Split type lateral slippage collision energy absorption device at front part of automobile

Abstract

The invention discloses an automobile front structure with a lateral energy dispersion function, and belongs to the technical field of automobile safety. The structure comprises an isosceles trapezoid main body structure and a split type left-right front headstock structure, the isosceles trapezoid main body structure and a frame are integrally cast and formed, and a high-strength buffer supporting column and a transverse guide rail friction sliding structure are arranged in the isosceles trapezoid main body structure; the split type left-right front vehicle head structure is movably connected to the two sides of the isosceles trapezoid main body structure through a guide mechanism and is filled with a honeycomb structure and an energy absorption box. When an automobile head is collided, the split type left-right front automobile head structure firstly extrudes and deforms to absorb part of collision energy, then the split type left-right front automobile head structure slides backwards along the two waist lines of the isosceles trapezoid main body structure until the split type left-right front automobile head structure falls off, and part of collision energy and impact force continue to be absorbed. The residual collision energy is further dispersed through collision deformation of the isosceles trapezoid main body structure, breakage of a fixing support connected with two buffer supporting columns in the isosceles trapezoid main body structure and transverse friction buffering of the buffer supporting columns on a transverse sliding groove in the bottom of the isosceles trapezoid main body structure; therefore, collision energy and collision impact force exerted on a driver and passengers are reduced, and the personal safety of the passengers is protected. Through a multi-path energy absorption and dispersion mechanism, the intrusion amount of a cockpit is effectively reduced, the injury risk of passengers is reduced, meanwhile, the vehicle head adopts modular design, the advantage of low maintenance cost is achieved, and the system is suitable for front protection systems of various passenger vehicles.

Description

Technical Field

[0001] This invention relates to the field of automotive passive safety technology, and in particular to a front structure design for automobiles with lateral energy dispersion function. Background Technology

[0002] In car collisions, traditional car front ends are mostly integral rigid structures, with collision kinetic energy primarily absorbed by components such as the front longitudinal beams and energy-absorbing boxes. This results in a significant impact on the driver and occupants after a collision. Furthermore, in high-intensity collisions (such as high-speed or offset collisions), the front end is prone to longitudinal compression deformation, causing components like the engine and transmission to intrude into the passenger compartment, resulting in direct impact injuries and secondary injuries to the occupants. Additionally, offset collisions often require the replacement of the entire front end, leading to high repair costs.

[0003] Therefore, there is an urgent need for a front-end structure that can disperse collision energy through multiple paths, reduce the risk of intrusion into the passenger compartment, and facilitate local repairs. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a front structure for automobiles that can disperse energy laterally and absorb impact in stages.

[0005] The technical solution adopted by this invention to solve its technical problem is as follows: A front structure for automobiles with lateral energy dispersion function is constructed, including an isosceles trapezoidal main structure and separate left and right front end structures. The isosceles trapezoidal main structure is integrally cast with the vehicle frame to ensure overall rigidity. The separate left and right front end structures are connected to the waistline of the isosceles trapezoidal main structure through a guide mechanism. During a collision, they first undergo compression deformation to absorb some of the collision energy. Subsequently, the separate left and right front end structures can slide along the waistline until they detach, forming a primary collision energy absorption system. The buffer support columns and transverse grooves inside the isosceles trapezoidal main structure form a sliding buffer structure, creating a secondary collision energy absorption system to further disperse the collision energy.

[0006] The beneficial effects of the present invention are: 1) When a vehicle collision occurs, the collision energy transmission path is changed by the compression deformation, lateral sliding and the lateral friction sliding of the buffer support column along the transverse groove of the split left and right front vehicle structure, thereby reducing the amount of intrusion into the passenger compartment. 2) When only one side is damaged, only the corresponding split headlight structure needs to be replaced, reducing maintenance costs; 3) Adaptable to various collision conditions, including 100% frontal overlap collision and 40% frontal offset collision; 4) In both 100% overlap and 40% offset frontal collisions, the majority of the collision energy is initially absorbed by the split left and right front end structures' sliding detachment mechanisms and internal energy-absorbing boxes and honeycomb structures. The remaining collision energy is then absorbed and dispersed by the deformation of the isosceles trapezoidal main structure, which is integrally cast with the vehicle frame, and by the lateral friction sliding of the buffer support columns within the isosceles trapezoidal main structure along the lateral grooves at the bottom of the isosceles trapezoidal main structure. This reduces the collision energy acting on the entire vehicle body, thereby reducing the impact force and injury to the driver and occupants. Attached Figure Description

[0007] Figure 1 is a schematic diagram of the overall structure of the present invention.

