Vehicle body front structure and vehicle

Abstract

The utility model provides a vehicle body front portion structure and a vehicle, and belongs to the technical field of vehicle body parts, the vehicle body front portion structure comprises a cabin edge beam and an induction support, the induction support is arranged on the rear portion of the cabin edge beam, a deformation space is formed between the induction support and the cabin edge beam, and the deformation space is used for the induction support to crumple and deform. According to the vehicle body front structure, the induction support is arranged on the rear portion of the engine room edge beam and can crumple and deform, so that when people and vehicles collide, after a fender makes contact with the induction support, the induction support can bear the impact force of the pedestrians, collision energy is absorbed through deformation of the induction support, and the impact force of the pedestrians is absorbed. Therefore, the impact force transmitted to the head of the pedestrian is reduced, damage caused by the fact that the head of the pedestrian impacts the A column and the engine room edge beam is reduced, and the protection effect of the vehicle body front structure on the head of the pedestrian is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of vehicle body parts, in particular to a vehicle body front structure, and simultaneously, the utility model relates to a vehicle provided with the vehicle body front structure. BACKGROUND

[0002] With the popularity of vehicles, people pay more and more attention to driving safety, and vehicle-pedestrian collision accidents are common in traffic accidents. In the prior art, when a vehicle-pedestrian collision occurs, the head of the pedestrian is likely to impact the rear part of the A-pillar edge and the engine compartment side beam, thereby seriously affecting the safety of the pedestrian. Therefore, how to improve the protection capability of the vehicle body front structure for pedestrians outside the vehicle and reduce the damage to the head of the pedestrian caused by the vehicle in a collision is a subject that needs to be studied when designing the vehicle body front structure. SUMMARY

[0003] Therefore, the utility model aims at providing a vehicle body front structure to improve the protection effect on the head of a pedestrian.

[0004] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows:

[0005] A vehicle body front structure comprises an engine compartment side beam and an induction bracket arranged at the rear part of the engine compartment side beam.

[0006] The induction bracket is arranged at the top of the engine compartment side beam, and a deformation space is formed between the induction bracket and the engine compartment side beam, which is used for the collapse deformation of the induction bracket.

[0007] Further, the induction bracket comprises a vertical plate body and a horizontal plate body arranged at the top of the vertical plate body; the vertical plate body is connected with the engine compartment side beam, and the horizontal plate body extends to the side of the vertical plate body close to the outside of the vehicle.

[0008] Further, a through hole is arranged on the vertical plate body, and the through hole can guide the deformation of the induction bracket when the induction bracket is impacted from the outside; and / or, an opening is arranged on the vertical plate body, and the opening can guide the deformation of the induction bracket when the induction bracket is impacted from the outside.

[0009] Further, a hinge mounting plate is arranged at the rear end of the engine compartment side beam, and the hinge mounting plate has a mounting part extending in the up-down direction of the whole vehicle; the mounting part is used for mounting a hood hinge, and a collapse rib is arranged on the mounting part, which can guide the collapse deformation of the hinge mounting plate.

[0010] Further, the headlamp bracket is arranged on the top of the headlamp support, and the headlamp support is higher than the headlamp bracket, and a collapse space is formed between the headlamp support and the headlamp bracket, and the collapse space is used for collapse deformation of the energy absorption support.

[0011] Further, the headlamp bracket comprises a ring-shaped bracket body and a headlamp mounting plate arranged on the top of the bracket body, the headlamp mounting plate extends upwards and is provided with a headlamp mounting portion, and the guide bracket is arranged on the top of the bracket body and is higher than the headlamp mounting plate.

[0012] Further, the energy absorption support comprises two side plates arranged oppositely and a top plate arranged between the tops of the two side plates, and edges of the top plate are provided with notches, and the notches can guide deformation of the energy absorption support when the energy absorption support is impacted from outside.

[0013] Further, the bottom of each side plate is respectively provided with an outwardly folded flange, and a reinforcing rib is arranged at the bending position of the flange and the side plate, and / or the energy absorption support is integrally formed, and a reinforcing rib is arranged at the connecting position of the side plate and the top plate.

[0014] Further, the cabin side beam comprises a side beam inner plate and a side beam outer plate which are arranged to form a cavity, and the side beam outer plate comprises a top wall, a bottom wall and a side wall connected between the top wall and the bottom wall, the side wall and the rear end of the bottom wall are connected with the A column through lap joint, and the side wall and the rear end of the bottom wall form a continuous A column connecting portion.

[0015] Compared with the prior art, the utility model has the following advantages:

[0016] The front structure of the vehicle body is characterized in that the guide bracket is arranged on the top of the rear part of the cabin side beam, and a deformation space for collapse deformation of the guide bracket is formed between the guide bracket and the cabin side beam, when a pedestrian collides with the vehicle, the fender is contacted with the guide bracket after the head impact, the guide bracket can bear the impact force of the pedestrian, and the impact energy is absorbed through deformation of the guide bracket, so that the impact force transmitted to the head of the pedestrian is reduced, the harm caused by the head impact of the pedestrian on the A column and the cabin side beam is reduced, and the protection effect of the front structure of the vehicle body on the head of the pedestrian is improved.

