Vehicle body front end assembly and vehicle

Abstract

The utility model discloses a vehicle body front end assembly and a vehicle, the vehicle body front end assembly comprises a front anti-collision beam; the engine room longitudinal beam is located behind the front anti-collision beam, and an energy absorption box is arranged between the front end of the engine room longitudinal beam and the rear side face of the front anti-collision beam; the engine room edge beam is located on the outer side of the engine room longitudinal beam, the front end of the engine room longitudinal beam is connected with the engine room edge beam through a connecting plate, and the front end of the engine room edge beam protrudes out of the front end of the engine room longitudinal beam forwards and is connected with the rear side face of the front anti-collision beam. According to the vehicle body front end assembly, the energy absorption box is arranged between the front anti-collision beam and the engine room longitudinal beam, the front end of the engine room edge beam is connected with the front anti-collision beam, and the engine room longitudinal beam is connected with the engine room edge beam through the connecting plate, so that an H-shaped structure can be formed, and the structural strength and the structural stability of the vehicle body front end assembly are improved; the front collision, 40% front collision and small offset collision of the vehicle are adapted, so that the collision performance of the vehicle is remarkably improved, and the safety of passengers is effectively protected.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle manufacturing, in particular to a vehicle body front end assembly and a vehicle with the vehicle body front end assembly. Background Art

[0002] The anti-collision performance of a car is one of the important indicators for measuring its safety performance. In existing vehicles, the front-end structure of the car body has fewer collision energy transfer paths and poor energy absorption, which results in poor overall force transmission performance during collisions, poor small overlap collision effects, and inability to effectively protect the front-end structure of the car body, increasing the safety risks of the occupants. It also cannot adapt to the different anti-collision performances of different models, so there is room for improvement. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a vehicle body front end assembly, which has high structural strength and strong structural stability, and can adapt to the vehicle's head-on collision, 40% head-on collision and small offset collision, thereby significantly improving the collision performance of the vehicle and effectively protecting the safety of the occupants.

[0004] The front end assembly of the vehicle body according to the embodiment of the utility model includes: a front anti-collision beam; a cabin longitudinal beam, the cabin longitudinal beam is located behind the front anti-collision beam, and an energy absorption box is provided between the front end of the cabin longitudinal beam and the rear side of the front anti-collision beam; a cabin side beam, the cabin side beam is located on the outside of the cabin longitudinal beam, the front end of the cabin longitudinal beam is connected to the cabin side beam by a connecting plate, and the front end of the cabin side beam protrudes forward from the front end of the cabin longitudinal beam and is connected to the rear side of the front anti-collision beam.

[0005] According to the front end assembly of the vehicle body of the embodiment of the utility model, an energy absorption box is arranged between the front anti-collision beam and the cabin longitudinal beam, and the front end of the cabin side beam is connected to the front anti-collision beam, and the cabin longitudinal beam and the cabin side beam are connected by a connecting plate, so that an H-shaped structure can be formed, thereby improving the structural strength and structural stability of the front end assembly of the vehicle body to adapt to the vehicle's head-on collision, 40% head-on collision and small offset collision, thereby significantly improving the collision performance of the vehicle and effectively protecting the safety of the occupants.

[0006] According to the vehicle front end assembly of some embodiments of the utility model, the front bumper beam includes a first main body structure, a second main body structure and a connecting portion; wherein a first reinforcement cavity is formed in the first main body structure, a second reinforcement cavity is formed in the second main body structure, the first main body structure and the second main body structure are connected by the connecting portion and jointly define a third reinforcement cavity, the first reinforcement cavity and the third reinforcement cavity are distributed vertically, and the second reinforcement cavity is located on the front side of the first reinforcement cavity and / or the third reinforcement cavity.

[0007] According to the vehicle body front end assembly of some embodiments of the present invention, the third reinforcement cavity is located above the first reinforcement cavity, the upper area of ​​the second reinforcement cavity is opposite to the third reinforcement cavity in the front-to-back direction, and the lower area of ​​the second reinforcement cavity is opposite to the first reinforcement cavity in the front-to-back direction.

[0008] According to the vehicle body front end assembly of some embodiments of the present invention, one end of the connecting portion is connected to the upper rear side of the first main body structure, the other end of the connecting portion is connected to the upper rear side of the second main body structure, and the front upper portion of the first main body structure is suitable for overlapping the rear lower portion of the second main body structure.

