are aligned in the X-direction; the left boundary 26 of the main energy-absorbing box and the left boundary 14 of the front longitudinal beam are also aligned in the X-direction. This design ensures high efficiency and stability of collision force transmission in the main X-direction collision path to guarantee safe frontal collision requirements.

[0026] like Figure 1 , Figure 3 , Figure 4 As shown: The auxiliary energy-absorbing box 4 of the anti-collision beam assembly is aligned with the upper beam 5 in the X direction and is bolted together by the front end plate 7 and pre-attached bolts 9. The anti-collision beam 3 and the auxiliary energy-absorbing box 4 are welded in the X direction by carbon dioxide gas shielded welding.

[0027] Among them, such as Figure 6 As shown: the secondary energy-absorbing box 4 has a left boundary structure 41, and the upper beam 5 has a left boundary structure 51. The left boundary 41 of the secondary energy-absorbing box and the left boundary 51 of the upper beam are aligned, providing a separate force transmission path for a 25% small offset collision. The force transmission path formed by the anti-collision beam 3, the secondary energy-absorbing box 4, and the upper beam 5 serves as a 25% small offset collision path. If the upper beam 5 were to bear the 25% small offset collision force alone, its strength would be insufficient. It is necessary to distribute the collision force to the main force transmission path formed by the anti-collision beam 3, the main energy-absorbing box 2, and the front longitudinal beam 1.

[0028] Therefore, a collision pusher 6 is designed behind the front panel 7, between the upper beam 5 and the front longitudinal beam 1. This disperses a portion of the force from the 25% small-scale collision to the main force transmission path formed by the anti-collision beam 3, the secondary energy-absorbing box 4, and the front longitudinal beam 1, thus meeting the requirements of the 25% small-scale collision condition.

[0029] Among them, the collision pusher 6 adopts the aluminum alloy extrusion process and can be designed with longitudinal and transverse reinforcing ribs inside, so that the collision pusher 6 can ensure the stability of its own structure in the 25% small deviation collision condition, and the collision force on the force transmission path formed by the anti-collision beam 3, the secondary energy absorption box 4 and the upper beam 5 can be transmitted more stably and efficiently to the main force transmission path formed by the anti-collision beam 3, the main energy absorption box 2 and the front longitudinal beam 1.

[0030] To ensure ease of assembly, the collision pusher 6 cannot be rigidly connected to the left boundary 14 of the front longitudinal beam 1, the front end plate 7, and the right boundary 52 of the upper beam on three sides. Therefore, a limit gap is designed between the right boundary 52 of the upper beam and the left boundary 61 of the collision pusher. The collision pusher 6 is rigidly connected to the left boundary 14 of the front longitudinal beam by bolts 8, and to the front end plate 7 by bolts 8. This design ensures that, while maintaining assembly accessibility, the right boundary 52 of the upper beam and the left boundary 61 of the collision pusher make contact with each other in the shortest possible time during a 25% small-bias collision. This allows the collision force in the 25% small-bias collision condition, along the force transmission path formed by the anti-collision beam 3, the secondary energy-absorbing box 4, and the upper beam 5, to be transmitted through the collision pusher 6 to the main force transmission path formed by the anti-collision beam 3, the main energy-absorbing box 2, and the front longitudinal beam 1 in the shortest possible time.

[0031] To compensate for the installation limit gap between the right boundary 52 of the upper beam and the left boundary 61 of the collision push block, which causes a time delay in the transmission of the collision force from the collision push block 6 to the main force transmission path formed by the anti-collision beam 3, the secondary energy-absorbing box 4, and the upper beam 5 in the 25% small-bias collision condition, the right boundary 42 of the secondary energy-absorbing box 4 is designed to be staggered from the right boundary 52 of the upper beam in the Y-axis direction. Instead, the right boundary 42 of the secondary energy-absorbing box 4 is designed to be aligned with the longitudinal rib 62 of the collision push block, ensuring the high efficiency and stability of force transmission in the 25% small-bias collision condition.

[0032] like Figure 2 , Figure 3 , Figure 4 As shown: The collision pusher 6 is connected to the front end plate 7 and the left boundary 14 of the front longitudinal beam by bolts 8. To facilitate assembly by on-site workers, pre-attached bolts 9 are designed on the front end plate 7. Workers first install the collision pusher 6 onto the pre-attached bolts 9 to ensure the collision pusher 6 is stable and does not slip. Then, they tighten the bolts 8 using a tightening tool. This achieves convenient manual assembly.

[0033] like Figure 2 , Figure 3 , Figure 4 As shown: The collision pusher 6 is connected to the front end plate 7 and the left boundary 14 of the front longitudinal beam via bolts 8. The collision pusher 6 is primarily used to stably and efficiently transmit the force along the force transmission path formed by the anti-collision beam 3, the secondary energy-absorbing box 4, and the upper beam 5 in a 25% small-bias collision condition, to the main force transmission path formed by the anti-collision beam 3, the main energy-absorbing box 2, and the front longitudinal beam 1. To meet the needs of different safety requirements in various markets, the collision pusher 6 is a detachable optional component, allowing for customization to meet diverse safety requirements and avoid design redundancy. Because the collision pusher 6 uses a screw connection and has no peripheral mounting points, its optional installation does not cause any changes to the layout or tooling, making it more flexible.

[0034] In summary, the main and auxiliary energy-absorbing boxes of the front anti-collision beam form a dual force transmission path with the front longitudinal beam and the upper side beam, respectively. Through detailed structural alignment and design, and the use of bolted collision push blocks, a highly efficient, stable, and flexible front-end structure of the vehicle body is achieved. This structure meets the vehicle body safety collision requirements while also allowing for cost-free optional installation in different markets.