[0017] Furthermore, the vertical plate body of the inducing bracket is connected with the cabin side beam, the transverse plate body extends to the side of the vehicle, which is beneficial to the collapse deformation of the inducing bracket, the whole inducing bracket deforms to the outside, which is beneficial to the head of the pedestrian to deviate to the outside of the vehicle during the collision process, avoids the head directly impacting the cabin side beam, thereby reducing the injury of the vehicle to the head of the pedestrian. The through hole arranged on the vertical plate body is beneficial to guiding the deformation of the inducing bracket and increasing the deformation amount of the inducing bracket. The notch arranged on the vertical plate body is also beneficial to increasing the deformation amount of the inducing bracket, thereby improving the collapse energy absorption effect of the inducing bracket. The hinge mounting plate is provided with the collapse rib, which is beneficial to guiding the collapse deformation of the hinge mounting plate and absorbing part of the energy, thereby reducing the possibility that the engine cover is excessively deformed or damaged due to excessive impact force.

[0018] In addition, the energy absorption bracket is higher than the headlamp bracket, and during the collision process, the energy absorption bracket preferentially bears and absorbs most of the impact force, thereby improving the protection effect on the head of the pedestrian and reducing the collision force transmitted to the headlamp bracket and the headlamp. The upward extension of the headlamp mounting plate is beneficial to the top of the bracket body being as low as possible, thereby increasing the space between the bracket body and the fender in the vehicle height direction, and cooperating with the energy absorption bracket can effectively buffer the impact on the head of the pedestrian during the collision.

[0019] Furthermore, the bottom of the side plate is provided with the outwardly folded flange, and the reinforcing rib is arranged at the bending position of the flange and the side plate, which is beneficial to preventing the deformation of the energy absorption bracket, thereby improving the use stability and reliability of the energy absorption bracket. The energy absorption bracket is integrally formed, which is beneficial to improving the processing efficiency and structural strength of the energy absorption bracket, and the reinforcing rib is further arranged between the side plate and the top plate, which is beneficial to preventing the deformation of the energy absorption bracket and is simple in structure and convenient to arrange and implement. The edge beam outer plate with the bottom wall, the top wall and the side wall is beneficial to improving the structural strength of the cabin side beam, and the rear ends of the side wall and the bottom wall are connected with the A-pillar in a lap joint mode, and the rear ends of the side wall and the bottom wall form a continuous A-pillar connecting portion, which is beneficial to improving the connecting strength of the cabin side beam and the A-pillar, thereby effectively transmitting the collision energy to the A-pillar and improving the protection effect on the head of the pedestrian.

[0020] In addition, another purpose of the utility model is to provide a vehicle, which is provided with the vehicle body front structure as described above.

[0021] The vehicle has the vehicle body front structure as described above, which is beneficial to improving the protection effect on the head of the pedestrian during the vehicle-pedestrian collision. BRIEF DESCRIPTION OF DRAWINGS

[0022] The accompanying drawings, which form a part of this patent, are included to provide a further understanding of the application, and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings:

[0023] Figure 1 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0024] Figure 2 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application; Figure 1 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0025] Figure 3 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0026] Figure 4 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0027] Figure 5 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0028] Figure 6 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0029] Figure 7 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0030] Figure 8 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application; Figure 7 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0031] Figure 9 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0032] Figure 10 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application;

[0033] Figure 11 Structure schematic view of the front part of the vehicle body according to the first embodiment of the present application.

[0034] Explanation of reference signs:

[0035] 1, fender; 2, headlamp bracket; 3, cabin side beam; 4, induction bracket; 5, auxiliary bracket; 6, hinge mounting plate; 7, energy absorption bracket; 8, A-pillar reinforcement plate; 9, engine hood hinge;

[0036] 100, deformation space; 200, collapse space;

[0037] 201, bracket body; 2011, second headlamp mounting hole; 2012, splash guard mounting hole; 2013, fender mounting hole; 2014, bumper bracket mounting hole; 2015, front bracket mounting hole; 202, headlamp mounting plate; 2021, first headlamp mounting hole;

[0038] 301, side beam inner plate; 302, side beam outer plate; 3021, bottom wall; 3022, top wall; 3023, side wall; 3024, connecting flange; 3025, A-pillar connecting portion;

[0039] 401, vertical plate body; 4011, through hole; 4012, notch; 402, horizontal plate body; 4021, positioning hole;

[0040] 601, mounting portion; 6011, collapse rib; 602, lower flange;

[0041] 701, side plate; 702, top plate; 7021, notch; 703, reinforcing rib; 704, flange. DETAILED DESCRIPTION

[0042] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.

[0043] In the description of the utility model, it should be noted that the orientation words such as 'up, down, left, right, front, back' used in the embodiment are defined with the up-down direction, left-right direction and front-back direction of the automobile as the reference. Among them, the up-down direction of the automobile is also the height direction (Z direction) of the automobile, the front-back direction of the automobile is also the length direction (X direction) of the automobile, and the left-right direction of the automobile is also the width direction (Y direction) of the automobile. In addition, the terms 'first' and'second' are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0044] In addition, in the description of the utility model, unless otherwise explicitly limited, the terms'mounting', 'connecting', 'connection' and 'connecting piece' should be understood broadly. For example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be the communication inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood in combination with the specific circumstances.

[0045] The utility model will be described in detail below with reference to the drawings and in combination with the embodiments.