[0009] According to the vehicle body front end assembly of some embodiments of the present invention, an overlap gap is formed between the front upper portion of the first main body structure and the rear lower portion of the second main body structure, the width of the overlap gap is a, and satisfies: 0.2mm≤a≤0.5mm.

[0010] According to the vehicle front end assembly of some embodiments of the present invention, the vertical overlap length of the front upper portion of the first main body structure and the rear lower portion of the second main body structure is b, the plate thickness of the front bumper beam is t, and it satisfies: b≥10*t.

[0011] According to the vehicle body front end assembly of some embodiments of the present utility model, the first main body structure, the second main body structure and the connecting portion are integrally formed from a sheet material by rolling and welding.

[0012] According to the vehicle body front end assembly of some embodiments of the utility model, the second reinforcement cavity is filled with a first buffer material;

[0013] Furthermore, the first reinforcement cavity and / or the third reinforcement cavity is filled with a second buffer material.

[0014] According to the vehicle body front end assembly of some embodiments of the present invention, the first reinforcement cavity, the second reinforcement cavity and / or the third reinforcement cavity have a rectangular cross-section.

[0015] The utility model also provides a vehicle.

[0016] The vehicle according to the embodiment of the utility model is provided with the vehicle body front end assembly of the above embodiment.

[0017] The advantages of the vehicle and the above-mentioned front end assembly over the prior art are the same and will not be described in detail here.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a cross-sectional view of a front anti-collision beam according to an embodiment of the utility model;

[0021] Figure 2 is a cross-sectional view of a vehicle body front end assembly according to an embodiment of the utility model;

[0022] Figure 3 is a structural schematic diagram of a vehicle body front end assembly according to an embodiment of the utility model;

[0023] Figure 4 It is a schematic diagram of the process flow of the front anti-collision beam according to an embodiment of the utility model.

[0024] Reference numerals:

[0025] Front end assembly 100,

[0026] A front anti-collision beam 1, a first main body structure 11, a second main body structure 12, a connecting portion 13, a first reinforcement cavity 14, a second reinforcement cavity 15, a third reinforcement cavity 16, a front end plate 17, a cabin longitudinal beam 2, a connecting plate 21, a cabin side beam 3, and an energy absorption box 4. DETAILED DESCRIPTION

[0027] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0028] In the description of the present utility model, it is necessary to understand that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0029] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] Unless otherwise specified, the front-to-back direction in the present application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0031] Reference below Figure 1-Figure 4 The front end assembly 100 of the vehicle body according to the embodiment of the utility model is described. By setting an energy absorption box 4 between the front anti-collision beam 1 and the cabin longitudinal beam 2, and setting the front end of the cabin side beam 3 to be connected to the front anti-collision beam 1, and the cabin longitudinal beam 2 and the cabin side beam 3 are connected by a connecting plate 21, an H-shaped structure can be formed, thereby improving the structural strength and structural stability of the front end assembly 100 of the vehicle body to adapt to the vehicle's head-on collision, 40% head-on collision and small offset collision, thereby significantly improving the collision performance of the vehicle and effectively protecting the safety of the occupants.

[0032] like Figure 1-Figure 4 As shown, a vehicle body front end assembly 100 according to an embodiment of the utility model includes: a front anti-collision beam 1, a cabin longitudinal beam 2 and a cabin side beam 3.

[0033] Specifically, the front anti-collision beam 1 is an important component of the vehicle safety structure, and its function is to absorb and disperse the impact force when the vehicle collides to protect the safety of the vehicle occupants. The front anti-collision beam 1 is distributed along the lateral extension of the vehicle, and the lateral ends of the front anti-collision beam 1 are respectively configured to be inclined outward from the front to the rear, so that when the vehicle collides, the collision energy can be guided to the two ends, which is conducive to effectively dispersing the impact force and reducing the direct impact on the front structure of the vehicle and the passengers. In addition, the above arrangement can make the overall structure of the vehicle smooth.

