Front end energy absorption structure and vehicle with same

Abstract

The embodiment of the utility model provides a front-end energy absorption structure and a vehicle with the front-end energy absorption structure, and the front-end energy absorption structure is used for the vehicle and comprises a front anti-collision beam assembly, a rear anti-collision beam assembly and a rear anti-collision beam assembly, the front longitudinal beam extends in the front-back direction, and the front end of the front longitudinal beam is connected with the rear end of the front anti-collision beam assembly; the upper edge beam is an integrated piece and extends in the front-back direction, the upper edge beam is located on the side, facing the outside of the vehicle, of the front longitudinal beam, the rear end of the upper edge beam is located above the front longitudinal beam, the front end of the upper edge beam is connected with the rear end of the front anti-collision beam assembly and the front end of the front longitudinal beam, and the rear end of the upper edge beam is connected to a lower A column of the vehicle. According to the front-end energy absorption structure, the reliability and stability of the front-end energy absorption structure can be improved, the force transmission path is optimized, it is guaranteed that the front anti-collision beam assembly is completely crushed, extrusion of a passenger compartment is relieved, the assembling time can be shortened, the assembling cost can be reduced, and light weight is facilitated.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a front-end energy-absorbing structure and a vehicle having the same. Background Technology

[0002] With increasingly stringent regulations and a significant increase in curb weight due to battery range, the requirements for vehicle integrity in small offset collisions have become a key focus. In existing technologies, due to imperfections in the front-end energy-absorbing structure, there is still room for improvement in terms of reliability and stability when dealing with small offset collisions. Utility Model Content

[0003] This application provides a front-end energy-absorbing structure, which aims to improve the reliability and stability of the front-end energy-absorbing structure.

[0004] This application also proposes a vehicle that includes the aforementioned front-end energy-absorbing structure.

[0005] The front-end energy-absorbing structure according to an embodiment of this application is used in a vehicle and includes: a front bumper beam assembly extending in a left-right direction; a front longitudinal beam extending in a front-rear direction, with the front end of the front longitudinal beam connected to the rear end of the front bumper beam assembly; and an upper side beam, which is a single piece extending in a front-rear direction, located on the side of the front longitudinal beam facing outwards, with the rear end of the upper side beam located above the front longitudinal beam, the front end of the upper side beam connected to the rear end of the front bumper beam assembly and the front end of the front longitudinal beam, and the rear end of the upper side beam connected to the lower A-pillar of the vehicle.

[0006] According to the front-end energy-absorbing structure of this application embodiment, the front end of the upper side beam is connected to the rear end of the front bumper beam assembly and the front end of the front longitudinal beam. The rear end of the upper side beam is located above the front longitudinal beam and connected to the lower A-pillar of the vehicle. This ensures the reliability and stability of the connection of the front-end energy-absorbing structure, guarantees the support of the upper side beam and the front longitudinal beam for the front bumper beam assembly, increases the force transmission path of the front bumper beam assembly, effectively ensures the complete crushing of the front bumper beam assembly, and, under small offset collision conditions, the upper side beam can be used to push open the barrier, causing the entire vehicle to slide in the lateral direction, reducing the compression of the passenger compartment and protecting the safety of the occupants. By designing the upper side beam as a single piece, on the one hand, the bending and torsional stiffness of the upper side beam can be improved, the fatigue life of the upper side beam can be increased, and the reliability and stability of the front-end energy-absorbing structure can be improved. On the other hand, the production and processing time of the upper side beam can be shortened, the assembly process of the upper side beam can be simplified, the assembly time of the front-end energy-absorbing structure can be shortened, the assembly cost of the front-end energy-absorbing structure can be reduced, and the weight of the upper side beam can be reduced, which is conducive to the lightweighting of the front-end energy-absorbing structure.

[0007] In addition, the front-end energy-absorbing structure of this application may also have the following additional technical features:

[0008] In some embodiments of this application, the front-end energy-absorbing structure further includes a connecting component, which is disposed on the outer peripheral wall of the upper beam and is used to connect the upper beam and the lower A-column.

[0009] In this application, by providing a connecting component on the outer peripheral wall of the upper beam to connect the upper beam and the lower A-column, the structural strength of the lower beam can be strengthened, the connection effect between the upper beam and the lower A-column can be ensured, the connection reliability of the front energy-absorbing structure can be improved, and the energy absorption effect of the front energy-absorbing structure can be guaranteed.

[0010] In some embodiments of this application, the side of the upper beam facing outwards has a weight-reducing hole.