[0046] Embodiment one

[0047] The embodiment relates to a vehicle body front structure, and aims to solve the problem that a conventional vehicle body front structure has limitations in collision energy absorption when a vehicle collides with a pedestrian, and the pedestrian first contacts the vehicle body front, and the protection effect of the vehicle body front structure on the head of the pedestrian is improved by optimizing the vehicle body front structure.

[0048] In the embodiment, the vehicle body front structure comprises a cabin side beam 3 and an induced bracket 4 arranged at the rear of the cabin side beam 3. The induced bracket 4 is arranged at the top of the cabin side beam 3, and a deformation space 100 is formed between the induced bracket 4 and the cabin side beam 3, and the deformation space 100 is used for the collapse deformation of the induced bracket 4.

[0049] The vehicle body front structure in the embodiment is arranged by arranging the induced bracket 4 at the top of the rear of the cabin side beam 3, and forming the deformation space 100 between the induced bracket 4 and the cabin side beam 3, and the deformation space 100 is used for the collapse deformation of the induced bracket 4. When the vehicle collides with the pedestrian, the fender 1 is contacted by the head of the pedestrian, and the induced bracket 4 can bear the impact force of the pedestrian, and the collision energy is absorbed by the deformation of the induced bracket 4, so that the impact force transmitted to the head of the pedestrian is reduced, the damage caused by the impact of the head of the pedestrian on the A-pillar and the cabin side beam 3 is reduced, and the protection effect of the vehicle body front structure on the head of the pedestrian is improved. Compared with the scheme without the induced bracket 4, the damage degree of the head of the pedestrian is significantly reduced.

[0050] Based on the above overall introduction, an exemplary structure of the vehicle body front structure in the embodiment is shown in FIG. 1. Figures 1 to 4 The cabin side beam 3 in the embodiment comprises a side beam inner plate 301 and a side beam outer plate 302 which are arranged to form a cavity. Referring to FIG. 2, the side beam outer plate 302 comprises a top wall 3022, a bottom wall 3021 and a side wall 3023 connected between the top wall 3022 and the bottom wall 3021. Figure 5

[0051] ​In the embodiment, the cabin side beam 3 is composed of a side beam inner plate 301 and a side beam outer plate 302, and the cavity structure significantly enhances the overall strength of the cabin side beam 3. By providing the side beam outer plate 302 with a bottom wall 3021, a top wall 3022, and a side wall 3023, the structural strength of the cabin side beam 3 is improved. The A-pillar, as a key component of the vehicle body structure, plays an important role in supporting the roof and transmitting and dispersing energy during a collision. In the embodiment, the side wall 3023 and the rear end of the bottom wall 3021 are both connected to the A-pillar by overlapping, and a continuous A-pillar connecting portion 3025 is formed at the rear end of the side wall 3023 and the bottom wall 3021, which improves the connection strength between the cabin side beam 3 and the A-pillar, effectively transmits the collision energy to the A-pillar, and improves the protection effect on the pedestrian's head.

[0052] In terms of specific structure, in the embodiment, the cross section of the side beam outer plate 302 is in a horizontal "U" shape, which is simple in structure and has high structural strength. In specific implementation, the upper and lower sides of the side beam outer plate 302 are respectively provided with outwardly turned connecting flanges 3024, and the side beam outer plate 302 is connected to the side beam inner plate 301 by welding through the connecting flanges 3024. In the embodiment, the A-pillar connecting portion 3025 at the rear end of the side wall 3023 and the bottom wall 3021 is specifically overlapped on the A-pillar reinforcement plate 8 of the A-pillar, and is connected to the A-pillar reinforcement plate 8 by two-spot welding, and the welding points can be six, of which the A-pillar connecting portion 3025 of the side wall 3023 is connected to the A-pillar reinforcement plate 8 by four welding points, and the A-pillar connecting portion 3025 of the bottom wall 3021 is connected to the A-pillar reinforcement plate 8 by two welding points. Compared with the spot welding scheme, the two-spot welding scheme does not need to open a relief hole on the side beam outer plate 302 or the A-pillar reinforcement plate 8, and thus further improves the transmission effect of the collision force between the cabin side beam 3 and the A-pillar.

[0053] In the embodiment, in order to prevent the head of the pedestrian from hitting the edge of the A-pillar and the cabin side beam 3, the guide bracket 4 is specifically arranged on the top of the cabin side beam 3 close to the A-pillar. As a preferred embodiment, as shown in Figure 3 , Figure 4 and Figure 6 , the guide bracket 4 includes a vertical plate body 401 and a horizontal plate body 402 arranged on the top of the vertical plate body 401. The vertical plate body 401 is connected to the cabin side beam 3, and the horizontal plate body 402 extends to the side of the vertical plate body 401 close to the outside of the vehicle. The horizontal plate body 402 and the cabin side beam 3 form the above-mentioned deformation space 100.

[0054] The arrangement of the vertical plate body 401 and the transverse plate body 402 in the induction bracket 4 is conducive to the collapse deformation of the induction bracket 4, so that the induction bracket 4 deforms outward as a whole, and the transverse plate body 402 is conducive to guiding the head of the pedestrian to deviate to the outside of the vehicle during the collision process, avoiding the head directly impacting the cabin side beam 3, thereby reducing the injury of the vehicle to the head of the pedestrian.