[0034] The cabin longitudinal beam 2 is located behind the front anti-collision beam 1, and an energy absorption box 4 is provided between the front end of the cabin longitudinal beam 2 and the rear side of the front anti-collision beam 1. Figure 2 and Figure 3 As shown, the rear side surface of the front anti-collision beam 1 is connected to the front side of the energy absorbing box 4, and the rear side of the energy absorbing box 4 is connected to the front end of the cabin longitudinal beam 2, so that the three can be connected and fixed, wherein the energy absorbing box 4 can absorb and disperse the impact energy from the front anti-collision beam 1, that is, after the vehicle is hit, the impact force is transmitted from the front anti-collision beam 1 to the energy absorbing box 4, and then transmitted to the cabin longitudinal beam 2 after being absorbed and buffered by the energy absorbing box 4, so as to realize the transmission of the impact force.

[0035] Among them, Figure 2 As shown, the energy absorption box 4 is connected to the front anti-collision beam 1 through the front end plate 17, and the three can be connected by welding and bolts, and the energy absorption box 4 and the cabin longitudinal beam 2 can also be connected by welding and bolts, which can improve the connection strength between the three, so as to improve the force transmission stability of the front anti-collision beam 1, the energy absorption box 4 and the cabin longitudinal beam 2.

[0036] The cabin side beam 3 is located on the outside of the cabin longitudinal beam 2, and the front end of the cabin longitudinal beam 2 is connected to the cabin side beam 3 through a connecting plate 21. The front end of the cabin side beam 3 protrudes forward from the front end of the cabin longitudinal beam 2 and is connected to the rear side of the front anti-collision beam 1.

[0037] Specifically, the inner and outer directions are along the lateral direction of the vehicle, that is, the Y direction, and the inner direction is the direction close to the center line of the vehicle, and the outer direction is the direction away from the center line of the vehicle, such as Figure 3 As shown, the cabin side beam 3 and the cabin longitudinal beam 2 are spaced apart and distributed along the transverse direction of the vehicle, and the cabin side beam 3 is located on the outside of the cabin longitudinal beam 2, and the front end outer side of the cabin longitudinal beam 2 is connected to the inner side of the cabin side beam 3 through a connecting plate 21, so that the connecting plate 21 can support and connect the cabin longitudinal beam 2 and the cabin side beam 3, and the front end of the cabin side beam 3 protrudes forward from the front end of the cabin longitudinal beam 2, and the cabin side beam 3 extends to the rear side of the front bumper beam 1 and is connected to the rear side surface of the front bumper beam 1. In this way, the front end assembly 100 of the vehicle body can form an H-shaped structure, wherein the connecting plate 21 and the cabin side beam 3, and the connecting plate 21 and the cabin longitudinal beam 2 can be connected by welding and bolts, which can improve the structural strength of the front end assembly 100 of the vehicle body.

[0038] Furthermore, after the front side of the vehicle is hit, part of the impact force at the front anti-collision beam 1 is transmitted to the cabin longitudinal beam 2 through the energy absorption box 4, and the other part of the impact force is directly transmitted backward along the cabin side beam 3, thereby realizing two impact force transmission paths and effectively dispersing and absorbing the impact energy.

[0039] Therefore, by setting up the H-shaped structure, in the case of a head-on collision and a 40% head-on collision, the structure can provide two head-on collision force transmission paths, and provide a stable force transmission channel through the connecting plate 21 to ensure the stability of the vehicle body front end assembly 100 and effectively reduce the damage to various structural parts. In addition, in the process of a small overlap collision, the structure can ensure that the collision force on the cabin side beam 3 is transmitted to the cabin longitudinal beam 2, so that the cabin longitudinal beam 2 fully participates in the small overlap collision, which can effectively reduce the serious damage to the cabin side beam 3.

[0040] Among them, it should be noted that the front side surface of the connecting plate 21 is constructed as an inclined surface, and the inclined surface is set to be inclined backward in the direction gradually away from the cabin longitudinal beam 2. The angle of the inclined surface should be consistent with the inclination angle of the front anti-collision beam 1, and the angle deviation between the two does not exceed 15°. In this way, the consistency of the structure can be maintained, and the structural strength of the connecting plate 21 and the cabin longitudinal beam 2 can be improved to improve the stability of force transmission between the cabin side beam 3 and the cabin longitudinal beam 2. The end position of the energy absorption box 4 is forward, and it first contacts the obstacle to avoid collapse, and at the same time transmits force to the cabin longitudinal beam 2. When the cabin side beam 3 contacts the obstacle to avoid, the energy absorption box 4 and the cabin longitudinal beam 2 have already partially deformed. At this time, the obstacle avoidance compression causes the two force transmission channels to be flush, and the force is transmitted in coordination, which effectively improves the collision performance. The cabin longitudinal beam 2 is stronger in structure than the cabin side beam 3 and the energy absorption box 4, so that the energy absorption box 4 can effectively absorb and disperse the impact force during the collision, which can reduce the damage to other structures, thereby improving the safety of the occupants.