[0011] In this application, by having a weight-reducing hole on the side of the upper beam facing outwards, the weight of the upper beam can be reduced as much as possible while avoiding breakage of the upper beam and ensuring the safety of the front energy-absorbing structure. This is beneficial for the lightweight design of the front energy-absorbing structure and can effectively improve the crushing energy absorption efficiency of the upper beam.

[0012] In some embodiments of this application, the front-end energy-absorbing structure further includes a reinforcing member disposed within the upper beam.

[0013] In this application, by providing a reinforcing member inside the upper beam, the structural strength of the upper beam can be improved, the pushing and sliding effect of the upper beam under small offset collision conditions can be enhanced, the passenger compartment compression can be further reduced, and the safety of the occupants can be protected.

[0014] In some embodiments of this application, the front-end energy-absorbing structure further includes: a first mounting plate, which is disposed at the front end of the front longitudinal beam and located on the side of the front longitudinal beam facing outwards from the vehicle. The front longitudinal beam, the upper side beam, and the front anti-collision beam assembly are all connected to the first mounting plate to define a cavity.

[0015] In this application, by providing a first mounting plate at the front end of the front longitudinal beam, the front longitudinal beam, the upper side beam, and the front anti-collision beam assembly are all connected to the first mounting plate to define the cavity, which can improve the connection reliability of the front energy-absorbing structure, further improve the crushing effect of the front anti-collision beam assembly, reduce the compression of the passenger compartment, and protect the safety of the occupants.

[0016] In some embodiments of this application, the first mounting plate has a body portion comprising a plurality of connected sub-plates, the sub-plates being triangular, and the plurality of sub-plates forming at least a portion of a polygonal pyramid to define the cavity with the front longitudinal beam, the upper side beam, and the front anti-collision beam assembly.

[0017] In this application, the first mounting plate has a body portion, which includes multiple connected triangular sub-plates. The multiple sub-plates form at least part of a polygonal pyramid, which can improve the stability of the sub-plates, improve the support effect of the first mounting plate, optimize the shape of the cavity, maximize the connection reliability and support effect of the front energy absorption structure, improve the crushing effect of the front anti-collision beam assembly, reduce the compression of the passenger compartment, and protect the safety of the occupants.

[0018] In some embodiments of this application, the front bumper beam assembly includes: a bumper beam body extending in a left-right direction; a second mounting plate connected to the front end of the front longitudinal beam and the upper side beam; and an energy-absorbing box connected between the bumper beam body and the second mounting plate, wherein the energy-absorbing box and the front longitudinal beam are disposed opposite to each other in a front-rear direction.

[0019] In this application, by arranging the energy-absorbing box and the front longitudinal beam opposite each other in the longitudinal direction, the collision force can be directly transmitted from the energy-absorbing box to the front longitudinal beam through the second mounting plate, simplifying the energy transmission path, avoiding the collision force from bypassing the energy-absorbing box and directly impacting the front longitudinal beam, thus avoiding the increase in the crushing amount of the front longitudinal beam, and avoiding local stress concentration, thus avoiding the increase in the intrusion amount of the occupant compartment.

[0020] In some embodiments of this application, the front energy-absorbing structure further includes: a wheel arch assembly, which is disposed between the front anti-collision beam assembly and the lower A-pillar, and the upper side beam and the front longitudinal beam are respectively connected to the upper and lower sides of the wheel arch assembly.

[0021] In this application, a wheel arch assembly is provided between the front bumper beam assembly and the lower A-pillar. The upper side beam and the front longitudinal beam are respectively connected to the upper and lower sides of the wheel arch assembly, which can block foreign objects from hitting the vehicle body or chassis components. Furthermore, the upper side beam, the front longitudinal beam and the lower A-pillar and other components are connected to improve the connection reliability of the front energy absorption structure.

[0022] In some embodiments of this application, the wheel cover assembly includes: a first wheel cover and a second wheel cover, which are arranged sequentially and connected in a front-to-back direction. The second wheel cover is provided with reinforcing ribs, which are a plurality of spaced-apart ribs.

[0023] In this application, by providing multiple reinforcing ribs on the second wheel cover, the bending stiffness of the second wheel cover can be improved, the stability of the second wheel cover can be enhanced, the support effect of the second wheel cover on the front longitudinal beam, the upper side beam and the lower A-pillar can be guaranteed, the tower base and the first wheel cover can be effectively strengthened, the stability and reliability of the front energy absorption structure can be improved, and at the same time, under small offset collision conditions, the pushing and sliding effect of the upper side beam can be enhanced, the degree of intrusion of the lower A-pillar into the passenger compartment can be reduced, and the safety of the occupants can be protected.

