Automobile body protection structure, collision force transmission method and automobile

Abstract

The invention belongs to the technical field of body-in-white, and provides a body protection structure, a collision force transmission method and an automobile. The body protection structure comprises a front anti-collision beam, a front baffle cross beam, a front longitudinal beam and an A-column vertical plate; the two ends of the front anti-collision beam are fixedly connected with the corresponding front longitudinal beams respectively. The end, away from the front anti-collision beam, of the front longitudinal beam is fixedly connected with the front baffle beam. The two ends of the front baffle cross beam are bifurcated beams, at least one branch of each bifurcated beam is fixedly connected with the upper end area of the A-column vertical plate, and at least one branch of each bifurcated beam is fixedly connected with the lower end area of the A-column vertical plate. The front baffle cross beam with the bifurcated beam is adopted, when the front anti-collision beam is collided, collision force is transmitted to the front baffle cross beam, then dispersed to the bifurcated beam and then transmitted to the upper end and the lower end of the A column vertical plate through the bifurcated beam, the collision force borne by the A column can be effectively dispersed in the process, deformation of the A column structure is reduced, and the explosion point tearing condition is reduced.

Description

Technical Field

[0001] This invention belongs to the field of body-in-white technology, and specifically relates to body protection structures, collision force transmission methods, and automobiles. Background Technology

[0002] In a frontal collision, the energy transfer typically follows three paths. Approximately 65% ​​of the energy is transferred via the front bumper beam to the front engine compartment longitudinal beam. Therefore, the proper integration and matching of the rear of the front longitudinal beam with the front fender and front fender crossbeam is crucial, with the front fender crossbeam playing the most significant role in blocking and transmitting energy. Thus, designing and developing a front fender crossbeam structure that can both absorb and transmit collision energy and protect occupants is of paramount importance.

[0003] like Figure 1a As shown, the force transmission path of the existing front bumper beam a is front anti-collision beam 1 → front longitudinal beam 3 → existing front bumper beam a → the middle part of A-pillar vertical plate 4. There is no effective and smooth force transmission path downwards, which causes the A-pillar to bear a large impact force, resulting in large deformation of the A-pillar structure and tearing of the welds. To solve this problem, conventional methods require increasing the thickness of the inner and outer plates of the A-pillar and increasing the internal support structure of the A-pillar, which greatly increases the vehicle body weight and cost.

[0004] like Figure 1b As shown, the existing baffle beam a is a through structure with equal width on both sides and a single cross-sectional size. In a frontal collision, it cannot effectively prevent structural components such as the power unit from impacting the front baffle, resulting in a large amount of front baffle intrusion and causing injury to the occupants. Summary of the Invention

[0005] To address the problems in the background art, this invention proposes a vehicle body protection structure, a collision force transmission method, and an automobile.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: This application provides a vehicle body protection structure, including a front anti-collision beam, a front fender crossbeam, a front longitudinal beam, and an A-pillar vertical plate; Both ends of the front bumper beam are fixedly connected to the corresponding front longitudinal beams; The end of the front longitudinal beam away from the front bumper beam is fixedly connected to the front baffle crossbeam to transfer the collision force borne by the front bumper beam to the front baffle crossbeam. The front baffle beam has two bifurcated beams at both ends. At least one branch of the bifurcated beam is fixedly connected to the upper part of the vertical plate of the A-pillar, and at least one branch of the bifurcated beam is fixedly connected to the lower part of the vertical plate of the A-pillar, forming a bifurcated force transmission path.

[0007] Furthermore, the front baffle also includes a main beam, with both ends of the main beam integrally formed with the corresponding bifurcated beams.

[0008] Furthermore, one end of the front longitudinal beam is fixedly connected to the front anti-collision beam, and the other end is fixedly connected to the main beam or the bifurcation beam.

[0009] Furthermore, the bifurcated beam is bent at 0~30° relative to the main beam, and the bending direction of the bifurcated beam is opposite to that of the front anti-collision beam.

[0010] Furthermore, the bifurcated beam has two branches.