[0041] According to the vehicle body front end assembly 100 of the embodiment of the utility model, an energy absorption box 4 is arranged between the front anti-collision beam 1 and the cabin longitudinal beam 2, and the front end of the cabin side beam 3 is connected to the front anti-collision beam 1, and the cabin longitudinal beam 2 is connected to the cabin side beam 3 through the connecting plate 21, so that an H-shaped structure can be formed, thereby improving the structural strength and structural stability of the vehicle body front end assembly 100 to adapt to the vehicle's head-on collision, 40% head-on collision and small offset collision, thereby significantly improving the collision performance of the vehicle and effectively protecting the safety of the occupants.

[0042] In some embodiments, the front bumper beam 1 includes a first main structure 11, a second main structure 12 and a connecting portion 13, wherein a first reinforcement cavity 14 is formed in the first main structure 11, and a second reinforcement cavity 15 is formed in the second main structure 12. The first main structure 11 and the second main structure 12 are connected to each other through the connecting portion 13 and jointly define a third reinforcement cavity 16. The first reinforcement cavity 14 and the third reinforcement cavity 16 are distributed vertically, and the second reinforcement cavity 15 is located on the front side of the first reinforcement cavity 14 and / or the third reinforcement cavity 16.

[0043] Specifically, the front bumper beam 1 is extended and distributed along the lateral direction of the vehicle, and the first main structure 11, the second main structure 12 and the connecting portion 13 extend along the lateral direction of the vehicle. The first main structure 11 is closed on all sides to form a first reinforcement cavity 14, and the first reinforcement cavity 14 extends along the length direction of the first main structure 11. The second main structure 12 is closed on all sides to form a second reinforcement cavity 15, and the second reinforcement cavity 15 extends along the length direction of the second main structure 12. A connecting portion 13 is connected between the first main structure 11 and the second main structure 12, so that the three can be connected as one, and the outer side of the first main structure 11, the outer side of the second main structure 12 and the connecting portion 13 can jointly define a third reinforcement cavity 16, and the third reinforcement cavity 16 has the same extension direction as the first reinforcement cavity 14 and the second reinforcement cavity 15.

[0044] Moreover, the first reinforcing cavity 14 and the third reinforcing cavity 16 are spaced apart along the vertical direction, and the second reinforcing cavity 15 is located on the front side of the first reinforcing cavity 14 and / or the third reinforcing cavity 16. That is, the second reinforcing cavity 15 can be arranged on the front side of the first reinforcing cavity 14, or the second reinforcing cavity 15 can be arranged on the front side of the third reinforcing cavity 16, or the second reinforcing cavity 15 can be arranged on the front sides of the first reinforcing cavity 14 and the third reinforcing cavity 16. There are various setting methods and can be flexibly selected. As Figure 1 shown, in this embodiment, the second reinforcing cavity 15 is located on the front sides of the first reinforcing cavity 14 and the third reinforcing cavity 16, which can make the second reinforcing cavity 15 spaced apart from the first reinforcing cavity 14 and the third reinforcing cavity 16 along the front-rear direction, and three reinforcing cavity structures can be formed, that is, a structure in the shape of a Chinese character 'pin' can be formed, which can save the material cost of the front bumper beam 1, and the structure is compact and simple and convenient to process.

[0045] In addition, the first reinforcing cavity 14, the second reinforcing cavity 15 and the third reinforcing cavity 16 are all cavity structures, which can absorb and disperse the impact forces of the first main structure 11, the second main structure 12 and the connecting part 13, so as to improve the force transmission performance of the front bumper beam 1. And the first reinforcing cavity 14 can enhance the strength and stiffness of the first main structure 11, the second reinforcing cavity 15 can enhance the strength and stiffness of the second main structure 12, and the third reinforcing cavity 16 can enhance the strength and stiffness of the connecting part 13, so as to improve the structural strength of the front bumper beam 1, thereby improving the impact resistance of the front bumper beam 1. Thus, after the front side of the vehicle is collided, the second main structure 12 bears the impact force first, and the impact force can be transmitted to the first main structure 11 and the connecting part 13. In this way, the impact force can be dispersed and absorbed in sequence, and the effective buffering of the impact force in the front-rear direction can be realized.