[0024] This application also provides a vehicle having the above-described embodiments.

[0025] The vehicle according to the embodiments of this application is provided with the aforementioned front-end energy-absorbing structure. The front end of the upper side beam is connected to the rear end of the front anti-collision beam assembly and the front end of the front longitudinal beam. The rear end of the upper side beam is located above the front longitudinal beam and connected to the lower A-pillar of the vehicle. This can ensure the reliability and stability of the connection of the front-end energy-absorbing structure, ensure the support of the upper side beam and the front longitudinal beam for the front anti-collision beam assembly, increase the force transmission path of the front anti-collision beam assembly, effectively ensure the complete crushing of the front anti-collision beam assembly, and, under small offset collision conditions, the upper side beam can be used to push open the barrier, allowing the whole vehicle to slide in the lateral direction, reducing the compression of the passenger compartment and protecting the safety of the occupants. By designing the upper beam as a single piece, it is possible to improve the bending and torsional stiffness of the upper beam, increase its fatigue life, and enhance the reliability and stability of the front-end energy-absorbing structure. On the other hand, it can shorten the production and processing time of the upper beam, simplify the assembly process, shorten the assembly time of the front-end energy-absorbing structure, reduce the assembly cost of the front-end energy-absorbing structure, and reduce the weight of the upper beam, which is conducive to the lightweighting of the front-end energy-absorbing structure. Attached Figure Description

[0026] Figure 1 This is a perspective view of a vehicle provided in one embodiment of this application from a first angle;

[0027] Figure 2 This is a perspective view of a vehicle provided in an embodiment of this application from a second angle;

[0028] Figure 3 This is a perspective view of a vehicle provided in an embodiment of this application from a third angle;

[0029] Figure 4 This is a perspective view of the vehicle provided in one embodiment of this application from a fourth angle;

[0030] Figure 5 This is a perspective view of a vehicle provided in an embodiment of this application from a fifth angle, wherein the first mounting plate is not shown;

[0031] Figure 6 This is a left view of a vehicle provided in one embodiment of this application;

[0032] Figure 7 This is a top view of a vehicle provided in one embodiment of this application.

[0033] Explanation of reference numerals in the attached figures:

[0034] 100. Vehicles;

[0035] 10. Front-end energy absorption structure;

[0036] 1. Front bumper beam assembly; 11. Bumper beam body; 12. Second mounting plate; 13. Energy absorption box;

[0037] 2. Front longitudinal beam;

[0038] 3. Top beam; 31. Weight reduction hole;

[0039] 4. Connecting components; 41. First connecting plate; 42. Second connecting plate; 43. Third connecting plate;

[0040] 5. First mounting plate; 51. Main body; 511. Sub-plate;

[0041] 6. Wheel cover assembly; 61. First wheel cover; 62. Second wheel cover; 621. Reinforcing rib;

[0042] 20. Lower A-pillar;

[0043] 30. Front subframe. Detailed Implementation

[0044] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0045] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0046] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0047] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0048] The front-end energy-absorbing structure 10 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0049] like Figure 1 As shown, the front energy-absorbing structure 10 according to an embodiment of the present invention is used in a vehicle 100 and includes a front anti-collision beam assembly 1, a front longitudinal beam 2 and an upper side beam 3.

[0050] Specifically, see the attached document. Figure 1 Appendix Figure 4 and attached Figure 7 As shown, the front bumper beam assembly 1 is along the left and right direction (e.g. Figure 1 As shown in the diagram, the structure can absorb collision energy through deformation during a collision, preventing damage to critical components such as the front longitudinal beam 2 and the radiator, reducing vehicle repair costs, and also providing pedestrian protection by reducing pedestrian injuries in the event of a collision. Further, refer to the attached diagram. Figure 1 and attached Figure 7 As shown, the front longitudinal beam 2 runs along the front-rear direction (e.g.) Figure 7 As shown, the front longitudinal beam 2 extends and its front end is connected to the rear end of the front anti-collision beam assembly 1, and its rear end is connected to the front subframe 30. The front longitudinal beam 2 can absorb the remaining energy by crushing or bending during a collision.

