Vehicle front end collision energy absorption structure and vehicle

Abstract

The utility model relates to the technical field of vehicles, and provides a vehicle front end collision energy absorption structure and a vehicle, the provided vehicle front end collision energy absorption structure comprises an auxiliary frame assembly and a lower force transmission path assembly, the auxiliary frame assembly comprises a first protruding structural member, and the lower force transmission path assembly is connected to the front end of the auxiliary frame assembly; the lower force transmission path assembly comprises a first anti-collision beam, and the first anti-collision beam is used for deforming to abut against the first protruding structural part under the condition of small offset collision and providing lateral force for the auxiliary frame assembly to move in the direction away from the wall barrier. According to the scheme, the collision safety of the vehicle can be effectively improved, and casualties of passengers are reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle front-end collision energy-absorbing structure and vehicle. BACKGROUND

[0002] With the popularization of vehicles, traffic accidents have become a serious problem, and the occurrence of traffic accidents endangers the lives of passengers and pedestrians and causes huge losses to society. Therefore, people pay more and more attention to the safety performance of vehicles, especially the protection of the passenger compartment when the vehicle collides. CONTENT OF THE INVENTION

[0003] Therefore, the present application provides a vehicle front-end collision energy-absorbing structure and vehicle, which effectively improves the collision safety of the vehicle and reduces passenger casualties.

[0004] In order to achieve the above purpose, the present application provides the following technical solutions:

[0005] A vehicle front-end collision energy-absorbing structure for a vehicle, comprising:

[0006] A sub-frame assembly comprising a first protruding structural member;

[0007] A lower force transmission path assembly connected to the front end of the sub-frame assembly, the lower force transmission path assembly comprising a first anti-collision beam;

[0008] The first anti-collision beam is used to deform and abut against the first protruding structural member in the case of a small offset collision, and provide a lateral force to the sub-frame assembly in a direction away from the barrier.

[0009] Optionally, the sub-frame assembly comprises a sub-frame cross beam and a sub-frame longitudinal beam, the sub-frame cross beam and the sub-frame longitudinal beam are connected to form a frame structure, the first protruding structural member is located on the extension line of the sub-frame cross beam close to the lower force transmission path assembly, and protrudes towards the sub-frame longitudinal beam.

[0010] Optionally, the end of the first anti-collision beam comprises a first guide area;

[0011] The first guide area is used to deform and abut against the first protruding structural member in the case of a small offset collision, form an inclined structure expanding outward in the front-to-back direction, and guide the vehicle front end to offset in a direction away from the barrier.

[0012] Optionally, the vehicle front-end crash energy absorption structure further comprises a vehicle body longitudinal beam connected to the sub-frame assembly, and a second anti-collision beam connected to a front end of the vehicle body longitudinal beam, wherein a side of the second anti-collision beam facing the vehicle body longitudinal beam is provided with a second protruding structural member.

[0013] The second anti-collision beam is configured to deform in the case of a small offset collision, so that the second protruding structural member abuts against the vehicle body longitudinal beam, and to provide a lateral force to the vehicle body longitudinal beam to move away from the barrier.

[0014] Optionally, an end of the second anti-collision beam comprises a second guide area.

[0015] The second guide area is configured to deform in the case of a small offset collision, so that the second protruding structural member abuts against the vehicle body longitudinal beam, the second guide area forms an inclined structure expanding outward in the front-to-back direction, and to guide the vehicle front end to move away from the barrier in relative sliding.

[0016] Optionally, the vehicle front-end crash energy absorption structure further comprises a reinforcing assembly connected to the vehicle body longitudinal beam, wherein the reinforcing assembly is configured to be arranged opposite to a power assembly of the vehicle, and a gap is provided between the reinforcing assembly and the power assembly of the vehicle.

[0017] The reinforcing assembly is configured to support the second protruding structural member in the case of a small offset collision, and to abut against the power assembly of the vehicle.

[0018] Optionally, the reinforcing assembly comprises a lateral support structural member, at least a part of the lateral support structural member is connected to the vehicle body longitudinal beam in a fit manner, and the lateral support structural member is configured to be arranged opposite to the power assembly of the vehicle.

[0019] The lateral support structural member comprises a support plate and a reinforcing rib, the support plate comprises a first surface and a second surface opposite to each other, at least a part of the first surface is connected to the vehicle body longitudinal beam in a fit manner, and the reinforcing rib is arranged on the second surface, a height of the reinforcing rib at a center of the second surface is greater than a height of the reinforcing rib at other regions of the second surface.

[0020] The reinforcing rib at the center of the second surface is configured to abut against the power assembly of the vehicle in the case of a small offset collision.

[0021] Optionally, the reinforcing assembly comprises a fender side beam, a front end of the fender side beam is connected to a front end of the vehicle body longitudinal beam, and the front end of the fender side beam is configured to support the second protruding structural member in the case of a small offset collision.

[0022] The fender side beam includes a third guide zone, which includes an inclined structure that expands outward in a front-to-rear direction. The third guide zone is used to slide relative to the barrier in the event of a small offset collision and guide the front end of the vehicle to move away from the barrier.

[0023] Optionally, the vehicle front collision energy absorption structure further includes a swing arm, which includes a first end, a second end, and a third end. The first end is connected to the subframe longitudinal beam of the subframe assembly via a first connector, and the second end is connected to the subframe longitudinal beam via a second connector. The first end and the second end are distributed along the direction from the front end to the rear end of the subframe longitudinal beam, and the third end is located on the outside of the subframe assembly and is used to connect to the steering knuckle.

[0024] The first connector is configured to break in the event of a collision, such that the first end swings outward toward the subframe assembly, and the first connector is configured to break before the second connector.

[0025] The subframe longitudinal beam has a mounting groove, and a first bracket is provided in the mounting groove. The first bracket includes two opposing side walls and a connecting wall connecting the two side walls. The first bracket includes a first opening opposite to the connecting wall. Both the first opening and the groove of the mounting groove face the outside of the subframe assembly. The connecting wall has a weakening structure.

[0026] The weakened structure is designed to break in the event of a collision.

[0027] Optionally, the subframe assembly includes at least two subframe crossbeams, with a protrusion at the bottom of the subframe crossbeam located at the rear end.

[0028] Optionally, the vehicle front collision energy absorption structure further includes a baffle, which includes a first part, a second part and a third part. The first part is connected to the bottom of the subframe assembly, one end of the second part is connected to the second part, and the other end passes around the rear end of the subframe assembly and connects to the third part. The third part is used to connect to the vehicle body.