[0046] Therefore, by arranging the first main structure 11 and the second main structure 12 to be connected by the connecting part 13, the first reinforcing cavity 14, the second reinforcing cavity 15 and the third reinforcing cavity 16 can be formed, and three reinforcing cavities can be formed inside the front bumper beam 1. The three reinforcing cavities can improve the structural strength of the front bumper beam 1, and can realize the transmission and dispersion of the impact forces of the three channels, so as to improve the collision performance of the front bumper beam 1, and further improve the collision performance of the front-end assembly 100 of the vehicle body. Moreover, the structure is simple, the use effect is good, and the multiple reinforcing cavities can reduce the weight of the front bumper beam 1, meeting the requirements of lightweight design.

[0047] In some embodiments, the third reinforcing cavity 16 is located above the first reinforcing cavity 14, the upper region of the second reinforcing cavity 15 is aligned with the third reinforcing cavity 16 along the front-rear direction, and the lower region of the second reinforcing cavity 15 is aligned with the first reinforcing cavity along the front-rear direction.

[0048] Specifically, as Figure 1As shown, the third reinforcement cavity 16 is located above the first reinforcement cavity 14, so that the first reinforcement cavity 14 and the third reinforcement cavity 16 can support each other in the up and down directions, and the structural stability of the two can be improved. Among them, the second reinforcement cavity 15 can be symmetrically distributed in the up and down directions at the connection between the third reinforcement cavity 16 and the first reinforcement cavity 14, that is, the upper area of ​​the second reinforcement cavity 15 is directly opposite to the third reinforcement cavity 16 in the front-to-back direction, so that the second reinforcement cavity 15 and the third reinforcement cavity 16 can support each other in the front-to-back direction, and the structural stability of the two can be improved. The lower area of ​​the second reinforcement cavity 15 is directly opposite to the first reinforcement cavity 14 in the front-to-back direction, so that the second reinforcement cavity 15 and the first reinforcement cavity 14 can support each other in the front-to-back direction, and the structural stability of the two can be improved, so as to improve the structural strength of the front bumper beam 1.

[0049] Furthermore, a third reinforcement chamber 16 is provided above the first reinforcement chamber 14. When the vehicle is subjected to a collision, the third reinforcement chamber 16 can absorb the impact force from above and transmit the impact force downward to the first reinforcement chamber 14, thereby realizing a step-by-step dispersion of the impact force. The upper area of ​​the second reinforcement chamber 15 is directly opposite to the third reinforcement chamber 16 in the front-to-back direction, so that when the vehicle collides, the upper area of ​​the second reinforcement chamber 15 can cooperate with the third reinforcement chamber 16 to absorb and disperse the impact force from the front. The lower area of ​​the second reinforcement chamber 15 is directly opposite to the first reinforcement chamber 14 in the front-to-back direction, so that when the vehicle collides, the lower area of ​​the second reinforcement chamber 15 can cooperate with the first reinforcement chamber 14 to absorb and disperse the impact force from the front.

[0050] Therefore, through the above-mentioned arrangement, when a vehicle collides, the impact force can be dispersed to more areas, thereby reducing the concentrated pressure on a single area, achieving more effective energy absorption, reducing deformation or breakage of the vehicle during a collision, and reducing the impact force transmitted to the interior of the vehicle, thereby improving the safety of the occupants.

[0051] In some embodiments, one end of the connecting portion 13 is connected to the upper rear side of the first main structure 11, and the other end of the connecting portion 13 is connected to the upper rear side of the second main structure 12, and the front upper part of the first main structure 11 is suitable for overlapping the rear lower part of the second main structure 12.