[0051] Furthermore, see the attached document. Figure 1 Appendix Figure 5 and attached Figure 6 As shown, the upper beam 3 is a single piece and extends along the front-to-back direction (e.g., from front to back). Figure 1As shown, at least a portion of the upper beam 3 is inclined upwards. The upper beam 3 is located on the side of the front longitudinal beam 2 facing outwards. The rear end of the upper beam 3 is located above the front longitudinal beam 2. The front end of the upper beam 3 is connected to the rear end of the front bumper beam assembly 1 and the front end of the front longitudinal beam 2. The rear end of the upper beam 3 is connected to the lower A-pillar 20 of the vehicle 100. Through the interconnection between the upper beam 3, the front longitudinal beam 2, and the front bumper beam assembly 1, the reliability of the connection of the front energy-absorbing structure 10 can be ensured. On the one hand, it increases the connection of the front bumper beam assembly 1. The upper side beam 3 and the front longitudinal beam 2 provide support for the front bumper beam assembly 1, effectively ensuring the complete crushing of the front bumper beam assembly 1. On the other hand, it allows the front bumper beam assembly 1 to transfer the impact force received during a collision to the front longitudinal beam 2 and the upper side beam 3, thereby increasing the force transmission path of the front bumper beam assembly 1 and enhancing the stability of the front energy-absorbing structure 10. Furthermore, under small offset collision conditions, the upper side beam 3 can be used to push open the barrier, causing the entire vehicle to slide laterally, reducing passenger compartment compression and protecting the safety of occupants. Compared to existing technologies that passively reinforce the front energy-absorbing structure by patching and adding auxiliary safety features to the passenger compartment, this invention has a relatively low cost, which is beneficial to the overall vehicle economy. Moreover, the front energy-absorbing structure 10 of this invention also has better modal and dynamic stiffness, improving the overall performance of the vehicle.

[0052] It should be noted that under small offset collision conditions, the collision force is transmitted through the front anti-collision beam assembly 1 to the front longitudinal beam 2 and the upper side beam 3, then through the front longitudinal beam 2 to the front subframe 30, and through the upper side beam 3 to the lower A-pillar 20. By optimizing the graded transmission path of the collision force, the collision force is reduced step by step at each stage of the transmission path, which can effectively reduce the damage to the lower A-pillar 20 and ensure the safety of the passenger compartment.

[0053] Understandably, by designing the upper beam 3 as a single piece, the upper beam 3 itself does not need to be connected by fasteners or welding. On the one hand, this can improve the bending and torsional stiffness of the upper beam 3, increase its fatigue life, and improve the reliability and stability of the front energy-absorbing structure 10. On the other hand, it can shorten the production and processing time of the upper beam 3, simplify the assembly process of the upper beam 3, shorten the assembly time of the front energy-absorbing structure 10, reduce the assembly cost of the front energy-absorbing structure 10, and reduce the weight of the upper beam 3, which is conducive to the lightweighting of the front energy-absorbing structure 10.

[0054] According to the embodiment of the present invention, the front energy-absorbing structure 10 is connected to the rear end of the front anti-collision beam assembly 1 and the front end of the front longitudinal beam 2 through the front end of the upper beam 3. The rear end of the upper beam 3 is located above the front longitudinal beam 2 and connected to the lower A-pillar 20 of the vehicle 100. This can ensure the reliability and stability of the connection of the front energy-absorbing structure 10, ensure the support of the upper beam 3 and the front longitudinal beam 2 for the front anti-collision beam assembly 1, increase the force transmission path of the front anti-collision beam assembly 1, effectively ensure the complete crushing of the front anti-collision beam assembly 1, and, under small offset collision conditions, the upper beam 3 can be used to push open the barrier, allowing the whole vehicle to slide in the left and right directions, reducing the compression of the passenger compartment and protecting the safety of the driver and passengers. By designing the upper beam 3 as a single piece, on the one hand, the bending and torsional stiffness of the upper beam 3 can be improved, the fatigue life of the upper beam 3 can be increased, and the reliability and stability of the front energy-absorbing structure 10 can be improved. On the other hand, the production and processing time of the upper beam 3 can be shortened, the assembly process of the upper beam 3 can be simplified, the assembly time of the front energy-absorbing structure 10 can be shortened, the assembly cost of the front energy-absorbing structure 10 can be reduced, and the weight of the upper beam 3 can be reduced, which is conducive to the lightweighting of the front energy-absorbing structure 10.