[0011] Furthermore, it also includes an upper beam; the upper beam is located in the upper part of the vertical plate of the A-pillar and is fixedly connected to the vertical plate of the A-pillar.

[0012] Furthermore, it also includes a front baffle, which is fixedly installed on the surface of the front baffle crossbeam away from the front anti-collision beam, and both ends of the front baffle are fixedly connected to the A-pillar vertical plate.

[0013] Furthermore, a threshold is provided at the lower end of the vertical panel of the A-pillar.

[0014] This application also provides a collision force transmission method, which transmits force through the aforementioned vehicle body protection structure, including the following steps: The collision force borne by the front bumper beam is transferred to the front fender crossbeam through the front longitudinal beam; The impact force is transmitted to the upper region of the A-pillar vertical plate through at least one branch of the bifurcated beam, and the impact force is transmitted to the lower region of the A-pillar vertical plate through at least one branch of the bifurcated beam.

[0015] This application also provides a car body protection structure integrated with the above-mentioned structure.

[0016] The beneficial effects of this invention are: 1. The present invention uses a front baffle beam with a bifurcated beam. When the front anti-collision beam is impacted, the impact force is transmitted to the front baffle beam and then dispersed to the bifurcated beam. After that, it is transmitted to the upper and lower ends of the A-pillar vertical plate by the bifurcated beam. This process can effectively disperse the impact force borne by the A-pillar, reduce the deformation of the A-pillar structure, and reduce the possibility of tearing at the explosion point. 2. The present invention adopts a front baffle crossbeam with a bifurcated beam. In the event of a frontal collision, the collision force is dispersed to the bifurcated beam, and the force on the main beam in the middle of the front baffle crossbeam is reduced, thereby reducing the intrusion of the front baffle and effectively protecting the front baffle and structural components such as the power unit inside the front baffle.

[0017] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1a A schematic diagram of an existing vehicle body protection structure is shown. Figure 1b A schematic diagram of the existing front bumper beam is shown; Figure 2 A schematic diagram of a vehicle body protection structure according to the present invention is shown; Figure 3 A force transmission path diagram of the front baffle beam of the present invention is shown; Figure 4 A schematic diagram of the front baffle beam of the present invention is shown; Figure 5 A flowchart of a collision force transmission method according to the present invention is shown.

[0020] In the diagram: 1. Front bumper beam; 2. Front fender crossbeam; 201. Main beam; 202. Forked beam; 3. Front longitudinal beam; 4. A-pillar vertical plate; 5. Front fender; 6. Upper beam. 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 Figure 2 As shown, a vehicle body protection structure is disclosed. This structure is applied to the vehicle body and mainly includes a front anti-collision beam 1, a front baffle crossbeam 2, a front longitudinal beam 3, an A-pillar vertical plate 4, a front baffle 5, and an upper side beam 6.

[0023] The front bumper beam 1 is fixedly connected to the corresponding front longitudinal beam 3 at both ends by welding (arc welding, laser welding, electric welding, etc.) or bolt fastening, ensuring that it can stably bear the impact force and transmit it to the front longitudinal beam 3 during a collision. This embodiment does not limit the specific shape of the front bumper beam 1 or the fixed connection method. For example, the front bumper beam 1 has a horizontally straight or slightly arc-shaped structure, and is usually installed on the outermost side of the front of the vehicle body and the inner side of the front bumper, spanning across the width of the vehicle body. Its length is adapted to the horizontal span of the front of the vehicle body, and the material is mostly high-strength steel or aluminum alloy, which has both rigidity and a certain degree of toughness.

[0024] The end of the front longitudinal beam 3 furthest from the front bumper beam 1 is fixedly connected to the front baffle beam 2, used to transfer the collision force borne by the front bumper beam 1 to the front baffle beam 2. This embodiment does not limit the shape or connection method of the front longitudinal beam 3. For example, the front longitudinal beam 3 has a long, box-shaped or channel-shaped cross-section structure, mainly made of high-strength steel. It is symmetrically arranged on the left and right sides of the engine compartment along the length of the vehicle body, with its front end connecting to the front bumper beam 1 and its rear end extending to the middle of the vehicle body to connect with the front baffle beam 2. The front end of this component is fixed to both ends of the front bumper beam 1, while the end furthest from the front bumper beam 1 is fixedly connected to the front baffle beam 2 by welding (such as laser welding, resistance welding, spot welding, etc.).