[0052] Specifically, Figure 1As shown, the rear lower end of the connecting portion 13 is connected to the rear side of the upper end of the first main structure 11, that is, a fixed point is formed between the two, so that a force transmission path can be realized between the connecting portion 13 and the first main structure 11, and the front upper end of the connecting portion 13 is connected to the rear side of the upper end of the second main structure 12, that is, a fixed point is formed between the two, so that a force transmission path can be realized between the connecting portion 13 and the second main structure 12, and the front upper part of the first main structure 11 is connected to the rear lower part of the second main structure 12, and the two are overlapped and connected in the front-to-back direction, that is, a fixed point is formed between the two, so that a force transmission path can be realized between the first main structure 11 and the second main structure 12, and through the above-mentioned connection method, the connection and fixation of the front anti-collision beam 1 can be realized.

[0053] Therefore, by providing connection positions between the connection portion 13, the first main structure 11 and the second main structure 12, the force transmission stability between them can be improved when the vehicle collides, thereby achieving effective impact energy buffering.

[0054] Among them, the connecting part 13 can be connected to the first main structure 11 and the second main structure 12 respectively by welding, and the first main structure 11 and the second main structure 12 can be connected by welding. The welding connection has high strength, which can improve the structural strength of the front bumper beam 1, and the above-mentioned connection positions can be connected by fasteners such as bolts, which is convenient for disassembly and maintenance.

[0055] In some embodiments, an overlap gap is formed between the front upper portion of the first main body structure 11 and the rear lower portion of the second main body structure 12 , the width of the overlap gap is a, and satisfies: 0.2 mm≤a≤0.5 mm.

[0056] Specifically, the first main structure 11 and the second main structure 12 are overlapped in the front-to-back direction, and an overlap gap is formed between the front upper portion of the first main structure 11 and the rear lower portion of the second main structure 12. The width of the overlap gap in the front-to-back direction is a, and a can be set to 0.2 mm, 0.3 mm, 0.4 mm, 0.5 mm, etc. By setting these values, the first main structure 11 and the second main structure 12 can be in a reasonable overlap range to ensure that the first main structure 11 and the second main structure 12 maintain a complete shape, improve the processing accuracy and product quality of the front bumper beam 1, and provide a welding gap for subsequent welding for welding.

[0057] Therefore, by setting the overlap gap a within the range of 0.2 mm to 0.5 mm, the first main structure 11 and the second main structure 12 can be formed to avoid overpressure and damage to the target cross-section, which can improve the processing accuracy of the front bumper beam 1 and thus improve the mass production quality of the front bumper beam 1.

[0058] In some embodiments, the vertical overlap length between the front upper portion of the first main structure 11 and the rear lower portion of the second main structure 12 is b, the plate thickness of the front bumper beam 1 is t, and b≥10*t is satisfied.

[0059] Specifically, the first main structure 11 and the second main structure 12 are overlapped in the front-to-back direction, and the two form an overlap length b in the up-down direction. Assuming that the thickness t of the front bumper beam 1 can be 5 mm, then b can be set to 50 mm, 60 mm, 70 mm, 80 mm, etc. By setting these values, the first main structure 11 and the second main structure 12 can be within a reasonable overlap length range to ensure reliable overlap between the two.

[0060] Therefore, the overlap length varies with the plate thickness of the front bumper beam 1, that is, the setting of the overlap length is not limited to the several values ​​listed above, and can be selectively set according to actual conditions. By setting b≥10*t, the overlap length between the first main structure 11 and the second main structure 12 can be longer, which is beneficial to the cross-sectional accuracy control in the subsequent correction process during the forming process. Otherwise, there will be a situation where the welding gap is too large and welding cannot be performed, thereby improving the processing quality of the front bumper beam 1.

[0061] In some embodiments, the first main structure 11, the second main structure 12 and the connecting portion 13 are integrally formed from a sheet material by rolling and welding.

[0062] Specifically, Figure 4 As shown, in actual processing, the two ends of the width of a plate can be rolled to form a closed cavity structure, which are the first reinforcement cavity 14 and the second reinforcement cavity 15 respectively, and are connected by welding to make the first main structure 11 and the second main structure 12 more stable. It can be welded by spot welding, and the plate between the first reinforcement cavity 14 and the second reinforcement cavity 15 is the connecting part 13, and then the closed cavities at both ends together with the connecting part 13 in the middle are rolled to form a new closed cavity, which is the third reinforcement cavity 16, and the plates between the first reinforcement cavity 14 and the second reinforcement cavity 15 are connected by welding to complete the forming of the front bumper beam 1, which can be welded by laser welding or double welding.