[0029] A vehicle comprising the front-end collision energy-absorbing structure described in any of the preceding claims.

[0030] In this embodiment, in the event of a small offset collision, the first anti-collision beam deforms and abuts against the first protruding structural member. The resultant force exerted by the barrier on the first protruding structural member and then on the subframe assembly through the first anti-collision beam has an angle with the front-rear direction and is divided into a force component along the front-rear direction and a force component along the left-right direction. The force in the left-right direction on the subframe assembly is the lateral force that drives the subframe assembly to move away from the barrier. The lateral force on the subframe assembly causes the entire vehicle to slide laterally, thereby allowing the barrier to avoid the passenger compartment, protecting the occupants, and thus effectively improving the collision safety of the vehicle and reducing occupant injuries and fatalities. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application 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 only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the vehicle front-end collision energy absorption structure provided in the embodiments of this application;

[0033] Figure 2 This is a schematic diagram of the structure of the vehicle front-end collision energy absorption structure from another perspective provided in the embodiments of this application;

[0034] Figure 3 This is a structural schematic diagram of the subframe assembly and lower force transmission path assembly provided in the embodiments of this application;

[0035] Figure 4 Exploded view of the subframe longitudinal beam and swing arm provided in the embodiments of this application;

[0036] Figure 5 A schematic diagram of the structure of the first support provided in an embodiment of this application;

[0037] Figure 6 A schematic diagram of the bottom structure of the subframe assembly and baffle provided in the embodiments of this application;

[0038] Figure 7 This is a structural schematic diagram of the second anti-collision beam, the vehicle body longitudinal beam, and the reinforcing components provided in the embodiments of this application;

[0039] Figure 8 A top view of the second anti-collision beam, the vehicle body longitudinal beam, and the reinforcing components provided in an embodiment of this application;

[0040] Figure 9 A structural schematic diagram of the second anti-collision beam, the vehicle longitudinal beam, and the reinforcing components from another perspective provided in an embodiment of this application;

[0041] Figure 10 A schematic diagram of the connection structure between the subframe assembly and the body longitudinal beams provided in the embodiments of this application;

[0042] Figure 11 This is a schematic diagram of the lateral support structure provided in the embodiments of this application;

[0043] Figure 12 This is a schematic diagram of the downward force transmission path assembly provided in an embodiment of this application;

[0044] Figure 13 This application provides a diagram showing the positional relationship between the vehicle and the barrier during a small offset collision, as illustrated in an embodiment of the present application.

[0045] Figure 14 This is a schematic diagram of the structure of the vehicle front collision energy absorption structure provided in the embodiments of this application, showing different regions of the vehicle front collision energy absorption structure in the state of collision with a barrier;

[0046] Figure 15 A diagram illustrating the variation of lateral force values ​​at different collision moments, provided in an embodiment of this application.

[0047] Figure 16 This diagram illustrates the lateral displacement at different collision moments provided in the embodiments of this application.

[0048] exist Figures 1-16 middle:

[0049] 100. Subframe assembly; 110. Subframe crossbeam; 111. Protrusion; 120. Subframe longitudinal beam; 121. Mounting slot; 122. Guiding structure; 130. First protruding structural member;

[0050] 200. Lower force transmission path assembly; 210. First anti-collision beam; 211. First guide area; 220. First energy-absorbing component; 230. Connecting assembly; 231. Connecting plate; 2311. Positioning protrusion; 232. Support rib; 233. Mounting cylinder;

[0051] 300. Vehicle body longitudinal beams;

[0052] 400. Second anti-collision beam; 410. Second guide zone;

[0053] 500. Second protruding structural component;

[0054] 600. Lateral support structural component; 610. Support plate; 620. Reinforcing rib;

[0055] 700, Fender side beam; 710, Third guide zone;

[0056] 800, Swing arm; 810, First end; 820, Second end; 830, Third end; 840, First connector; 850, Second bracket; 860, First bracket; 861, Side wall; 862, Connecting wall; 8621, Weakening structure; 870, Straight arm section; 880, Curved arm section;

[0057] 900. Baffle; 910. First part; 920. Second part; 930. Third part;

[0058] 1000, Second energy-absorbing component;

[0059] 1100, Tower Pack Area;

[0060] 1200, Third connector;

[0061] 10. Vehicles;

[0062] 20. Barrier. Detailed Implementation

[0063] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0064] like Figures 1-16 As shown in the figure, this application provides a front-end collision energy absorption structure for a vehicle 10. This front-end collision energy absorption structure includes a subframe assembly 100 and a lower force transmission path assembly 200.

[0065] The subframe assembly 100 includes a first protruding structural member 130. The lower force transmission path assembly 200 is connected to the front end of the subframe assembly 100. The lower force transmission path assembly 200 includes a first anti-collision beam 210. The first anti-collision beam 210 is used to deform and abut against the first protruding structural member 130 in the event of a small offset collision and provide a lateral force to the subframe assembly 100 to move away from the barrier 20 (the obstacle that collides with the vehicle during the vehicle's movement), thereby providing the vehicle with a lateral force to move away from the barrier 20, causing the vehicle to slide laterally away from the barrier 20.

[0066] It should be noted that the front end of the subframe assembly 100 refers to the end closest to the front of the vehicle when the subframe assembly 100 is mounted on the vehicle, i.e., the end with the front end. Figure 1 The lateral force refers to the force at the front end along the front-rear direction, as shown in the attached figure. Figure 1 The force in the middle along the left to right direction (or right to left direction).

[0067] It should be noted that in this application, the front-to-back direction refers to the direction from the front of the vehicle to the rear (or the rear of the vehicle to the front), i.e., the X direction, and the left-to-right direction refers to the direction from one side door of the vehicle to the other side door (i.e., the attached...). Figure 13 The direction perpendicular to the vehicle's centerline a), i.e., the Y direction.

[0068] In this embodiment, in the event of a small offset collision, the first anti-collision beam 210 deforms and abuts against the first protruding structural member 130. The resultant force exerted by the barrier 20 on the first protruding structural member 130 through the first anti-collision beam 210 and then on the subframe assembly 100 has an angle with the front-rear direction and is divided into a force component along the front-rear direction and a force component along the left-right direction. The force in the left-right direction on the subframe assembly 100 is the lateral force that drives the subframe assembly 100 to move away from the barrier 20. The lateral force on the subframe assembly 100 causes the entire vehicle to slide laterally, thereby allowing the barrier 20 to avoid the passenger compartment, protecting the occupants, and thus effectively improving the collision safety of the vehicle and reducing occupant injuries and fatalities.