[0025] like Figure 4 As shown, the front bumper beam 2 consists of a main beam 201 and a branch beam 202, and is formed using sheet metal cold stamping. Both ends of the main beam 201 are integrally formed with the corresponding branch beams 202, ensuring structural integrity and continuous force transmission. The end of the front longitudinal beam 3 furthest from the front bumper beam 1 can be optionally fixedly connected to either the main beam 201 or the branch beam 202, further optimizing force transmission efficiency.

[0026] Furthermore, the bifurcated beam 202 is bent at 0-30° relative to the main beam 201, and the bending direction is away from the front anti-collision beam 1. This angle design can both adapt to the spatial layout of the front of the vehicle body and guide the collision force to be dispersed and transmitted to different areas of the A-pillar vertical plate 4. The bifurcated beam 202 is provided with several branches, of which at least one branch is fixedly connected to the upper area of ​​the A-pillar vertical plate 4, and at least one branch is fixedly connected to the lower area of ​​the A-pillar vertical plate 4, forming a bifurcated force transmission path; in this embodiment, the number of branches of the bifurcated beam 202 is not limited. For example, in Figure 3 In the middle, each bifurcated beam 202 has two branches.

[0027] It should be noted that the bifurcated beam 202 is curved relative to the main beam 201, and the front longitudinal beam 3 is connected to the bifurcated beam 202. If the collision force is transmitted, it will be transmitted first through the bifurcated beam 202 to the upper and lower ends of the A-pillar vertical plate 4, and the impact on the main beam 201 will be reduced accordingly. This can also reduce the intrusion of the front baffle 5 and provide comprehensive protection for the occupants.

[0028] It should be further explained that the bending angle and direction design of the bifurcated beam 202 fully considers the spatial layout of components such as the front engine compartment and suspension system of the car, maximizing the force transmission efficiency without interfering with the normal operation of other components; the fixed connection method between the integrally formed main beam 201 and bifurcated beam 202 and each component takes into account both structural strength and assembly convenience, which can meet the needs of mass production of automobiles.

[0029] The upper beam 6 is located in the upper area of ​​the A-pillar vertical plate 4 and is fixedly connected to the A-pillar vertical plate 4. It is used to enhance the structural strength of the upper part of the A-pillar vertical plate 4 and help disperse the collision force borne by the upper area. The front baffle 5 is fixedly installed on the surface of the front baffle crossbeam 2 away from the front anti-collision beam 1, and both ends of the front baffle 5 are fixedly connected to the A-pillar vertical plate 4. It not only plays a protective role, but also helps to transfer some of the force and improves the overall rigidity of the structure. In addition, a threshold is provided in the lower area of ​​the A-pillar vertical plate 4. The threshold is fixed to the A-pillar vertical plate 4 as one piece, which enhances the load-bearing capacity of the lower part of the A-pillar vertical plate 4 and avoids excessive deformation of the lower area during a collision.

[0030] like Figure 5 As shown, the present invention also discloses a method for transmitting collision force, the specific steps of which are as follows: S1: The collision force borne by the front bumper beam 1 is transmitted to the front fender beam 2 through the front longitudinal beam 3.

[0031] S2: The impact force is transmitted to the upper region of the A-pillar vertical plate 4 through at least one branch of the bifurcated beam 202, and the impact force is transmitted to the lower region of the A-pillar vertical plate 4 through at least one branch of the bifurcated beam 202.

[0032] It should be noted that the impact force transmitted to the upper part of the A-pillar vertical plate 4 is further transmitted to the upper beam 6, and the impact force transmitted to the lower part is transmitted to the door sill. Finally, the force is dispersed and the energy is absorbed through the overall structure of the vehicle body.