[0063] Therefore, by setting a plate to be integrally formed by rolling and welding, the structural strength of the front bumper beam 1 can be improved, and the process of the front bumper beam 1 can be reduced, and a multi-cavity interconnected structure is formed, and there is a connection (spot welding / double welding) between every two groups of three cavities, with good structural strength and high structural stability. In addition, the integral molding can reduce the connection feature settings between the first main structure 11, the second main structure 12 and the connecting part 13, and can also reduce the manual assembly process, thereby improving production efficiency.

[0064] In some embodiments, the second reinforcement cavity 15 is filled with a first buffer material, and the first reinforcement cavity 14 and / or the third reinforcement cavity 16 are filled with a second buffer material.

[0065] Specifically, both the first buffer material and the second buffer material can absorb and disperse impact energy, wherein the first buffer material can be filled in the second reinforcement cavity 15 alone, or the first buffer material can be set in the second reinforcement cavity 15 and the second buffer material can be filled in the first reinforcement cavity 14, and the first buffer material can be set in the second reinforcement cavity 15 and the second buffer material can be filled in the third reinforcement cavity 16. The setting methods are various to achieve different buffering effects.

[0066] Among them, the first buffer material and the second buffer material can adopt foam support materials, which can adopt foam glue: containing polyurethane prepolymer, foaming agent, catalyst and other components, and use its own rapid expansion and moisture curing characteristics to fill the cavity. Filling the foam support material into the second reinforcement cavity 15, the first reinforcement cavity 14 and / or the third reinforcement cavity 16 can enhance the structural strength of the corresponding reinforcement cavity to enhance the structural strength of the front bumper beam 1.

[0067] Also, it should be noted that the filling method of the buffer material is different for different vehicle models. For example, for conventional SUV models, the first buffer material can be filled in the second reinforcement cavity 15, or the first buffer material can be filled in the second reinforcement cavity 15, and the second buffer material can be filled in the first reinforcement cavity 14 and the third reinforcement cavity 16. The structural strength of all three reinforcement cavities filled with buffer materials is higher, which is suitable for vehicles with high strength requirements, so as to greatly improve the structural strength of the front of the vehicle.

[0068] In addition, in a high-profile SUV, the first buffer material may be filled in the second reinforcement cavity 15, or the first buffer material may be filled in the second reinforcement cavity 15 and the second buffer material may be filled in the first reinforcement cavity 14, so as to improve the structural strength of the first main structure 11 and the second main structure 12. In this way, the high-profile vehicle model has a higher overlap with the collision and obstacle avoidance at the second reinforcement cavity 15 and the first reinforcement cavity 14, so as to improve the collision performance of the high-profile vehicle. Similarly, for a low-profile car, the first buffer material may be filled in the second reinforcement cavity 15 and the second buffer material may be filled in the third reinforcement cavity 16, so as to improve the collision performance of the low-profile vehicle. Therefore, through the above-mentioned different settings, it is possible to meet the needs of various different vehicle models and achieve precise reinforcement to improve the structural characteristics of the front anti-collision beam 1.

[0069] Among them, the buffer material can be filled in the local area where the front anti-collision beam 1 is connected to the rear side of the vehicle body, which can improve the structural strength of the lateral sides of the front anti-collision beam 1, effectively deal with offset collisions, and improve the head-on collision performance by 10%.

[0070] In some embodiments, the first reinforcement cavity 14 , the second reinforcement cavity 15 , and / or the third reinforcement cavity 16 have a rectangular cross-section.

[0071] Specifically, the first reinforcement cavity 14, the second reinforcement cavity 15 and the third reinforcement cavity 16 all have a rectangular cross-section, or the first reinforcement cavity 14, the second reinforcement cavity 15 or the third reinforcement cavity 16 all have a rectangular cross-section. The arrangement method is diverse and can be selectively set according to actual conditions.

[0072] like Figure 1 and Figure 2 As shown, in the present embodiment, the cross-sections of the three reinforcement cavities are rectangular. The rectangular cross-sections can improve the reliability of the connection between the first main structure 11, the second main structure 12 and the connecting portion 13, that is, the sheet material can be bent 90° during roll forming. Thus, the first reinforcement cavity 14, the second reinforcement cavity 15 and the third reinforcement cavity 16 are all rolled into rectangular shapes, which reduces the difficulty of correction and has high forming accuracy, and is beneficial to the subsequent arc bending process.