[0008] Figure 2 is an enlarged schematic diagram of the split left front end structure and the isosceles trapezoidal main body guide structure (the same applies to the split right front end structure).

[0009] Figure 3 is an enlarged schematic diagram of the sliding buffer structure composed of the buffer support column and the transverse groove at the bottom of the isosceles trapezoidal main structure.

[0010] Figure 4 is a schematic diagram of energy distribution during a 100% frontal overlap collision of a car (unless otherwise noted, arrows indicate the direction of movement of that part after the collision).

[0011] Figure 5 is a schematic diagram of energy distribution during a 40% offset frontal collision of a car (unless otherwise noted, arrows indicate the direction of movement of that part after the collision).

[0012] Explanation of reference numerals in the attached drawings: 1 - Fixed pin, 2 - Buffer support column, 3 - Fixed bracket, 4 - Isosceles trapezoidal main structure, 5 - Right front light, 6 - Split right front end structure, 7 - Rearview mirror, 8 - Door, 9 - Driver's cabin, 10 - Split left front end structure Detailed Implementation

[0013] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0014] As shown in Figure 1, the isosceles trapezoidal main structure 4 is integrally cast from high-strength alloy steel, with the bottom width matching the width of the front end of the frame. The isosceles trapezoidal main structure 4 has three internal areas: the middle part is the space for accommodating the engine and transmission, and two buffer support columns 2 are installed above and below the isosceles trapezoidal main structure 4, respectively.

[0015] like Figure 2As shown, the split left and right front cab structures 10 and 6 are made of 6-series aluminum alloy and enhanced with T6 heat treatment. Their connection to the isosceles trapezoidal main structure 4 utilizes a dovetail-shaped guide rail mechanism, with the rail's inclination angle matching the waistline of the isosceles trapezoid. The rail is lined with a PTFE wear-resistant layer to ensure smooth sliding. The fixing pin 1 is made of 7075 aluminum alloy, and its unlocking force has been determined to be 6kN through fatigue testing.

[0016] like Figure 3 As shown, the buffer support column 2 is a solid cylindrical structure with an outer diameter of 50mm. It is made of ultra-high strength steel with a yield strength ≥1500MPa, ensuring that it will not undergo significant plastic deformation under a predetermined load. Under normal conditions, the angle between the buffer support column 2 and the transverse sliding groove at the bottom of the isosceles trapezoidal main structure 4 is 75 degrees. This prevents the buffer support column 2 from jamming during a vehicle collision, thus avoiding interference with the lateral dispersion of collision energy. A circular hole is pre-drilled in the middle of the buffer support column 2 for connection to the fixed bracket 3. When the vehicle is traveling normally, the fixed bracket 3 restricts the movement of the buffer support column 2. When a collision occurs, if the lateral force borne by the fixed bracket 3 exceeds 8KN, the fixed bracket 3 breaks; the buffer support column 2 unlocks and begins lateral friction sliding, absorbing and buffering the collision energy.

[0017] like Figure 3 As shown, the guide rail sliding buffer structure has a groove length of 800mm and is chrome-plated to enhance wear resistance. During sliding, energy is further dissipated through the friction between the support column 2 and the transverse groove at the bottom of the isosceles trapezoidal main structure 4.

[0018] The split left and right front headlight structures (10 and 6) are internally filled with aluminum honeycomb core material with a honeycomb aperture of 8mm and a wall thickness of 0.05mm, and externally wrapped with an EPP foam layer to form a composite energy-absorbing structure. The lamp covers are made of polycarbonate material, which has good impact resistance and light transmittance.