[0055] Specifically, the induction bracket 4 in the embodiment is in an inverted "L" shape, which is simple in structure and easy to arrange and implement. The bottom end of the vertical plate body 401 is fixed to the outside of the connecting flange 3024 by spot welding, so that when the induction bracket 4 receives external force and collapses, the connecting flange 3024 at the top of the cabin side beam 3 also guides the deformation of the induction bracket 4, so that the induction bracket 4 flips outward as a whole. At this time, the head can be guided to move to the outside of the fender 1 by the transverse plate body 402, thereby improving the protection effect on the head of the pedestrian. In addition, the height of the induction bracket 4 can be changed by changing the welding position of the vertical plate body 401, thereby adjusting the distance between the fender 1 and the transverse plate body 402 of the induction bracket 4 in the vehicle height direction.

[0056] In addition, the vertical plate body 401 in the embodiment is also conducive to transmitting the impact force to the cabin side beam 3 and transmitting it to the A-pillar through the cabin side beam 3. The transverse plate body 402 extends to the side of the vertical plate body 401 close to the outside of the vehicle, greatly expanding the stress area of the induction bracket 4. When the transverse plate body 402 is impacted, it can not only guide the head to move to the outside, but also produce bending deformation along its extension direction, further absorbing the impact energy. Compared with the structure without such transverse plate body 402 extension design, it can absorb more energy, thereby more significantly reducing the impact force transmitted to the body of the pedestrian, reducing the severity of the injury of the pedestrian, such as effectively reducing the risk of head injury.

[0057] Further, the vertical plate body 401 is provided with a through hole 4011, which can guide the deformation of the induction bracket 4 when the induction bracket 4 is impacted from the outside. By providing the through hole 4011 on the vertical plate body 401, the deformation of the induction bracket 4 is guided, and the deformation amount of the induction bracket 4 is increased. As shown in Figure 6 As a feasible implementation, the through hole 4011 is two through holes 4011 arranged on the vertical plate body 401 along the front-rear direction of the vehicle, each through hole 4011 extends along the height direction of the vehicle and is in a strip shape. Of course, the number of through holes 4011 can also be increased or decreased according to the use requirements during specific implementation.

[0058] In this embodiment, by providing the through hole 4011 on the vertical plate body 401, when the induction bracket 4 is subjected to external impact, the material around the through hole 4011 will become a stress concentration point. Due to the absence of material at the through hole 4011, under the action of impact force, the induction bracket 4 will preferentially deform from the periphery of the through hole 4011. This deformation mode can be in the preset mode, compared with uniform deformation without the through hole 4011, it can more effectively absorb the collision energy. For example, when a pedestrian collides with the front part of the vehicle body, the impact force causes the induction bracket 4 to collapse into the deformation space 100, at this time the material around the through hole 4011 will bend and fold first, forming a structure similar to a wrinkle, in this process, a large amount of collision energy is consumed, thereby facilitating the collapse deformation of the induction bracket 4.

[0059] Still referring to Figure 6 As shown in the figure, the vertical plate body 401 is provided with a notch 4012, and the notch 4012 can guide the deformation of the induction bracket 4 when the induction bracket 4 is subjected to external impact. Here, by providing the notch 4012 on the vertical plate body 401, it is also beneficial to increase the deformation amount of the induction bracket 4, and to improve the collapse energy absorption effect of the induction bracket 4. As an example of the structure of the notch 4012, the notch 4012 can be provided at the bottom of the vertical plate body 401, the edge of the notch 4012 is in the shape of "n", and due to the provision of the notch 4012, the vertical plate body 401 has two legs, and the through hole 4011 is respectively provided on each leg. And the induction bracket 4 is specifically connected to the connecting flange 3024 by welding the bottom end of the leg, which is beneficial to further facilitate the deformation of the induction bracket 4.

[0060] The notch 4012 in this embodiment can destroy the continuity of the vertical plate body 401, and when subjected to impact, the material at the notch 4012 will deform first, guiding the entire induction bracket 4 to deform in a specific direction and mode, thereby greatly improving the efficiency of the induction bracket 4 in absorbing collision energy, further reducing the impact force transmitted to the body of the pedestrian, and more effectively reducing the degree of injury to the pedestrian.

[0061] The through hole 4011 and the notch 4012 in this embodiment change the deformation mode of the induction bracket 4 under impact, and further optimize the conduction path of the collision force. When the induction bracket 4 is subjected to the impact force of the pedestrian, due to the deformation guided by the through hole 4011 and the notch 4012, the distribution of force on the vertical plate body 401 is more uniform, and the collapse deformation effect of the induction bracket 4 is better.

[0062] In the embodiment, by setting the through hole 4011 and the notch 4012 on the vertical plate body 401, compared with using a complex multi-component structure to control the deformation of the induced bracket 4, it has the advantages of reducing the structural complexity and cost. By simply machining the through hole 4011 or the notch 4012 on the vertical plate body 401, the effective guidance of the deformation of the induced bracket 4 can be realized, without the need for additional complex deformation control devices or special materials. This not only simplifies the production process, but also helps to reduce the number of parts, and also helps to reduce the material cost and assembly cost. At the same time, due to the relatively simple structure, the probability of failure is also reduced during the daily use and maintenance of the vehicle, and the reliability and stability of the entire front body structure are improved.