[0069] In addition, in the event of a small offset collision, the first anti-collision beam 210 deforms, which can absorb and disperse part of the collision energy, reduce the energy transmitted to the passenger compartment, and protect the safety of the occupants.

[0070] Small overlap frontal collisions refer to collisions where a small portion of the front of a vehicle collides with another vehicle or a stationary object. The impact area represents only a portion of the width of the front of the vehicle, typically less than 25%. (See attached image.) Figure 13 Barrier 20 collides with the front of the vehicle, where a is the vehicle's centerline and b refers to 25% of the vehicle's width.

[0071] The subframe assembly 100 includes a subframe crossbeam 110 and a subframe longitudinal beam 120. The subframe crossbeam 110 and the subframe longitudinal beam 120 are connected to form a frame structure. There can be two subframe longitudinal beams 120 arranged in the left-right direction. There can be multiple subframe crossbeams 110, such as two or three. The multiple subframe crossbeams 110 can be arranged in the front-rear direction, and the two ends of each subframe crossbeam 110 are respectively connected to two subframe longitudinal beams 120. The first protruding structural member 130 can be located on the extension line of the front subframe crossbeam 110 (i.e., the subframe crossbeam 110 near the lower force transmission path assembly 200) and protrudes in the direction away from the front subframe crossbeam 110 to be connected to the subframe longitudinal beam 120. The first protruding structural member 130 can be connected to the outside of the subframe longitudinal beam 120 (the side away from the subframe crossbeam 110) by means of bolt connection or welding.

[0072] In this structure, in the event of a small offset collision, the subframe crossbeam 110 can provide partial support for the first protruding structural member 130 and the subframe longitudinal beam 120 located between the first protruding structural member 130 and the front subframe crossbeam 110, preventing the subframe assembly 100 from deforming due to impact, or reducing the degree of deformation of the subframe assembly 100, protecting the vehicle's critical components, reducing passenger compartment deformation, improving collision safety, reducing maintenance costs, improving vehicle stability, and meeting safety standards.

[0073] In other alternative embodiments, the first protruding structural member 130 may be offset from the front subframe crossbeam 110, that is, not located on the extension line of the front subframe crossbeam 110.

[0074] The outer sides of both subframe longitudinal beams 120 may be provided with first protruding structural members 130.

[0075] In a further technical solution, the end of the first anti-collision beam 210 may include a first guide area 211. Both ends of the first anti-collision beam 210 may include a first guide area 211. The two first guide areas 211 correspond one-to-one with the two first protruding structural members 130. The first guide area 211 may be a first arc-shaped area. The first guide area 211 is used to deform and abut against the first protruding structural member 130 in the event of a small offset collision, and is used to slide relative to the barrier 20 to guide the front end of the vehicle to move away from the barrier 20.

[0076] In the event of a small offset collision, after the first guide area 211 contacts the barrier 20 and deforms under force to abut against the first protruding structural member 130, the vehicle 10 still moves in the front-rear direction. During the movement, the relative sliding between the first guide area 211 and the barrier 20 can drive the front end of the vehicle to move away from the barrier 20, so that the vehicle 10 deviates, allowing the barrier 20 to avoid the passenger compartment, protecting the occupants, thereby effectively improving the collision safety of the vehicle and reducing occupant injuries and fatalities.

[0077] In the event of a minor offset collision, the first guide area 211 (which can be understood as the end of the first anti-collision beam 210) is supported on the outside of the first protruding structural member 130, so that the first guide area 211 is not in close contact with the outside of the subframe longitudinal beam 120, and there is an angle between the extension direction of the first guide area 211 and the subframe longitudinal beam 120 and the front-rear direction, so that the first guide area 211 has an inclined structure that expands outward in the front-to-rear direction (which can be understood as extending towards the outside of the vehicle 10, or can be understood as extending away from the subframe longitudinal beam 120), which helps to guide the front end of the vehicle to move away from the barrier 20 when the first guide area 211 slides relative to the barrier 20.

[0078] Of course, in the absence of a collision, the first guide zone 211 can also be an inclined structure that expands outward in the direction from front to back.

[0079] The vehicle front-end collision energy absorption structure also includes a body longitudinal beam 300 and a second anti-collision beam 400. There can be two body longitudinal beams 300, arranged in the left-right direction. The body longitudinal beams 300 are connected to the subframe assembly 100. The body longitudinal beams 300 and the subframe assembly 100 are arranged in the up-down direction. The second anti-collision beam 400 is connected to the front end of the body longitudinal beams 300. When the vehicle front-end collision energy absorption structure is installed on the vehicle, the body longitudinal beams 300 are located above the subframe assembly 100, and the second anti-collision beam 400 is located above the first anti-collision beam 210. The second anti-collision beam 400 has a second protruding structural member 500 on the side facing the vehicle longitudinal beam 300. The second protruding structural member 500 can be connected to the second anti-collision beam 400 by means of bolt connection or welding. The second anti-collision beam 400 is used to deform in the event of a small offset collision, so that the second protruding structural member 500 abuts against the vehicle longitudinal beam 300, and is used to provide a lateral force to the vehicle longitudinal beam 300 to move away from the barrier 20.

[0080] It should be noted that the front end of the body longitudinal beam 300 refers to the end closest to the front of the vehicle when the body longitudinal beam 300 is installed in the vehicle, i.e., the end attached to the front. Figure 1 The front end along the front-to-back direction.

[0081] In the event of a small offset collision, the deformation of the second anti-collision beam 400 causes the second protruding structural member 500 to abut against the vehicle longitudinal beam 300. The resultant force exerted by the barrier 20 on the vehicle longitudinal beam 300 through the second anti-collision beam 400 and the second protruding structural member 500 forms an angle with the longitudinal direction, consisting of a longitudinal component and a lateral component. The lateral force on the vehicle longitudinal beam 300 is the lateral force that drives the vehicle longitudinal beam 300 to move away from the barrier 20. The lateral force on the vehicle longitudinal beam 300 causes the entire vehicle to slide laterally, thereby allowing the barrier 20 to avoid the passenger compartment, protecting the occupants, and effectively improving the vehicle's collision safety and reducing occupant injuries and fatalities.

[0082] In addition, the body longitudinal beam 300 is connected to the subframe assembly 100. In the event of a small offset collision, both the body longitudinal beam 300 and the subframe assembly 100 are subjected to lateral forces that move away from the barrier 20. The two work together to facilitate the lateral movement of the vehicle 10.