[0055] In some embodiments of this utility model, reference is made to the appendix. Figure 1 and attached Figure 5 As shown, the front-end energy-absorbing structure 10 also includes a connecting component 4, which is disposed on the outer peripheral wall of the upper beam 3 and is used to connect the upper beam 3 and the lower A-column 20. The connecting component 4 can strengthen the structural strength of the upper beam 3, ensure the connection effect between the upper beam 3 and the lower A-column 20, improve the connection reliability of the front-end energy-absorbing structure 10, and ensure the energy absorption effect of the front-end energy-absorbing structure 10. For example, the connecting component 4 may include multiple connecting plates, all of which are fixed to the outer wall surface of the upper beam 3 to enhance the structural strength of the upper beam 3. At least one of the multiple connecting plates is connected to the lower A-column 20, which can improve the connection reliability between the upper beam 3 and the lower A-column 20.

[0056] In a specific example, see Appendix Figure 3 and attached Figure 7 As shown, the connecting assembly 4 includes a first connecting plate 41, a second connecting plate 42, and a third connecting plate 43. The first connecting plate 41 and the second connecting plate 42 are located on the side of the upper beam 3 facing outwards from the vehicle. The first connecting plate 41 and the second connecting plate 42 are arranged and connected in the front-rear direction. The first connecting plate 41 is located behind the second connecting plate 42, and the rear end of the first connecting plate 41 is connected to the lower A-pillar 20. The third connecting plate 43 is located on the side of the upper beam 3 facing inwards from the vehicle, and the rear end of the third connecting plate 43 is connected to the lower A-pillar 20.

[0057] Preferably, the rear end of the upper beam 3 is connected to the connecting component 4 by welding, which can ensure the connection strength and toughness between the upper beam 3 and the connecting component 4 and improve the reliability of the connection between the upper beam 3 and the connecting component 4.

[0058] In some embodiments of this utility model, reference is made to the appendix. Figure 2 and attached Figure 5 As shown, the side of the upper beam 3 facing outward has a weight reduction hole 31, which can reduce the weight of the upper beam 3 as much as possible while avoiding the breakage of the upper beam 3 and ensuring the safety of the front energy absorption structure 10. This is beneficial to the lightweight design of the front energy absorption structure 10 and can effectively improve the crushing energy absorption efficiency of the upper beam 3.

[0059] In a further embodiment of this utility model, reference is made to the appendix. Figure 2 and attached Figure 5 As shown, multiple weight-reducing holes 31 are spaced apart along the extension direction of the upper beam 3. The design of multiple weight-reducing holes 31 can further reduce the weight of the upper beam 3, which is beneficial to the lightweight design of the front energy-absorbing structure 10. It can also prevent the upper beam 3 from being too weak in any part and ensure that the strength of the upper beam 3 is relatively balanced in the extension direction. For example, there can be two, three, five, eight, ten or twelve weight-reducing holes 31 spaced apart along the extension direction of the upper beam 3. The number, shape and arrangement of the weight-reducing holes 31 are determined according to different vehicle models.

[0060] In some embodiments of this utility model, the front-end energy-absorbing structure 10 further includes a reinforcing member disposed within the upper side beam 3. This reinforcing member improves the structural strength of the upper side beam 3, enhances its thrust and slippage effect under small offset collision conditions, further reduces passenger compartment compression, and protects the safety of occupants. Optionally, the reinforcing member can be a CBS (Composite Body Solutions) component. CBS components are mainly composed of carbon fiber cloth and epoxy resin, combining the advantages of composite materials and structural adhesives. They feature high strength, low weight, and strong adhesion, enhancing the structural strength of the upper side beam 3, improving the safety of the front-end energy-absorbing structure 10, and contributing to the lightweight design of the vehicle 100. Alternatively, the reinforcing member can be made of aluminum, which has good mechanical properties and corrosion resistance, further contributing to the lightweight design of the vehicle 100.

[0061] In some embodiments of this utility model, reference is made to the appendix. Figure 2 and attached Figure 3As shown, the front energy-absorbing structure 10 also includes a first mounting plate 5. The first mounting plate 5 is located at the front end of the front longitudinal beam 2 and is situated on the side of the front longitudinal beam 2 facing outwards. The front longitudinal beam 2, the upper side beam 3, and the front anti-collision beam assembly 1 are all connected to the first mounting plate 5 to define a cavity. The first mounting plate 5 can better connect the front longitudinal beam 2, the upper side beam 3, and the front anti-collision beam assembly 1, improving the connection reliability of the front energy-absorbing structure 10. Specifically, a cavity is defined between the front end of the side wall of the front longitudinal beam 2 facing outwards, the front end of the upper side beam 3, the rear end of the front anti-collision beam assembly 1, and the first mounting plate 5. The cavity can play a supporting role, further improving the crushing effect of the front anti-collision beam assembly 1, reducing the compression of the passenger compartment, and protecting the safety of the occupants.