[0035] In addition to the aforementioned beneficial effects, this application also has the following characteristics: 1. The front bumper beam assembly is designed with dual energy-absorbing boxes. The main energy-absorbing box is aligned with the front longitudinal beam via the front end plate, forming the first main collision path. The secondary energy-absorbing box is aligned with the upper side beam via the front end plate, forming the second collision path. 2. On the rear side of the front plate, a bolted collision pusher is used between the upper beam and the longitudinal beam to stably distribute the force in the second collision path under the 25% small offset collision condition to the first main collision path. 3. The design incorporates ribs with the same axis as the anti-collision beam and the energy-absorbing box, the main energy-absorbing box has the same outline size as the longitudinal beam, and the secondary energy-absorbing box has a different outline size from the upper beam. At the same time, the collision push block and the upper beam have reasonable reinforcing rib structure and gaps, which makes the force transmission in the collision path more stable and more efficient. 4. The collision pusher is connected to the front plate and front longitudinal beam by bolts, allowing for flexible disassembly and assembly to cope with different market collision conditions and avoid design redundancy.

[0036] In this invention, both the main energy-absorbing box and the auxiliary energy-absorbing box are made of aluminum alloy using an extrusion process, achieving both lightweight design and more stable collision energy absorption. The main energy-absorbing box is aligned and connected to the front longitudinal beam via a front end plate, forming the first main collision path. Along this first main collision path, the internal ribs of the anti-collision beam and the ribs of the energy-absorbing box are designed to coincide in axis, and the perimeter dimensions of the energy-absorbing box coincide with the perimeter of the front longitudinal beam, further stabilizing the force transmission during collisions.

[0037] The secondary energy-absorbing box is connected to the upper beam via the front panel, forming a second collision path. The outline of the secondary energy-absorbing box is not completely aligned with the outline of the upper beam in this second collision path. A collision pusher is designed between the first and second collision paths, bolted to the front longitudinal beam and the front panel. The collision pusher has a minimum assembly clearance in the Y-direction of the upper beam. The boundary of the secondary energy-absorbing box is aligned with the longitudinal ribs of the collision pusher, ensuring that the force on the second collision path under a 25% small-bias collision condition is transmitted synchronously and stably to the first force transmission path in the shortest possible time, dispersing the force on the second force transmission path and making the force transmission process more efficient and stable. The collision pusher is bolted to the front panel and the front longitudinal beam, allowing for flexible assembly and disassembly to handle different market collision conditions and avoid design redundancy.

[0038] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A front-end structure for an automobile body, characterized in that, include: Front longitudinal beam (1), main energy-absorbing box (2), anti-collision beam (3), secondary energy-absorbing box (4), upper side beam (5), collision push block (6) and front end plate (7); The main energy-absorbing box (2) is coaxially aligned with the front longitudinal beam (1) in the X direction through the front end plate (7) to form the first main collision path; The secondary energy-absorbing box (4) is connected to the upper beam (5) in the X direction via the front end plate (7) to form a second collision path; The collision pusher (6) is located behind the front end plate (7), and is connected to the left boundary (14) of the front longitudinal beam (1) and the front end plate (7) by bolts (8), and has an assembly gap with the right boundary (52) of the upper side beam (5); The right boundary (42) of the secondary energy-absorbing box (4) is aligned with the longitudinal rib (62) of the collision pusher (6).

2. The automobile body front end structure according to claim 1, characterized in that, The right boundary (25) of the main energy-absorbing box (2) is aligned with the right boundary (13) of the front longitudinal beam (1) in the X direction; the left boundary (26) of the main energy-absorbing box (2) is aligned with the left boundary (14) of the front longitudinal beam (1) in the X direction.

3. The automobile body front end structure according to claim 1, characterized in that, The upper boundary (21) of the main energy-absorbing box (2) is aligned with the upper boundary (11) of the front longitudinal beam (1) in the X direction; the lower boundary (24) of the main energy-absorbing box (2) is aligned with the lower boundary (12) of the front longitudinal beam (1) in the X direction.

4. The automobile body front end structure according to claim 1, characterized in that, The upper reinforcing rib (31) of the anti-collision beam (3) and the upper reinforcing rib (22) of the main energy-absorbing box (2) are aligned in the X direction; the lower reinforcing rib (32) of the anti-collision beam (3) and the lower reinforcing rib (23) of the main energy-absorbing box (2) are respectively aligned in the X direction.

5. The automobile body front end structure according to claim 1, characterized in that, The left boundary (41) of the secondary energy-absorbing box (4) is aligned with the left boundary (51) of the upper beam (5).

6. The automobile body front end structure according to claim 1, characterized in that, The right boundary (42) of the secondary energy-absorbing box (4) is offset from the right boundary (52) of the upper beam in the Y-axis direction.

7. The automobile body front end structure according to claim 1, characterized in that, The collision push block (6) is provided with longitudinal and transverse reinforcing ribs, and there is an assembly gap between the left boundary (61) of the collision push block and the right boundary (52) of the upper beam.

8. The automobile body front end structure according to claim 1, characterized in that, The front end plate (7) is provided with pre-attached bolts (9) for pre-fixing the collision pusher (6).

9. The automobile body front end structure according to any one of claims 1-8, characterized in that, The main energy-absorbing box (2), the secondary energy-absorbing box (4), the anti-collision beam (3), and the collision pusher (6) are all formed by aluminum alloy extrusion process.

10. The automobile body front end structure according to claim 1, characterized in that, The collision pusher (6) is a detachable optional component, which can be flexibly selected according to collision regulations.

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