[0083] Of course, in the event of a small offset collision, the second anti-collision beam deforms by 400 degrees, which can absorb and disperse some of the collision energy, reduce the energy transmitted to the passenger compartment, and protect the safety of the occupants.

[0084] Two second protruding structural members 500 may be provided, located at both ends of the second anti-collision beam 400 respectively, and cooperating with the two vehicle body longitudinal beams 300 respectively.

[0085] In a further technical solution, the end of the second anti-collision beam 400 may include a second guide area 410. Both ends of the second anti-collision beam 400 may include a second guide area 410. The second guide area 410 may be a second arc-shaped area. The second guide area 410 is used to deform in the event of a small offset collision, so that the second protruding structural member 500 abuts against the vehicle body longitudinal beam 300, and is used to slide relative to the barrier 20 to guide the front end of the vehicle to move away from the barrier 20.

[0086] In the event of a small offset collision, after the second guide zone 410 contacts the barrier 20, deforms under force, and causes the second protruding structural member 500 to abut against the longitudinal beam 300 of the vehicle body, the vehicle 10 still moves in the front and rear directions. During the movement, the relative sliding between the second guide zone 410 and the barrier 20 can cause the front end of the vehicle to move away from the barrier 20, so that the vehicle 10 deviates and the barrier 20 avoids the passenger compartment, protecting the occupants and thus effectively improving the collision safety of the vehicle and reducing occupant injuries and fatalities.

[0087] In the event of a minor offset collision, the second guide zone 410 (which can be understood as the end of the second anti-collision beam 400) is supported on the outside of the vehicle longitudinal beam 300 by the second protruding structural member 500, so that the second guide zone 410 is not in close contact with the outside of the vehicle longitudinal beam 300, and there is an angle between the second guide zone 410 and the vehicle longitudinal beam 300 in the extension direction and the front-rear direction, so that the second guide zone 410 has an inclined structure that expands outward in the front-to-rear direction (which can be understood as extending towards the outside of the vehicle 10, or can be understood as extending away from the vehicle longitudinal beam 300), which helps to guide the front end of the vehicle to move away from the barrier 20 when the second guide zone 410 slides relative to the barrier 20.

[0088] Of course, in the absence of a collision, the second guide zone 410 can also be an inclined structure that expands outward in the direction from front to back.

[0089] The vehicle's front-end collision energy-absorbing structure may also include a reinforcing component, which may be connected to the vehicle's longitudinal beams 300. Optionally, both longitudinal beams 300 may be connected to the reinforcing component, or only one of the longitudinal beams 300 may have a reinforcing component. The reinforcing component is used to support the second protruding structure 500 in the event of a small offset collision and to abut against the vehicle's powertrain.

[0090] In the event of a minor offset collision, the second protruding structural member 500 abuts against the reinforcing component, applying force to the reinforcing component and the body longitudinal beam 300. The body longitudinal beam 300 and the reinforcing component undergo slight deformation under the force, so that the reinforcing component abuts against the powertrain of the vehicle 10. The powertrain of the vehicle 10 has high strength and can provide support for the body longitudinal beam 300 and the reinforcing component, reducing the degree of deformation of the body longitudinal beam 300, protecting the vehicle's critical components, reducing passenger compartment deformation, improving collision safety, reducing maintenance costs, improving vehicle stability, and meeting safety standards.

[0091] In addition, installing reinforcing components on the body longitudinal beam 300 can improve structural strength, reduce the deformation of the body longitudinal beam 300, better provide lateral force to the body longitudinal beam 300, improve vehicle structural integrity, and enhance vehicle crashworthiness.

[0092] In the absence of a collision, or in other words, when neither the body longitudinal beam 300 nor the reinforcing component is deformed by external force, there is a gap between the reinforcing component and the powertrain. This gap prevents the powertrain from deforming or being damaged due to thermal expansion during operation and compression of the reinforcing component caused by the lack of a gap between them. It also prevents the powertrain from contacting the reinforcing component and transmitting vibrations from the powertrain to the reinforcing component, then to the body longitudinal beam 300, and finally to the entire vehicle, resulting in vibrations and noise during vehicle operation. The gap between the reinforcing component and the powertrain also helps with heat dissipation during powertrain operation, thus preventing overheating.

[0093] The reinforcing component may include a lateral support structure 600, at least a portion of which is fitted and connected to the inner side of the vehicle body longitudinal beam 300 (i.e. the side facing the vehicle centerline a). The lateral support structure 600 is configured to be positioned opposite to the powertrain of the vehicle 10. In the event of a small offset collision, the reinforcing component and the vehicle body longitudinal beam 300 undergo slight deformation, causing the lateral support structure 600 to abut against the powertrain of the vehicle 10.

[0094] The addition of lateral support structure 600 not only improves the structural strength of the body longitudinal beam 300, but also abuts against the powertrain of the vehicle 10 in the event of a small offset collision, and works with the powertrain to provide support for the body longitudinal beam 300, so that the body longitudinal beam 300 generates a lateral force that moves away from the barrier 20.

[0095] Optionally, the body longitudinal beam 300 and the subframe longitudinal beam 120 can be connected by the third connector 1200. The lateral support structure 600 can be connected to the body longitudinal beam 300 at the top and to the third connector 1200 at the bottom. The lateral support structure 600 can be connected to the body longitudinal beam 300 and the third connector 1200 by means of bolts or welding.

[0096] Specifically, the lateral support structure 600 includes a support plate 610 and a reinforcing rib 620. The support plate 610 includes a first surface and a second surface facing away from each other. Part of the first surface is in close contact with the vehicle body longitudinal beam 300, and part is in close contact with the third connector 1200. The reinforcing rib 620 is provided on the second surface. The second surface may have multiple reinforcing ribs 620 distributed laterally and longitudinally to improve the structural strength of the lateral support structure 600. The height of the reinforcing rib 620 located at the center of the second surface is greater than the height of the reinforcing ribs 620 located in other areas of the second surface. The reinforcing rib 620 located at the center of the second surface is used to abut against the powertrain of the vehicle 10 in the event of a small offset collision.

[0097] It should be noted that the height direction of the reinforcing rib 620 refers to the direction perpendicular to the support plate 610.

[0098] In this structure, in the absence of a collision, the distance between the reinforcing ribs 620 located in other areas and the powertrain of the vehicle 10 is greater than the distance between the reinforcing ribs 620 located in the center and the powertrain of the vehicle 10, which can increase the gap volume between the lateral support structure 600 and the powertrain of the vehicle 10.