[0062] In a specific example, referring to the appendix Figure 2 and attached Figure 5 As shown, the first mounting plate 5 is connected to the front end of the upper beam 3 and the front end of the front longitudinal beam 2 by fasteners, which can improve the connection reliability between the first mounting plate 5 and the upper beam 3 and the front longitudinal beam 2, and effectively avoid the tearing and instability of the upper beam 3 under small offset collision conditions. The first mounting plate 5 is spot-welded to the front anti-collision beam assembly 1, which can reduce the connection cost between the first mounting plate 5 and the front anti-collision beam assembly 1, relatively reduce the assembly cost of the front energy absorption structure 10, and to a certain extent contribute to the lightweighting of the front energy absorption structure 10.

[0063] In a further embodiment of this utility model, reference is made to the appendix. Figure 2 and attached Figure 3 As shown, the first mounting plate 5 has a body portion 51, which includes multiple connected sub-plates 511. The sub-plates 511 are triangular, and the multiple sub-plates 511 form at least a part of a polygonal pyramid to define a cavity with the front longitudinal beam 2, the upper side beam 3, and the front anti-collision beam assembly 1. Triangles have stability, and the triangular sub-plates 511 can improve the stability of the sub-plates 511, thereby improving the support effect of the first mounting plate 5. The multiple sub-plates 511 can form at least a part of a polygonal pyramid, which can optimize the shape of the cavity, maximize the connection reliability and support effect of the front energy-absorbing structure 10, improve the crushing effect of the front anti-collision beam assembly 1, reduce the compression of the passenger compartment, and protect the safety of the occupants.

[0064] In a specific example, such as Figure 2 As shown, the main body 51 includes three connected sub-plates 511, which constitute at least part of a triangular pyramid. The three sub-plates 511 have a first vertex, a second vertex, and a third vertex, respectively, and the first vertex, the second vertex, and the third vertex are located at the same point.

[0065] It should be noted that the first mounting plate 5 of this utility model is an integral piece. The first mounting plate 5 itself does not need to be connected by welding or other means. On the one hand, it can improve the bending and torsional stiffness of the first mounting plate 5, improve the fatigue life of the first mounting plate 5, reduce the possibility of tearing of the first mounting plate 5, and improve the reliability and stability of the front energy absorption structure 10. On the other hand, it can shorten the production and processing time of the first mounting plate 5, simplify the assembly process of the first mounting plate 5, shorten the assembly time of the front energy absorption structure 10, and reduce the weight of the first mounting plate 5, which is conducive to the lightweighting of the front energy absorption structure 10.

[0066] In some embodiments of this utility model, reference is made to the appendix. Figure 1 and attached Figure 5 As shown, the front bumper beam assembly 1 includes a bumper beam body 11, a second mounting plate 12, and an energy-absorbing box 13. The bumper beam body 11 extends in the left-right direction. As the main energy-absorbing component, the bumper beam body 11 can absorb energy through its own deformation, preventing damage to core components such as the front longitudinal beam 2 and the radiator, and protecting the front of the entire vehicle 100. The second mounting plate 12 is connected to the front end of the front longitudinal beam 2 and the upper side beam 3. The second mounting plate 12 is used to connect the front bumper beam assembly 1 with components such as the front longitudinal beam 2 and the upper side beam 3, and can connect the bumper beam body 11 and the energy-absorbing box. The load of 13 is transferred to the front longitudinal beam 2 and the upper beam 3. The energy-absorbing box 13 is connected between the anti-collision beam body 11 and the second mounting plate 12. It can achieve graded deformation through the preset crushing guide groove, thereby improving the efficiency of energy absorption. The energy-absorbing box 13 and the front longitudinal beam 2 are arranged opposite each other in the front-rear direction, so that the collision force can be directly transferred from the energy-absorbing box 13 to the front longitudinal beam 2 through the second mounting plate 12. This simplifies the energy transfer path, avoids the collision force from bypassing the energy-absorbing box 13 and directly impacting the front longitudinal beam 2, thereby increasing the crushing amount of the front longitudinal beam 2, and avoids local stress concentration, thereby increasing the intrusion amount of the occupant compartment.

[0067] It should be noted that the welding connection between the anti-collision beam body 11, the second mounting plate 12 and the energy-absorbing box 13 can ensure the structural strength of the front anti-collision beam assembly 1, improve the collision performance of the front anti-collision beam assembly 1, reduce the assembly difficulty of the front anti-collision beam assembly 1, reduce the production and processing cost of the front anti-collision beam assembly 1, and to a certain extent, contribute to the lightweighting of the front energy-absorbing structure 10.