[0033] Combination Figures 2-5 The above embodiments achieve the dispersion and transmission of collision forces through a bifurcated force transmission path, reducing local structural stress concentration and improving the vehicle body's collision resistance. Its working principle is as follows: When a car is involved in a frontal or partial frontal collision, the front bumper beam 1 first contacts the impact object, absorbing the impact force. Then, through a pre-set multi-stage force transmission path, the impact force is evenly distributed to multiple load-bearing components of the vehicle body to prevent overload and deformation of a single component. The specific force transmission steps and paths are as follows: First-level force transmission: receiving and initially transferring collision force. When a collision occurs, the impact force F first acts on the front bumper beam 1. The front bumper beam 1 withstands part of the impact force and absorbs a small amount of energy through its own structural strength. At the same time, since its two ends are fixedly connected to the front longitudinal beams 3, most of the unabsorbed impact force F1 is transmitted to the left and right front longitudinal beams 3 through the connection surfaces. At this time, the front longitudinal beams 3, as the main force transmission channel, use their own longitudinal extension structure to transmit the impact force F1 along the length of the vehicle body to the rear front fender beam 2. During this process, the front longitudinal beams 3 further absorb energy through slight deformation, reducing the peak impact force borne by subsequent components.

[0034] Second-stage force transmission: Distribution and transmission of collision force to bifurcated beam 202 When the impact force F2 transmitted by the front longitudinal beam 3 reaches the front baffle crossbeam 2, there are two transmission scenarios depending on the connection position between the front longitudinal beam 3 and the front baffle crossbeam 2: Scenario 1: The main beam 201 of the front longitudinal beam 3 and the front baffle crossbeam 2 is fixedly connected. The collision force F2 is first transmitted to the main beam 201. Since the main beam 201 and the bifurcated beam 202 are integrally formed, the force is transmitted rigidly through the main beam 201 and evenly distributed to the bifurcated beams 202 at both ends, forming two branch forces F2a and F2b (F2; Scenario 2: The front longitudinal beam 3 and the front baffle crossbeam 2 are fixedly connected by a bifurcated beam 202. The collision force F2 is directly transmitted to the bifurcated beam 202 without passing through the main beam 201, and is directly split into two branch forces F2a and F2b, resulting in higher force transmission efficiency.

[0035] Meanwhile, the 0~30° bending design of the bifurcated beam 202 relative to the main beam 201 makes the transmission direction of the branch forces F2a and F2b form a preset angle with the main beam 201, which is exactly aligned with the upper and lower areas of the A-column vertical plate 4, providing guidance for force transmission.

[0036] Third-level force transmission: Dispersed transmission from the bifurcation path to the vertical plate 4 of column A. The two branches of the bifurcated beam 202 transmit the branch force to different areas of the vertical plate 4 of column A, forming a dual-path force distribution: Upper force transmission path: The upper branch of the bifurcated beam 202 transmits the branch force F2a to the upper area of ​​the A-pillar vertical plate 4. Since the upper side beam 6 is fixedly connected to this area, F2a is further transmitted to the upper side beam 6. The upper side beam 6 uses its own lateral extension structure to diffuse the force to other lateral load-bearing components of the vehicle body. At the same time, the connection structure between the upper end of the A-pillar vertical plate 4 and the upper side beam 6 jointly resists deformation and prevents the upper end of the A-pillar from sinking inward. Force transmission path at the lower end: The lower branch of the bifurcated beam 202 transmits the branch force F2b to the lower area of ​​the A-pillar vertical plate 4. The sill set in this area is fixedly connected to the A-pillar vertical plate 4. After F2b is transmitted to the sill, it diffuses to the load-bearing structure such as the vehicle floor through the sill. The reinforced design of the sill can effectively withstand the impact of F2b and prevent excessive deformation of the lower end of the A-pillar.

[0037] Fourth-level force transmission: final energy absorption and dispersion The impact force transmitted to the A-pillar vertical plate 4, the upper beam 6, the door sill and other load-bearing components of the vehicle body is ultimately absorbed through the coordinated deformation of each component and the plastic deformation of the material. The remaining small amount of force is further dispersed throughout the vehicle body through the overall structure of the vehicle body, ensuring that the impact energy is fully consumed and the deformation of the front end of the vehicle body is controlled within a reasonable range, thus maximizing the protection of the integrity of the vehicle body.