[0063] It can be understood that in the embodiment, only the through hole 4011 or the notch 4012 can be provided on the vertical plate body 401, or the through hole 4011 and the notch 4012 can be provided at the same time, as long as the use requirements are met. In addition, in order to facilitate the installation and positioning of the induced bracket 4, two positioning holes 4021 can also be provided on the horizontal plate body 402.

[0064] In the embodiment, as shown in Figure 3 and Figure 4 In order to further improve the protection effect on the head of the pedestrian, an auxiliary bracket 5 located in front of the induced bracket 4 can also be provided on the top of the cabin side beam 3. The structure of the auxiliary bracket 5 is preferably substantially the same as that of the induced bracket 4. Considering that the position of the auxiliary bracket 5 is more forward, in order to ensure the collapse energy absorption and protection effect of the auxiliary bracket 5. In the embodiment, the height of the vertical plate body 401 of the auxiliary bracket 5 is less than the height of the vertical plate body 401 of the induced bracket 4, and the bottom end of the vertical plate body 401 of the auxiliary bracket 5 is also connected with the connection flange 3024 at the top. In specific implementation, the distance between the horizontal plate body 402 of the induced bracket 4 and the auxiliary bracket 5 and the fender 1 in the vehicle height direction should be greater than 5mm, for example, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm or 12mm.

[0065] When a vehicle collides with a pedestrian, the fender 1 deforms downward, the induced bracket 4 mainly receives the impact of the head, and at the same time of collapse energy absorption, can guide the head to deviate outward, and the auxiliary bracket 5 can cooperate with the induced bracket 4 to receive the impact from the body of the person by abutting against the deformed fender 1, and at the same time of collapse energy absorption, can also guide the body to deviate outward. Of course, in specific implementation, the number of auxiliary brackets 5 can also be adaptively adjusted according to the use requirements.

[0066] In the embodiment, the thickness of the induced bracket 4 and the auxiliary bracket 5 is between 0.5 mm and 1.5 mm, for example, the thickness can be 0.5 mm, 0.8 mm, 1 mm or 1.5 mm, etc. The material of the induced bracket 4 and the auxiliary bracket 5 is preferably made of DC51D+ZM35 / 35-M, which is a hot-dip galvanized alloy steel plate widely used in the field of automobile manufacturing, etc. It has high yield strength and tensile strength. When used to make the induced bracket 4 and the auxiliary bracket 5, it can effectively withstand impact force in the case of extreme stress such as a car collision.

[0067] In addition, in addition to high strength, DC51D+ZM35 / 35-M also has excellent toughness. During the collision process, the induced bracket 4 and the auxiliary bracket 5 will undergo a complex deformation process. The toughness makes the induced bracket 4 and the auxiliary bracket 5 not brittle when deformed under a large impact force. This means that even if the bracket is bent or twisted to a large extent, it can still continue to absorb collision energy, rather than suddenly breaking and causing protection failure. In addition to the "L" shape, the induced bracket 4 in the embodiment can also be in the shape of "J" or "T". However, tests have shown that the induced bracket 4 and the auxiliary bracket 5 in the "L" shape in the embodiment have a lower injury value to the head of the pedestrian than the "J" shape and the "T" shape, which can reduce the injury value by 35% at most.

[0068] As a preferred embodiment, as shown in Figure 4 and Figure 7 The rear end of the engine compartment side beam 3 is provided with a hinge mounting plate 6, and the hinge mounting plate 6 has a mounting portion 601 extending in the up-down direction of the whole vehicle. The mounting portion 601 is used to mount the engine cover hinge 9, and the mounting portion 601 is provided with a collapse rib 6011 which can guide the collapse deformation of the hinge mounting plate 6. Considering that the hinge mounting plate 6 occupies the head energy absorption space, the hinge mounting plate 6 causes injury to the head of the pedestrian.

[0069] In the hinge mounting plate 6 of the embodiment, the collapse rib 6011 is arranged to guide the collapse deformation of the hinge mounting plate 6 and absorb part of the energy, thereby reducing the possibility of excessive deformation or damage of the engine cover due to excessive impact force. During the car collision, not only the induced bracket 4 and other front end structures protect the pedestrian, but also the hinge mounting plate 6 at the rear end of the engine compartment side beam 3 and the collapse rib 6011 indirectly improve the protection effect on the pedestrian through their own deformation and energy absorption.

[0070] Specifically, as shown in Figure 8As shown in the figure, the hinge mounting plate 6 further comprises a lower edge 602 connected to the bottom and rear edge of the mounting portion 601, and the hinge mounting plate 6 is fixed to the mounting plate inside the cabin side beam 3 through the lower edge 602. The collapse rib 6011 on the mounting portion 601 extends in the front-rear direction of the vehicle, and due to the arrangement of the collapse rib 6011, the portions on the upper and lower sides of the collapse rib 6011 are arranged in the left-right direction of the vehicle. When the impact on the engine cover is transmitted to the hinge mounting plate 6, energy absorption can be performed at the collapse rib 6011, thereby facilitating the reduction of the pedestrian injury value, and in specific implementation, the pedestrian injury value can be reduced by about 30%.