[0099] The reinforcing components may also include a fender side beam 700, the front end of which is connected to the front end of the body longitudinal beam 300. The front end of the fender side beam 700 can be connected to the front end of the body longitudinal beam 300 by means of bolts or welding. The front end of the fender side beam 700 is used to support the second protruding structural member 500 in the event of a small offset collision. In this case, the fender side beam 700 can both perform its own function and improve the structural strength of the front end of the body longitudinal beam 300.

[0100] In a further technical solution, the fender side beam 700 may include a third guide area 710. The third guide area 710 may be an inclined structure that expands outward in the direction from front to back (which can be understood as extending towards the outside of the vehicle 10, or can be understood as extending towards the direction away from the vehicle body longitudinal beam 300). The third guide area 710 may be a third arc-shaped area. The third guide area 710 is used to slide relative to the barrier 20 in the event of a small offset collision, guiding the front end of the vehicle to move away from the barrier 20.

[0101] In the event of a small offset collision, after the first guide zone 211 and the second guide zone 410 come into contact with the barrier 20 and deform under force, abutting against the subframe assembly 100 and the body longitudinal beam 300, the vehicle 10 is difficult to stop abruptly and still has forward and backward movement. When it moves to the area where the fender side beam 700 is located, the barrier 20 and the third guide zone 710 slide relative to each other, causing the front end of the vehicle to move away from the barrier 20, so that the vehicle 10 deviates, allowing the barrier 20 to avoid the passenger compartment, protecting the occupants, thereby effectively improving the collision safety of the vehicle and reducing occupant injuries and fatalities.

[0102] A tower pack area 1100 can be connected between the fender side beam 700 and the body longitudinal beam 300. The tower pack area 1100 can be connected to the outside of the body longitudinal beam 300 by means of bolts or welding. The fender side beam 700 can be connected to the outside of the tower pack area 1100 by means of bolts or welding, so that the fender side beam 700 is connected to the outside of the body longitudinal beam 300 through the tower pack area 1100. The outside of both body longitudinal beams 300 can be connected to the fender side beam 700 through the tower pack area 1100. The width of the tower pack area 1100 can gradually increase (i.e., expand outward) along the direction from the front end to the rear end of the vehicle 10, and in conjunction with the design of the third guide area 710 of the fender side beam 700, it supports the fender side beam 700.

[0103] The vehicle front-end collision energy absorption structure may also include a swing arm 800, which includes a first end 810, a second end 820, and a third end 830. A straight arm portion 870 is formed between the first end 810 and the third end 830, and a curved arm portion 880 is formed between the first end 810 and the second end 820. The first end 810 is movably connected to the subframe longitudinal beam 120 of the subframe assembly 100 through a first connector 840. The second end 820 is connected to the subframe longitudinal beam 120 through a second connector. The first end 810 and the second end 820 are distributed along the direction from the front end to the rear end of the subframe longitudinal beam 120. The third end 830 is located on the outside of the subframe assembly 100 and is used to connect the steering knuckle and the wheel. The first connector 840 is used to break in the event of a collision so that the first end swings outward toward the outside of the subframe assembly 100. The first connector 840 is configured to break before the second connector, and the strength of the first connector 840 may be less than the strength of the second connector.

[0104] In the event of a small offset collision, the barrier 20 compresses the tires and causes them to move backward, resulting in the straight arm portion 870 of the swing arm 800 being pushed backward by the vehicle 10. This causes the first connecting member 840 and the second connecting member to be stressed, resulting in the shear failure of the first connecting member 840. Consequently, the first end 810 of the swing arm 800 fails and swings out at the connection position with the subframe longitudinal beam 120, promoting the sideslip of the barrier 20 during the collision, reducing the squeezing effect of the barrier 20 on the passenger compartment, and thus ensuring the integrity of the passenger side.

[0105] When the vehicle is subjected to a minor offset collision, the force of the collision is transmitted to the first connecting member 840, causing the first connecting member 840 to break. The first connecting member 840 is designed to break before the second connecting member during the collision. At the same time as the first connecting member 840 breaks, the second connecting member can maintain the connection between the second end 820 and the subframe longitudinal beam 120. When the first connecting member 840 connected to the first end 810 of the swing arm 800 breaks, the first end 810 of the swing arm 800 swings outward relative to the subframe longitudinal beam 120, while the second end 820 of the swing arm 800 remains connected to the subframe longitudinal beam 120. Thus, the swing range of the first end 810 of the swing arm 800 relative to the subframe longitudinal beam 120 is limited, preventing complete separation or complete swing. In other words, while swinging out moderately, the wheels can still maintain the connection with the subframe longitudinal beam 120 and support the vehicle body.

[0106] The first connecting member 840 can be a connecting bolt. The first end 810 of the swing arm 800 is provided with a connecting sleeve, which is fitted onto the connecting bolt. The connecting bolt is connected to the first bracket 860 by a nut. The connecting sleeve can rotate relative to the connecting bolt. Thus, the swing arm 800 can rotate relative to the connecting bolt. In other words, when the vehicle is in motion and there are bumps or uneven road surfaces, the swing arm 800 can have a certain amount of swing space relative to the subframe longitudinal beam 120, thereby improving the vehicle's buffering force and improving driving comfort.

[0107] There are several ways to reduce the strength of the first connector 840. For example, along the axial direction of the first connector 840, the first connector 840 may include a head section, a middle section and a tail section. The diameter of the middle section of the first connector 840 may be smaller than the diameter of the head section and the tail section at both ends, so that the strength of the middle section is less than the strength of the head section and the tail section, making it easier for the first connector 840 to break in the middle section when subjected to an offset collision, thereby satisfying the requirement of disengagement from the first connector 840 by the swing arm 800.

[0108] Furthermore, the middle section of the first connector 840 may be provided with a weakening groove, which extends circumferentially along the middle section to further weaken the strength of the middle section, so that the middle section can break more quickly when subjected to external force.

[0109] In other alternative embodiments, the first connector 840 may be made of a material with lower strength.

[0110] In some embodiments, the second end 820 may be provided with a second bracket 850, which can be connected to the subframe longitudinal beam 120 via a second connector, such that the second end 820 is connected to the subframe longitudinal beam 120. The second connector can be a connecting bolt. The second bracket 850 may include a bracket body and two connecting support plates connected to both sides of the bracket body. A sleeve cavity is formed inside the bracket body. The second end 820 of the swing arm 800 can be a shaft-like structure, extending into the sleeve cavity to be rotatably connected to the bracket body. The connecting support plates can be connected to the subframe longitudinal beam 120 via the second connector.