[0073] The utility model also provides a vehicle.

[0074] According to the vehicle of the embodiment of the utility model, a vehicle body front end assembly 100 of the above embodiment is provided, and the vehicle body front end assembly 100 includes a cabin longitudinal beam 2, a cabin side beam 3 and a front anti-collision beam 1, and the cabin longitudinal beam 2, the cabin side beam 3 and the front anti-collision beam 1 form an H-shaped structure, that is, an H-shaped structure is provided at both lateral ends of the vehicle, which can improve the collision performance of the left and right ends of the vehicle.

[0075] The front anti-collision beam 1 can form a first reinforcement cavity 14, a second reinforcement cavity 15 and a third reinforcement cavity 16 by setting a first main structure 11 and a second main structure 12 connected by a connecting portion 13, so that three reinforcement cavities can be formed in the front anti-collision beam 1. The three reinforcement cavities can improve the structural strength of the front anti-collision beam 1, and can realize three-channel impact force transmission and dispersion to improve the collision performance of the front anti-collision beam 1. The structure is simple and the use effect is good. The multiple reinforcement cavities can reduce the weight of the front anti-collision beam 1 to meet the lightweight design requirements.

[0076] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0077] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle body front end assembly, characterized in that: include: Front anti-collision beam; A cabin longitudinal beam, wherein the cabin longitudinal beam is located behind the front anti-collision beam, and an energy absorption box is provided between the front end of the cabin longitudinal beam and the rear side of the front anti-collision beam; A cabin side beam, wherein the cabin side beam is located on the outside of the cabin longitudinal beam, the front end of the cabin longitudinal beam is connected to the cabin side beam via a connecting plate, and the front end of the cabin side beam protrudes forward from the front end of the cabin longitudinal beam and is connected to the rear side of the front anti-collision beam.

2. The vehicle body front end assembly according to claim 1, characterized in that: The front anti-collision beam comprises a first main body structure, a second main body structure and a connecting portion; Among them, a first reinforcement cavity is formed in the first main body structure, and a second reinforcement cavity is formed in the second main body structure. The first main body structure and the second main body structure are connected by the connecting part and jointly define a third reinforcement cavity. The first reinforcement cavity and the third reinforcement cavity are distributed vertically, and the second reinforcement cavity is located at the front side of the first reinforcement cavity and / or the third reinforcement cavity.

3. The vehicle body front end assembly according to claim 2, characterized in that: The third reinforcement chamber is located above the first reinforcement chamber, the upper area of ​​the second reinforcement chamber is opposite to the third reinforcement chamber along the front-to-back direction, and the lower area of ​​the second reinforcement chamber is opposite to the first reinforcement chamber along the front-to-back direction.

4. The vehicle body front end assembly according to claim 3, characterized in that: One end of the connecting portion is connected to the upper rear side of the first main structure, and the other end of the connecting portion is connected to the upper rear side of the second main structure. The front upper part of the first main structure is suitable for overlapping the rear lower part of the second main structure.

5. The vehicle body front end assembly according to claim 4, characterized in that: An overlapping gap is formed between the front upper portion of the first main body structure and the rear lower portion of the second main body structure. The width of the overlapping gap is a and satisfies: 0.2mm≤a≤0.5mm.

6. The vehicle body front end assembly according to claim 4, characterized in that: The vertical overlap length of the front upper portion of the first main body structure and the rear lower portion of the second main body structure is b, the plate thickness of the front anti-collision beam is t, and the following is satisfied: b≥10*t.

7. The vehicle body front end assembly according to claim 2, characterized in that: The first main structure, the second main structure and the connecting portion are integrally formed from a plate material by rolling and welding.

8. The vehicle body front end assembly according to claim 2, characterized in that: The second reinforcement cavity is filled with a first buffer material; Furthermore, the first reinforcement cavity and / or the third reinforcement cavity is filled with a second buffer material.

9. The vehicle body front end assembly according to claim 2, characterized in that: The first reinforcement cavity, the second reinforcement cavity and / or the third reinforcement cavity have a rectangular cross section.

10. A vehicle, characterized in that: A vehicle body front end assembly according to any one of claims 1 to 9 is provided.

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