[0071] The mounting portion 601 of the hinge mounting plate 6 in the embodiment extends in the up-down direction of the vehicle, providing a stable mounting basis for the engine cover hinge 9. During the collision process, the impact force is transmitted to the hinge mounting plate 6 through the cabin side beam 3. The design of the collapse rib 6011 makes the transmission of the impact force on the hinge mounting plate 6 more orderly. When impacted, the collapse rib 6011 guides the hinge mounting plate 6 to deform in a specific mode, dispersing the impact force to a larger area of the mounting portion 601, and then transmitting it to other parts of the vehicle body through a reasonable structure.

[0072] By arranging the collapse rib 6011, it is beneficial to avoid the concentration of the impact force on the local area of the engine cover hinge 9 or the hinge mounting plate 6, prevent the structure from being damaged due to excessive local stress, and also ensure that the impact force can be effectively dispersed in the vehicle body structure, improving the impact resistance of the entire vehicle body front structure and further protecting the safety of pedestrians.

[0073] Further, the axis of the engine hinge 9 can be lowered in the embodiment to facilitate the increase of the energy absorption space of the hinge mounting plate 6. For example, the distance between the engine cover and the axis of the engine hinge 9 in the closed state can be greater than 30 mm, for example, the distance between the two can be 30 mm, 31 mm, 32 mm, 33 mm, 34 mm, or 35 mm, etc. Of course, the specific distance can also be determined according to the use requirements.

[0074] As a preferred embodiment, the vehicle body front structure in the embodiment comprises a headlamp bracket 2 and an energy absorption bracket 7 arranged on the top of the headlamp bracket 2. The energy absorption bracket 7 is higher than the headlamp bracket 2, and a collapse space 200 is formed between the energy absorption bracket and the headlamp bracket 2, which is used for the collapse deformation of the energy absorption bracket 7.

[0075] In a vehicle-pedestrian collision scenario, the collapse space 200 formed between the energy-absorbing bracket 7 and the headlamp bracket 2 plays a key role. When a vehicle collides with a pedestrian, the impact force of the pedestrian first acts on the energy-absorbing bracket 7. Since the energy-absorbing bracket 7 is higher than the headlamp bracket 2 and the collapse space 200 provides space for its collapse deformation, under the action of the impact force, the energy-absorbing bracket 7 will quickly bend and deform into the collapse space 200.

[0076] When the head of the pedestrian hits the energy-absorbing bracket 7, the collapse deformation of the energy-absorbing bracket 7 can convert most of the collision energy into its own deformation energy, which helps to reduce the energy transmitted to the pedestrian's body and other components of the vehicle, thereby effectively reducing the risk of serious injuries such as fractures and internal organ damage to the pedestrian due to the collision, greatly improving the safety of the pedestrian in an accident. The presence of the energy-absorbing bracket 7 provides good protection for the headlamp and related components. During the collision, the energy-absorbing bracket 7 preferentially bears and absorbs most of the impact force, reducing the energy transmitted to the headlamp bracket 2 and the headlamp.

[0077] The combined design of the energy-absorbing bracket 7 and the headlamp bracket 2 in this embodiment, together with other structures of the front part of the vehicle body (such as the induction bracket 4 and the engine compartment side beam 3), forms a coordinated protection system. In a vehicle-pedestrian collision, each structural component cooperates with each other to bear and disperse the collision energy. The energy-absorbing bracket 7 absorbs part of the energy through its collapse deformation, reducing the burden on other structural components, and also making the stress on the entire front part of the vehicle body more uniform.

[0078] Specifically, as shown in Figure 9 and Figure 10 , the headlamp bracket 2 of this embodiment includes a ring-shaped bracket body 201 and a headlamp mounting plate 202 provided on the top of the bracket body 201. The headlamp mounting plate 202 extends upward and is provided with a headlamp mounting portion, and the induction bracket 4 is provided on the top of the bracket body 201 and is higher than the headlamp mounting plate 202. Among them, the headlamp bracket 2 adopts a ring-shaped bracket body 201 design, which provides a full-range support foundation for the headlamp. The ring structure uniformly disperses the weight of the headlamp itself and external forces generated during vehicle driving due to vibration, jolt, etc., effectively avoiding the situation that the headlamp is damaged or displaced due to uneven local stress. Furthermore, the upward extension of the headlamp mounting plate 202 helps to increase the distance between the top of the bracket body 201 and the fender 1, thereby facilitating the increase of the collapse deformation space.

[0079] The energy-absorbing bracket 7 is specifically located outside the headlamp mounting plate 202. The upward extension of the headlamp mounting plate 202 and the provision of the headlamp mounting portion further optimize the installation method of the headlamp. The upwardly extending mounting plate makes the installation position of the headlamp in the vertical direction more reasonable, which can better adapt to the overall styling and lighting needs of the vehicle. As a feasible implementation manner, combined with Figure 9And Figure 10 As shown in FIG. 1, the headlamp mounting portion includes a first headlamp mounting hole 2021 formed in the top end of the headlamp mounting plate 202. In addition, a plurality of second headlamp mounting holes 2011 are formed in the bracket body 201 at intervals in the circumferential direction, and the headlamp is connected to the first headlamp mounting hole 2021 and the second headlamp mounting hole 2011 by a connecting member.