[0111] The subframe longitudinal beam 120 may have a mounting groove 121, and a first bracket 860 may be provided in the mounting groove 121. The first bracket 860 may include two oppositely arranged side walls 861 and a connecting wall 862 connecting the two side walls 861. Both side walls 861 have a third mounting hole. The groove wall of the mounting groove 121 has a fourth mounting hole at a position opposite to the third mounting hole. A threaded connector (e.g., a bolt) passes through the third mounting hole and the fourth mounting hole to connect the first bracket 860 and the subframe longitudinal beam 120. The two side walls 861 may also have a connecting hole. The connecting sleeve of the first end 810 extends between the two side walls 861, and the connecting sleeve is opposite to the connecting hole. The first connector 840 passes through the connecting hole and the connecting sleeve to realize the connection of the first connector 840, the first bracket 860 and the first end 810, thereby realizing the connection of the first end 810 and the subframe longitudinal beam 120.

[0112] The first bracket 860 includes a first opening opposite the connecting wall 862. Both the first opening and the slot of the mounting groove 121 face outwards from the subframe assembly 100, allowing other areas of the swing arm 800 to extend beyond the mounting groove 121. The connecting wall 862 has a weakening structure 8621 designed to break in the event of a collision. Optionally, the connecting wall 862 has a first end and a second end connected to two side walls 861. The weakening structure 8621 can be formed by cutting at the two ends of the connecting wall 862 not connected to the side walls 861, with the area of ​​the first end of the cut connecting wall 862 being smaller than the area of ​​the second end.

[0113] The weakening structure 8621 can be made of cast aluminum. In the event of a collision, it will fail, causing the first end 810 of the swing arm 800 to fail and swing out at the connection position with the subframe longitudinal beam 120, which will promote the sideslip of the barrier 20 during the collision. This can reduce the squeezing effect of the barrier 20 on the passenger compartment and thus ensure the integrity of the passenger side.

[0114] In this embodiment, during a small offset collision, the second anti-collision beam 400 is compressed and deformed rearward by the barrier 20, and the second protruding structural member 500 is compressed against the front end of the fender side beam 700. Simultaneously, the lateral support structure 600 connected to the inner side of the vehicle body longitudinal beam 300 works together to compress the powertrain in the engine compartment of the vehicle 10, causing the vehicle 10 to experience lateral force and skid. Furthermore, since the subframe assembly 100 is connected to the vehicle body longitudinal beam 300, the front end of the subframe assembly 100 also experiences a side slip due to the collision. Lateral forces together cause vehicle 10 to sideslip. With the occurrence of a small offset collision, the fender side beam 700 can deform to further absorb collision energy. At the same time, the fender side beam 700, supported by the tower pack area 1100 and the arc design of its own third guide zone 710, also helps vehicle 10 sideslip. Combined with the swing arm 800's failure and subsequent swing, when vehicle 10 collides with barrier 20 and deforms to approach the A-pillar area, the overlap area between barrier 20 and vehicle 10 approaches zero, thus protecting the passenger compartment.

[0115] like Figure 14 As shown, the three structural diagrams from left to right respectively represent the structural diagram of the vehicle front collision energy absorption structure before it collides with the barrier 20, the structural diagram of the vehicle front collision energy absorption structure's downward force transmission path assembly 200 and the second anti-collision beam 400 colliding with the barrier 20, and the structural diagram of the vehicle front collision energy absorption structure's swing arm 800 colliding with the barrier 20.

[0116] like Figure 15 As shown, Figure 15 This indicates the change in lateral force values ​​at different collision moments. Figure 15 The horizontal axis represents time, in milliseconds (ms), and the vertical axis represents force, in kilonewtons (kN). Figure 15 In the diagram, area c represents the time period during which barrier 20 compresses the first protruding structural member 130 through the first anti-collision beam 210, and then compresses the second protruding structural member 500 through the second anti-collision beam 400, thereby compressing the longitudinal beam 300 of the vehicle body, and subsequently the lateral support structural member 600, and finally the powertrain. Area d represents the time period during which barrier 20 compresses the fender side beam 700, the tower pack area 1100, and the swing arm 800. Area e represents the time period during which barrier 20 compresses the A-pillar and the door sill.

[0117] like Figure 16 As shown, Figure 16 This indicates the lateral displacement that occurs at different moments during the collision. Figure 16 The horizontal axis represents time, in milliseconds (ms), and the vertical axis represents displacement, in millimeters (mm).

[0118] The vehicle front-end collision energy absorption structure of this application embodiment includes a lower force transmission path assembly 200. The lower force transmission path assembly 200 further includes a first energy-absorbing component 220 and a connecting assembly 230. There can be two first energy-absorbing components 220, each connected to one end of a first anti-collision beam 210. The first anti-collision beam 210 can be connected to the first end of the first energy-absorbing component 220 by bolts or welding. The number of connecting assemblies 230 is the same as the number of first energy-absorbing components 220, and they are connected one-to-one. The device includes a connecting plate 231, a support rib 232, and a mounting cylinder 233. The connecting plate 231 can be connected to the second end of the first energy-absorbing element 220 by means of bolts, welding, etc. The support rib 232 can be connected to the surface of the connecting plate 231 facing away from the first energy-absorbing element 220 by means of welding, etc. The mounting cylinder 233 can be connected to the support rib 232, and the mounting cylinder 233 protrudes from the connecting plate 231 in a direction away from the first energy-absorbing element 220 through the support rib 232. The mounting cylinder 233 is provided with a first mounting hole.

[0119] The subframe assembly 100 includes a subframe longitudinal beam 120. There can be two subframe longitudinal beams 120. Two first energy-absorbing components 220 can be connected to the two subframe longitudinal beams 120 respectively through corresponding connecting components 230. Specifically, the front end of the subframe longitudinal beam 120 is provided with a receiving cavity and a second opening communicating with the receiving cavity. The connecting component 230 extends into the receiving cavity through the second opening. The cavity wall of the receiving cavity is provided with a second mounting hole. The first mounting hole is opposite to the second mounting hole. Threaded connectors (such as bolts or screws) pass through the first mounting hole and the second mounting hole to connect the lower force transmission path assembly 200 and the subframe longitudinal beam 120.