[0068] In a further embodiment of this utility model, reference is made to the appendix. Figure 1 and attached Figure 7As shown, in the cross-section perpendicular to the front-rear direction, the size of the energy-absorbing box 13 is larger than that of the front longitudinal beam 2. On the one hand, this can prevent the energy-absorbing box 13 from being misaligned with the front longitudinal beam 2, thereby avoiding a series of problems such as premature deformation of the front longitudinal beam 2 and local stress concentration caused by misalignment. On the other hand, it can make the stiffness of the energy-absorbing box 13 lower than that of the front longitudinal beam 2, realizing a gradient distribution of the "rapid response" of the energy-absorbing box 13 and the "continuous energy absorption" of the front longitudinal beam 2, optimizing energy absorption efficiency, and further preventing the collision force from being directly transmitted to the passenger compartment.

[0069] In some embodiments of this utility model, reference is made to the appendix. Figure 1 and attached Figure 4 As shown, the front energy-absorbing structure 10 also includes a wheel arch assembly 6, which is located between the front anti-collision beam assembly 1 and the lower A-pillar 20. The upper side beam 3 and the front longitudinal beam 2 are respectively connected to the upper and lower sides of the wheel arch assembly 6. The wheel arch assembly 6 is used to fill the space defined between the upper side beam 3, the front longitudinal beam 2 and the lower A-pillar 20, which can block foreign objects from hitting the vehicle body or chassis components, and further connect the upper side beam 3, the front longitudinal beam 2 and the lower A-pillar 20 and other components to improve the connection reliability of the front energy-absorbing structure 10.

[0070] In a further embodiment of this utility model, reference is made to the appendix. Figure 1 and attached Figure 4 As shown, the wheel cover assembly 6 includes a first wheel cover 61 and a second wheel cover 62, in a front-to-back direction (e.g., Figure 1 As shown, the first wheel cover 61 and the second wheel cover 62 are arranged and connected in sequence. The second wheel cover 62 can provide effective support when the lower A-pillar 20 contacts the barrier. The second wheel cover 62 is provided with reinforcing ribs 621, which are spaced apart. This can improve the bending stiffness of the second wheel cover 62, enhance the stability of the second wheel cover 62, and ensure the support effect of the second wheel cover 62 on the front longitudinal beam 2, the upper side beam 3 and the lower A-pillar 20. It can effectively strengthen the tower base and the first wheel cover 61, improve the stability and reliability of the front energy absorption structure 10, and at the same time, it can enhance the pushing and sliding effect of the upper side beam 3 under small offset collision conditions, reduce the degree of intrusion of the lower A-pillar 20 into the passenger compartment, and protect the safety of the occupants. Preferably, the second wheel cover 62 is a casting made of AlSi10MnMg-T7. AlSi10MnMg-T7 is a high-strength and high-toughness aluminum alloy material. The AlSi10MnMg alloy is mainly composed of aluminum, silicon, manganese and magnesium. It has high strength, high toughness and good fluidity. It has crack resistance, corrosion resistance and heat treatment strengthening properties, which can improve the mechanical properties of the second wheel cover 62, such as tensile strength and elongation.

[0071] In a specific example, see Appendix Figure 1As shown, the plurality of reinforcing ribs 621 include four first reinforcing ribs and four second reinforcing ribs. The four first reinforcing ribs are located on the side of the four second reinforcing ribs facing the vehicle interior, in the vertical direction (e.g., Figure 1 As shown, four first reinforcing ribs are opposite to the front longitudinal beam 2, while in the left and right direction, four second reinforcing ribs extend from the first reinforcing ribs toward the upper beam 3. The length of the second reinforcing ribs is greater than the length of the first reinforcing ribs, which can improve the support strength of the second wheel cover 62 for the upper beam 3.

[0072] It should be noted that the second wheel cover 62 is connected to the front longitudinal beam 2 and the connecting assembly 4 via SPR (Self-piercing riveting). SPR is a new and effective manufacturing process for connecting dissimilar materials. It has the advantages of stable forming quality and good material adaptability, which can ensure the reliability of the connection between the second wheel cover 62 and the front longitudinal beam 2, and between the second wheel cover 62 and the connecting assembly 4, as well as the fatigue resistance.