[0080] In order to improve the utilization of the structure of the headlamp bracket 2, as shown in FIG. 1, the bracket body 201 is provided with a plurality of fender mounting holes 2013 for connecting the fender 1, a front bracket mounting hole 2015 for connecting the front bracket of the fender 1, and a bumper bracket mounting hole 2014 for connecting the front bumper bracket, etc. Figure 9 And Figure 10 As shown in FIG. 1, the bracket body 201 is provided with a splash guard mounting hole 2012 at the bottom end for mounting a splash guard. The bracket body 201 is provided with a plurality of fender mounting holes 2013 for connecting the fender 1, a front bracket mounting hole 2015 for connecting the front bracket of the fender 1, and a bumper bracket mounting hole 2014 for connecting the front bumper bracket, etc.

[0081] In the embodiment, the distance between the top end of the headlamp mounting plate 202 and the fender 1 in the vehicle height direction is preferably greater than 50 mm, for example, the distance can be 50 mm, 52 mm, 55 mm, 58 mm, or 60 mm, etc. The gap between the top end of the headlamp mounting plate 202 and the fender 1 is large, which can effectively buffer the impact received by the head of a pedestrian.

[0082] As a preferred embodiment, as shown in FIG. 1, the energy-absorbing bracket 7 includes two side plates 701 arranged opposite to each other, and a top plate 702 arranged between the top ends of the two side plates 701. The edges of the top plate 702 are provided with notches 7021, which can guide the deformation of the energy-absorbing bracket 7 when the energy-absorbing bracket 7 is impacted from the outside. Here, the arrangement of the two side plates 701 and the top plate 702 makes the structure of the energy-absorbing bracket 7 simple, facilitating the molding, and also having a good energy-absorbing effect. By arranging the notches 7021, it is beneficial to guide the deformation of the energy-absorbing bracket 7, and the structure of the notches 7021 is simple, facilitating the molding. Figure 9 Figure 11 As a structural example, the two edges of the front and rear sides of the top plate 702 are provided with notches 7021, which can be semicircular, and the diameter can be 0.7-1 mm, for example, the diameter of the notches 7021 can be 0.7 mm, 0.8 mm, 0.9 mm, or 1 mm, etc. After the energy-absorbing bracket 7 is impacted, the notches 7021 are bent and deformed, which better absorbs the collision energy.

[0083] As a structural example, the two edges of the front and rear sides of the top plate 702 are provided with notches 7021, which can be semicircular, and the diameter can be 0.7-1 mm, for example, the diameter of the notches 7021 can be 0.7 mm, 0.8 mm, 0.9 mm, or 1 mm, etc. After the energy-absorbing bracket 7 is impacted, the notches 7021 are bent and deformed, which better absorbs the collision energy.

[0084] ​When the energy-absorbing bracket 7 is subjected to external impact, the notch 7021 at the edge of the top plate 702 plays a key role. The material continuity at the notch 7021 is broken, making this part a stress concentration point. Under the action of impact force, the energy-absorbing bracket 7 will preferentially deform from the periphery of the notch 7021. The deformation of the material at the periphery of the notch 7021 converts a large amount of collision kinetic energy into its own deformation energy through continuous bending, thereby significantly reducing the energy transmitted to the pedestrian's body and other components of the vehicle, effectively reducing the degree of injury suffered by the pedestrian in the collision.

[0085] Further, the bottom of each side plate 701 is provided with an outwardly folded flange 704, and a reinforcing rib 703 is arranged at the bending part of the flange 704 and the side plate 701. By arranging the outwardly folded flange 704 at the bottom of each side plate 701, the cross-sectional area of the bottom of the side plate 701 is significantly increased, and the reinforcing rib 703 helps to prevent the energy-absorbing bracket 7 from deforming, thereby improving the stability and reliability of the energy-absorbing bracket 7. In order to distinguish from the reinforcing rib 703 between the flange 704 and the side plate 701, the reinforcing rib 703 between the flange 704 and the side plate 701 is referred to as the first reinforcing rib 703.

[0086] Here, due to the arrangement of the flange 704, the entire energy-absorbing bracket 7 is approximately in the shape of a "U" character, wherein the top plate 702 is arranged inclined downward from inside to outside in the left-right direction of the vehicle. In addition, the energy-absorbing bracket 7 in the present embodiment is integrally formed, and a reinforcing rib 703 is arranged at the connection between the side plate 701 and the top plate 702. The integrally formed processing method helps to improve the processing efficiency and structural strength of the energy-absorbing bracket 7. The reinforcing rib 703 arranged between the side plate 701 and the top plate 702 in the present embodiment is referred to as the second reinforcing rib 703. By arranging the second reinforcing rib 703 at the connection between the side plate 701 and the top plate 702, it also helps to prevent the energy-absorbing bracket 7 from deforming.

[0087] The energy-absorbing bracket 7 in the present embodiment is preferably made of DC51D+ZM35 / 35-M, and the thickness thereof is preferably 0.6-1mm, for example, the thickness of the energy-absorbing bracket 7 can be 0.6mm, 0.7mm, 0.8mm or 1mm, etc. The energy-absorbing bracket 7 optimized in design has stronger structural strength and stability, which helps to improve the energy absorption efficiency. When a collision occurs, the energy-absorbing bracket 7 can more effectively withstand and disperse the impact force, so that it deforms in a predetermined manner.