[0120] In the event of a frontal collision, the collision force can be transmitted to the subframe assembly 100 through the lower force transmission path assembly 200. The first anti-collision beam 210 connects the left and right first energy-absorbing components 220. The first energy-absorbing components 220 will collapse and deform during the collision to absorb the collision energy. The two first energy-absorbing components 220 absorb and transmit the collision force simultaneously, improving the stability of the collision deformation and transmission.

[0121] The cross-sectional shape of the first anti-collision beam 210 can be designed according to the space of different vehicle models, and the structural strength of the first energy-absorbing component 220 can be adjusted by the internal cross-sectional shape.

[0122] In a further technical solution, the connecting plate 231 can be connected to multiple mounting cylinders 233, and the cavity wall of the receiving cavity can be provided with multiple second mounting holes, which are distributed one-to-one with the mounting cylinders 233 to enhance the connection strength between the lower force transmission path assembly 200 and the subframe assembly 100.

[0123] In the edges of the connecting plate 231 and the receiving cavity that form the second opening, one is provided with a positioning protrusion 2311, and the other is provided with a positioning space (for example, the connecting plate 231 is provided with a positioning protrusion 2311, and the edge of the receiving cavity that forms the second opening is provided with a positioning space). The positioning space can be a positioning notch. The positioning protrusion 2311 and the positioning space are positioned and engaged in the width direction of the subframe assembly 100, which is the left-right direction. In this case, it is convenient to align the multiple mounting cylinders 233 with the second mounting holes on the receiving cavity, thereby facilitating the assembly of the lower force transmission path assembly 200 and the subframe longitudinal beam 120.

[0124] The first energy-absorbing component 220 can be an energy-absorbing box.

[0125] The second anti-collision beam 400 can be connected to the vehicle longitudinal beam 300 through the second energy-absorbing component 1000. Both ends of the second anti-collision beam 400 can be connected to the two vehicle longitudinal beams 300 through the second energy-absorbing component 1000 respectively. The second energy-absorbing component 1000 can be an energy-absorbing box. In the event of a frontal collision, the second energy-absorbing component 1000 will undergo collapse deformation to absorb the collision energy. The two second energy-absorbing components 1000 simultaneously absorb and transmit the collision force, improving the stability of collision deformation and transmission.

[0126] The subframe assembly 100 includes a subframe longitudinal beam 120. The subframe longitudinal beam 120 is provided with an induction structure 122, which can be an induction groove. There can be two induction structures 122, distributed along the longitudinal direction on the subframe longitudinal beam 120. The two induction structures 122 can be located on the upper and lower surfaces of the subframe longitudinal beam 120 (i.e., the upper and lower surfaces along the z-direction of the vehicle's height when the front-end collision energy-absorbing structure is assembled into the vehicle). The induction structures 122 are used for bending deformation in the event of a frontal collision. In the event of a frontal collision, the two induction structures 122 will undergo bending deformation to absorb collision energy, improving vehicle body deformation and force transmission stability.

[0127] The width of the end where the subframe crossbeam 110 at the front end connects to the subframe longitudinal beam 120 is greater than the width of other areas of this subframe crossbeam 110. The width direction of the subframe crossbeam 110 is parallel to that of the subframe longitudinal beam 120. Figure 1 The front and rear directions are consistent. In this case, the connection area between the left and right sides of the subframe crossbeam 110 and the subframe longitudinal beam 120 at the front end is relatively wide. In the event of an offset collision, the wider areas on the left and right sides of the subframe crossbeam 110 at the front end can provide better lateral support, making the deformation of the subframe longitudinal beam 120 more stable.

[0128] The front and rear ends of the subframe longitudinal beam 120 may be provided with bolt mounting holes for connection to the vehicle body.

[0129] The bottom of the subframe crossbeam 110 located at the rear end of the subframe assembly 100 may be provided with a protrusion 111. The protrusion 111 protrudes outward relative to other areas. The protrusion 111 may be a rib, and there may be multiple protrusions 111, such as three. In this case, the protrusion 111 of the subframe crossbeam 110 located at the rear end of the subframe assembly 100 can block obstacles and reduce damage to electrical components such as the battery pack at the rear of the subframe assembly 100.

[0130] It should be noted that the bottom of the subframe crossbeam 110 refers to the ground-facing portion of the subframe crossbeam 110 when the subframe assembly 100 is assembled on the vehicle 10.

[0131] The front-end collision energy absorption structure of the vehicle may also include a baffle 900, which includes a first part 910, a second part 920 and a third part 930. The first part 910 is connected to the bottom of the subframe assembly 100. One end of the second part 920 is connected to the second part 920, and the other end passes around the rear side of the subframe assembly 100 and connects to the third part 930. The third part 930 is used to connect to the vehicle body.

[0132] In the case of an electric vehicle, the design of the baffle 900 can prevent the subframe assembly 100 from detaching during a collision and from impacting the battery pack structure at the rear of the subframe assembly 100 when it moves backward, thus reducing the risk of high voltage.

[0133] The first part 910 of the baffle 900 can be fixed to the vehicle body together with the rear mounting point of the subframe, and the third part 930 can be fixed to the vehicle body directly by bolt connection.

[0134] When the vehicle front-end collision energy-absorbing structure in this embodiment is used in a vehicle, in the event of a frontal collision, the collision energy is absorbed by the collapse deformation of the lower force transmission path assembly 200. Simultaneously, the subframe longitudinal beam 120 also absorbs some of the collision energy through bending deformation. In small offset collision conditions, the design of the failure structure at the swing arm 800 facilitates the sideslip of the collision barrier 20, thereby reducing the squeezing effect on the occupant side. A baffle 900 is provided at the rear mounting point area of ​​the subframe longitudinal beam 120 to prevent the subframe assembly 100 from detaching and impacting the battery pack structure at the rear of the subframe assembly 100 during a collision, thus reducing high-voltage risks.

[0135] In one optional embodiment, the subframe assembly 100, the lower force transmission path assembly 200, the body longitudinal beam 300, the second anti-collision beam 400, the second protruding structural member 500, the lateral support structural member 600, the fender side beam 700, and the swing arm 800 can all be connected to the corresponding components by bolts to assemble and form the front collision energy absorption structure of the vehicle. The assembly method is simple and convenient.

[0136] Based on the aforementioned vehicle front-end collision energy-absorbing structure, this application embodiment also provides a vehicle that includes the aforementioned vehicle front-end collision energy-absorbing structure. Since the vehicle possesses the aforementioned vehicle front-end collision energy-absorbing structure, the beneficial effects brought by the vehicle due to the vehicle front-end collision energy-absorbing structure are described above and will not be repeated here.