[0019] like Figure 4 As shown, in the simulated car crash test, when the vehicle undergoes a 100% overlap rigid frontal collision at a speed of 64 km / h, the split left and right front end structures 10 and 6 begin to deform within 0.03 seconds of contact, begin to slide backward within 0.06 seconds, and completely detach from the isosceles trapezoidal main structure 4 within 0.32 seconds, carrying away approximately 42% of the collision energy. The remaining energy is dissipated through the sliding friction of the buffer support pillar 2 (absorbing approximately 28%), while simultaneously guiding the longitudinal collision energy to the outer area of ​​the passenger compartment. Ultimately, the passenger compartment intrusion is controlled to within 50 mm, meeting the C-NCAP five-star safety requirements.

[0020] In the car crash simulation test, when the vehicle underwent a frontal 40% offset rigid collision at a speed of 64 km / h, the split right front end structure 6 began to deform within 0.02 seconds of impact, began to slide backward within 0.05 seconds, and completely detached from the isosceles trapezoidal main structure 4 within 0.76 seconds, carrying away approximately 30% of the collision energy. The remaining energy was dissipated through sliding friction of the high-strength support column 2 (absorbing approximately 13%), ultimately controlling the passenger compartment intrusion to within 50 mm, meeting the C-NCAP five-star safety requirements.

Claims

1. A front structure for automobiles with lateral energy dispersion function, comprising a frame and a front protective assembly, characterized in that: The front protective assembly includes an isosceles trapezoidal main structure and a split left and right front end structure; the isosceles trapezoidal main structure is integrally cast with the vehicle frame, and has an engine mounting area and a gearbox housing in its middle; the split left and right front end structures are movably connected to the two sides of the isosceles trapezoidal main structure through a guide mechanism; the upper and lower layers of the isosceles trapezoidal main structure are respectively equipped with two buffer support columns that can slide along transverse grooves; the interior of the split left and right front end structures is filled with a honeycomb structure and an energy-absorbing box.

2. The front structure of an automobile according to claim 1, characterized in that: The guiding mechanism includes a slide rail assembly and a fixing pin that are inclined along the waist of the isosceles trapezoidal main structure. The unlocking threshold of the fixing pin is set to an impact force of 8–15 kN.

3. The front structure of an automobile according to claim 1, characterized in that: The split left and right front end structures are made of lightweight aluminum alloy, and their outer contours are adapted to the side contours of the isosceles trapezoidal main structure to form a continuous front aerodynamic shape.

4. The front structure of an automobile according to claim 1, characterized in that: The buffer support column consists of four high-strength steel rods, with an angle of 75 degrees between them and the base of the isosceles trapezoidal main structure to prevent the buffer support column from jamming and affecting the lateral dispersion of collision energy during a vehicle collision; the bottom of the isosceles trapezoidal main structure is provided with a transverse sliding groove, and the buffer support column can slide laterally along the sliding groove during a vehicle collision.

5. The front structure of an automobile according to claim 1, characterized in that: The unlocking threshold of the fixed bracket is set to an impact force of 8kN. The fixed bracket will break after being subjected to a lateral force of more than 8kN, thereby unlocking the buffer support column and starting to slide laterally along the groove.

6. The front structure of an automobile according to claim 1, characterized in that: A sealing strip is provided at the connection between the split left and right front vehicle structure and the isosceles trapezoidal main structure. The sealing strip maintains elasticity within a temperature range of -40℃ to 80℃.

7. A method for absorbing energy in a car collision, characterized in that, Includes the following steps: a) When a vehicle collision occurs, the split left and right front end structures and the isosceles trapezoidal main structure first come into contact with the colliding object and absorb some of the collision energy through their own deformation. b) When the collision force reaches the preset threshold of the fixed pin, the guide mechanism is unlocked, and the split left and right front vehicle structures slide laterally along the waistline of the isosceles trapezoidal main structure until they detach, so as to dissipate the collision energy. c) The remaining collision energy is transferred to the interior of the isosceles trapezoidal main structure, causing the fixed support to break and thus pushing the buffer support column to slide along the transverse groove, converting the longitudinal impact force into a lateral dispersion force.

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