[0038] It should be noted that the force transmission path in the above embodiment is a multi-level branching force transmission path: front anti-collision beam 1 → front longitudinal beam 3 → front baffle crossbeam 2 → A-pillar vertical plate 4 (upper end + lower end) → upper side beam 6 / sill → whole vehicle body. This avoids the collision force being concentrated on a single component or a single area, significantly reduces the local stress of the A-pillar vertical plate 4, reduces the risk of A-pillar deformation and front baffle crossbeam 2 breakage, and at the same time prolongs the collision force transmission time, reduces the peak impact force, and improves collision safety.

[0039] The present invention also discloses an automobile that integrates the aforementioned body protection structure. By applying the optimized front bumper beam 2 to the automobile body, the frontal collision protection performance of the automobile can be significantly improved, reducing the risk of occupant injury in a collision. At the same time, the design of this structure is compatible with the mass production assembly process of automobiles, without requiring significant adjustments to existing production processes, and has good practicality and promotional value.

[0040] 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 vehicle body protection structure, characterized in that, It includes a front bumper beam (1), a front fender crossbeam (2), a front longitudinal beam (3), and an A-pillar vertical plate (4); The two ends of the front anti-collision beam (1) are respectively fixedly connected to the corresponding front longitudinal beam (3); The end of the front longitudinal beam (3) away from the front anti-collision beam (1) is fixedly connected to the front baffle beam (2) to transmit the collision force borne by the front anti-collision beam (1) to the front baffle beam (2). The two ends of the front baffle beam (2) are bifurcated beams (202). At least one branch of the bifurcated beam (202) is fixedly connected to the upper area of ​​the A-pillar vertical plate (4), and at least one branch of the bifurcated beam (202) is fixedly connected to the lower area of ​​the A-pillar vertical plate (4), forming a bifurcated force transmission path.

2. The vehicle body protection structure according to claim 1, characterized in that, The front baffle (2) also includes a main beam (201), the two ends of which are integrally formed with the corresponding bifurcated beams (202).

3. The vehicle body protection structure according to claim 2, characterized in that, One end of the front longitudinal beam (3) is fixedly connected to the front anti-collision beam (1), and the other end is fixedly connected to the main beam (201) or the bifurcated beam (202).

4. A vehicle body protection structure according to claim 2 or 3, characterized in that, The bifurcated beam (202) is bent at 0~30° relative to the main beam (201), and the bending direction of the bifurcated beam (202) is away from the front anti-collision beam (1).

5. A vehicle body protection structure according to claim 1, characterized in that, The bifurcated beam (202) has two branches.

6. The vehicle body protection structure according to claim 1, characterized in that, It also includes an upper beam (6); the upper beam (6) is located in the upper region of the vertical plate (4) of the A column and is fixedly connected to the vertical plate (4) of the A column.

7. The vehicle body protection structure according to claim 1, characterized in that, It also includes a front baffle (5), which is fixedly installed on the surface of the front baffle beam (2) away from the front anti-collision beam (1), and the two ends of the front baffle (5) are fixedly connected to the A-pillar vertical plate (4).

8. A vehicle body protection structure according to claim 1, characterized in that, A threshold is provided at the lower part of the vertical plate (4) of the A-pillar.

9. A collision force transmission method, wherein force is transmitted through a vehicle body protection structure as described in any one of claims 1-8, characterized in that, Includes the following steps: The collision force received by the front anti-collision beam (1) is transmitted to the front baffle beam (2) through the front longitudinal beam (3); The impact force is transmitted to the upper region of the A-pillar vertical plate (4) through at least one branch of the bifurcated beam (202), and to the lower region of the A-pillar vertical plate (4) through at least one branch of the bifurcated beam (202).

10. A car, characterized in that, The vehicle body protection structure is integrated according to any one of claims 1-8.

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