[0137] The vehicle can be an electric vehicle, a gasoline vehicle, or a diesel vehicle, etc.

[0138] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0139] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0140] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0141] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0142] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0143] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A vehicle front-end collision energy absorption structure, characterized in that, For use in a vehicle (10), the front-end collision energy-absorbing structure of the vehicle includes: Subframe assembly (100), including first protruding structural member (130); The lower force transmission path assembly (200) is connected to the front end of the subframe assembly (100), and the lower force transmission path assembly (200) includes a first anti-collision beam (210). The first anti-collision beam (210) is used to deform and abut against the first protruding structure (130) in the event of a small offset collision and to provide a lateral force to the subframe assembly (100) to move away from the barrier (20); The vehicle body longitudinal beam (300) is connected to the subframe assembly (100); The second anti-collision beam (400) is connected to the front end of the vehicle body longitudinal beam (300); The second protruding structural member (500) is provided on the side of the second anti-collision beam (400) facing the vehicle body longitudinal beam (300); The second anti-collision beam (400) is used to deform in the event of a small offset collision, so that the second protruding structural member (500) abuts against the vehicle body longitudinal beam (300) and is used to provide the vehicle body longitudinal beam (300) with a lateral force that moves away from the barrier (20).

2. The vehicle front-end collision energy absorption structure according to claim 1, characterized in that, The subframe assembly (100) includes a subframe crossbeam (110) and a subframe longitudinal beam (120), which are connected to form a frame structure. The first protruding structural member (130) is located on the extension line of the subframe crossbeam (110) near the lower force transmission path assembly (200) and protrudes from the subframe crossbeam (110) to the subframe longitudinal beam (120).

3. The vehicle front-end collision energy absorption structure according to claim 1, characterized in that, The end of the first anti-collision beam (210) includes a first guide area (211); The first guide area (211) is used to deform and abut against the first protruding structure (130) in the event of a small offset collision, forming an inclined structure that expands outward in the front-to-back direction, and is used to slide relative to the barrier (20) to guide the front end of the vehicle to deflect away from the barrier (20).

4. The vehicle front-end collision energy absorption structure according to claim 1, characterized in that, The end of the second anti-collision beam (400) includes a second guide area (410). The second guide area (410) is used to deform in the event of a small offset collision, so that the second protruding structural member (500) abuts against the vehicle body longitudinal beam (300), so that the second guide area (410) forms an inclined structure that expands outward in the front-to-back direction, and is used to slide relative to the barrier (20) to guide the front end of the vehicle to move away from the barrier (20).

5. The vehicle front-end collision energy absorption structure according to claim 1, characterized in that, The vehicle front collision energy absorption structure also includes a reinforcing component, which is connected to the vehicle body longitudinal beam (300). The reinforcing component is arranged opposite to the powertrain of the vehicle (10), and there is a gap between the reinforcing component and the powertrain of the vehicle (10). The reinforcing component is used to support the second protruding structure (500) in the event of a small offset collision and to abut against the powertrain of the vehicle (10).

6. The vehicle front-end collision energy absorption structure according to claim 5, characterized in that, The reinforcing component includes a lateral support structure (600), at least a portion of which is fitted and connected to the vehicle body longitudinal beam (300), and the lateral support structure (600) is configured to be disposed opposite to the powertrain of the vehicle (10). The lateral support structure (600) includes a support plate (610) and a reinforcing rib (620). The support plate (610) includes a first surface and a second surface facing away from each other. At least a portion of the first surface is in contact with the vehicle body longitudinal beam (300). The reinforcing rib (620) is disposed on the second surface. The height of the reinforcing rib (620) located at the center of the second surface is greater than the height of the reinforcing rib (620) located in other areas of the second surface. The reinforcing rib (620) located at the center of the second surface is used to abut against the powertrain of the vehicle (10) in the event of a small offset collision.

7. The vehicle front-end collision energy absorption structure according to claim 5, characterized in that, The reinforcing assembly includes a fender side beam (700), the front end of which is connected to the front end of the body longitudinal beam (300), and the front end of the fender side beam (700) is used to support the second protruding structural member (500) in the event of a small offset collision. The fender side beam (700) includes a third guide zone (710), which includes an inclined structure that expands outward in a front-to-rear direction. The third guide zone (710) is used to slide relative to the barrier (20) in the event of a small offset collision and to guide the front end of the vehicle to move away from the barrier (20).

8. The vehicle front-end collision energy absorption structure according to claim 1, characterized in that, The vehicle front collision energy absorption structure also includes a swing arm (800), which includes a first end (810), a second end (820) and a third end (830). The first end (810) is connected to the subframe longitudinal beam (120) of the subframe assembly (100) through a first connector (840), and the second end (820) is connected to the subframe longitudinal beam (120) through a second connector. The first end (810) and the second end (820) are distributed along the direction from the front end to the rear end of the subframe longitudinal beam (120). The third end (830) is located on the outside of the subframe assembly (100) and is used to connect the steering knuckle. The first connector (840) is configured to break in the event of a collision, such that the first end (810) swings outward toward the subframe assembly (100), and the first connector (840) is configured to break before the second connector; The subframe longitudinal beam (120) has a mounting groove (121), and a first bracket (860) is provided in the mounting groove (121). The first bracket (860) includes two opposing side walls (861) and a connecting wall (862) connecting the two side walls (861). The first bracket (860) includes a first opening opposite to the connecting wall (862). The first opening and the groove of the mounting groove (121) both face the outside of the subframe assembly (100). The connecting wall (862) has a weakening structure (8621). The weakening structure (8621) is designed to break in the event of a collision.

9. The vehicle front-end collision energy absorption structure according to claim 1, characterized in that, The subframe assembly (100) includes at least two subframe crossbeams (110), with a protrusion (111) at the bottom of the subframe crossbeam (110) located at the rear end.

10. The vehicle front-end collision energy absorption structure according to claim 1, characterized in that, The vehicle front collision energy absorption structure also includes a baffle (900), which includes a first part (910), a second part (920) and a third part (930). The first part (910) is connected to the bottom of the subframe assembly (100). One end of the second part (920) is connected to the second part (920), and the other end passes around the rear end of the subframe assembly (100) and connects to the third part (930). The third part (930) is used to connect to the body of the vehicle (10).

11. A vehicle, characterized in that, Including the vehicle front-end collision energy absorption structure as described in any one of claims 1-10.

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