[0088] The vehicle body front structure of the embodiment induces the support 4 to bear the impact force of the pedestrian first at the moment of collision, and then disperses and guides the force to the cabin side beam 3 through the collapse deformation thereof. Since the cabin side beam 3 is a relatively solid structural component of the vehicle body front, it can better bear and disperse the energy, avoiding the effect of the collision force concentrated on a certain part of the body of the pedestrian. The deformation of the induction support 4 can uniformly disperse the force to a larger area of the cabin side beam 3, making the conduction of the collision force more reasonable, thereby improving the protection effect on the pedestrian.

[0089] In addition, the induction support 4 collapses into the preset deformation space 100 during the deformation process, and does not produce additional sharp protrusions or cause unstable large displacement of the vehicle body structure. This also helps to reduce the risk of secondary injury to the pedestrian by the vehicle body components after the collision, such as avoiding the pedestrian being scratched by the ejected metal fragments or being squeezed by the displaced vehicle body components after the collision, further ensuring the safety of the pedestrian in the accident. Furthermore, the setting of the collapse ribs 6011 on the energy absorption support 7 and the hinge mounting plate 6 also helps to further improve the protection effect on the pedestrian.

[0090] Embodiment two

[0091] The embodiment relates to a vehicle provided with the vehicle body front structure described in embodiment one.

[0092] The vehicle described in the embodiment is provided with the vehicle body front structure as above, which is beneficial to reducing the injury to the pedestrian in a pedestrian-vehicle collision, thereby improving the pedestrian protection performance of the vehicle.

[0093] The above description is only a preferred embodiment of the utility model, and is not used to limit the utility model. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A vehicle body front structure, characterized by comprising: a cabin side sill (3), and an induced bracket (4) provided at a rear portion of the cabin side sill (3); the induced bracket (4) is provided at a top portion of the cabin side sill (3), and a deformation space (100) is formed between the induced bracket (4) and the cabin side sill (3), and the deformation space (100) is used for the induced bracket (4) to collapse and deform.

2. The vehicle body front structure according to claim 1, characterized in that: the induced bracket (4) comprises a vertical plate body (401), and a transverse plate body (402) provided at a top portion of the vertical plate body (401); the vertical plate body (401) is connected to the cabin side sill (3), and the transverse plate body (402) extends to a side of the vertical plate body (401) close to the outside of the vehicle.

3. The vehicle body front structure according to claim 2, characterized in that: a through hole (4011) is provided on the vertical plate body (401), and the through hole (4011) can guide the induced bracket (4) to deform when the induced bracket (4) is impacted from the outside; and / or, a notch (4012) is provided on the vertical plate body (401), and the notch (4012) can guide the induced bracket (4) to deform when the induced bracket (4) is impacted from the outside.

4. The vehicle body front structure according to claim 1, characterized in that: a hinge mounting plate (6) is provided at a rear end of the cabin side sill (3), and the hinge mounting plate (6) has a mounting portion (601) extending in the up-down direction of the whole vehicle; the mounting portion (601) is used for mounting a hood hinge (9), and a collapse rib (6011) is provided on the mounting portion (601), and the collapse rib (6011) can guide the hinge mounting plate (6) to collapse and deform.

5. The vehicle body front structure according to claim 1, characterized by comprising: a headlamp bracket (2), and an energy-absorbing bracket (7) provided at a top portion of the headlamp bracket (2); the energy-absorbing bracket (7) is higher than the headlamp bracket (2), and a collapse space (200) is formed between the energy-absorbing bracket (7) and the headlamp bracket (2), and the collapse space (200) is used for the energy-absorbing bracket (7) to collapse and deform.

6. The vehicle body front structure according to claim 5, characterized in that: the headlamp bracket (2) comprises a ring-shaped bracket body (201), and a headlamp mounting plate (202) provided at a top portion of the bracket body (201); the headlamp mounting plate (202) extends upwardly and is provided with a headlamp mounting portion, and the induced bracket (4) is provided at the top portion of the bracket body (201) and is higher than the headlamp mounting plate (202).

7. The vehicle body front structure according to claim 5, characterized in that: the energy-absorbing bracket (7) comprises two side plates (701) oppositely arranged, and a top plate (702) provided between top portions of the two side plates (701); ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The edge of the top plate (702) is provided with a notch (7021), and the notch (7021) can guide the deformation of the energy-absorbing support (7) when the energy-absorbing support (7) is subjected to external impact.

8. The vehicle body front structure according to claim 7, characterized in that: The bottom of each side plate (701) is provided with an outwardly folded flange (704), and a reinforcing rib (703) is arranged at the folded portion of the flange (704) and the side plate (701); and / or, The energy-absorbing support (7) is integrally formed, and a reinforcing rib (703) is arranged at the connecting portion of the side plate (701) and the top plate (702).

9. The vehicle body front structure according to any one of claims 1 to 8, characterized in that: The cabin side beam (3) comprises a side beam inner plate (301) and a side beam outer plate (302) which are formed into a cavity, and the side beam outer plate (302) comprises a top wall (3022), a bottom wall (3021), and a side wall (3023) connected between the top wall (3022) and the bottom wall (3021); The rear end of the side wall (3023) and the bottom wall (3021) are both connected to the A-pillar by overlapping, and the rear end of the side wall (3023) and the bottom wall (3021) form a continuous A-pillar connecting portion (3025).

10. A vehicle, characterized in that: The vehicle is provided with the vehicle body front structure according to any one of claims 1 to 9.

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