[0073] In some embodiments of this utility model, reference is made to the appendix. Figure 7 As shown, there are two front longitudinal beams 2, which are respectively connected to the two ends of the front bumper beam assembly 1 in the left and right directions. This can further increase the connection points of the front bumper beam assembly 1 and ensure the force balance of the front bumper beam assembly 1. It can also increase the impact energy absorbed by the front longitudinal beams 2 through crushing deformation. There are two upper beams 3, which correspond one-to-one with the two front longitudinal beams 2. The two upper beams 3 are located on the opposite side of the two front longitudinal beams 2, which can ensure the support of the upper beams 3 and the front longitudinal beams 2 for the front bumper beam assembly 1. This can effectively ensure that the front bumper beam assembly 1 is completely crushed, so that the front bumper beam assembly 1 can transfer the impact force received by the collision to the front longitudinal beams 2 and the upper beams 3. This increases the force transmission path of the front bumper beam assembly 1, enhances the stability of the front energy absorption structure 10, and, under small offset collision conditions, the upper beams 3 can be used to push open the barrier, allowing the whole vehicle to slide in the left and right directions, reducing the compression of the passenger compartment and protecting the safety of the occupants.

[0074] This utility model also proposes a vehicle 100 having the front energy-absorbing structure 10 of the above embodiments.

[0075] According to the embodiment of this utility model, the vehicle 100 is provided with the aforementioned front energy-absorbing structure 10. The front end of the upper beam 3 is connected to the rear end of the front anti-collision beam assembly 1 and the front end of the front longitudinal beam 2. The rear end of the upper beam 3 is located above the front longitudinal beam 2 and connected to the lower A-pillar 20 of the vehicle 100. This can ensure the reliability and stability of the connection of the front energy-absorbing structure 10, ensure the support of the upper beam 3 and the front longitudinal beam 2 for the front anti-collision beam assembly 1, increase the force transmission path of the front anti-collision beam assembly 1, effectively ensure the complete crushing of the front anti-collision beam assembly 1, and, under small offset collision conditions, the upper beam 3 can be used to push open the barrier, allowing the whole vehicle to slide in the left and right directions, reducing the compression of the passenger compartment and protecting the safety of the occupants. By designing the upper beam 3 as a single piece, on the one hand, the bending and torsional stiffness of the upper beam 3 can be improved, the fatigue life of the upper beam 3 can be increased, and the reliability and stability of the front energy-absorbing structure 10 can be improved. On the other hand, the production and processing time of the upper beam 3 can be shortened, the assembly process of the upper beam 3 can be simplified, the assembly time of the front energy-absorbing structure 10 can be shortened, the assembly cost of the front energy-absorbing structure 10 can be reduced, and the weight of the upper beam 3 can be reduced, which is conducive to the lightweighting of the front energy-absorbing structure 10.

[0076] Other configurations and operations of the front-end energy-absorbing structure 10 and the vehicle 100 according to the embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0077] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0078] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A front-end energy-absorbing structure, characterized in that, For use in vehicles and including: A front bumper beam assembly extending in the left-right direction; A front longitudinal beam, which extends in the front-rear direction and whose front end is connected to the rear end of the front bumper beam assembly; The upper beam is a single piece that extends in the front-rear direction. The upper beam is located on the side of the front longitudinal beam facing outwards. The rear end of the upper beam is located above the front longitudinal beam. The front end of the upper beam is connected to the rear end of the front bumper beam assembly and the front end of the front longitudinal beam. The rear end of the upper beam is connected to the lower A-pillar of the vehicle.

2. The front-end energy-absorbing structure according to claim 1, characterized in that, Also includes: A connecting component is disposed on the outer peripheral wall of the upper beam and is used to connect the upper beam and the lower A-column.

3. The front-end energy-absorbing structure according to claim 1, characterized in that, The upper beam has a weight-reducing hole on the side facing outwards from the vehicle.

4. The front-end energy-absorbing structure according to claim 1, characterized in that, Also includes: A reinforcing member is provided inside the upper beam.

5. The front-end energy-absorbing structure according to claim 1, characterized in that, Also includes: A first mounting plate is disposed at the front end of the front longitudinal beam and is located on the side of the front longitudinal beam facing outwards. The front longitudinal beam, the upper side beam, and the front anti-collision beam assembly are all connected to the first mounting plate to define a cavity.

6. The front-end energy-absorbing structure according to claim 5, characterized in that, The first mounting plate has a body portion, which includes a plurality of connected sub-plates. The sub-plates are triangular, and the plurality of sub-plates form at least part of a polygonal pyramid to define the cavity with the front longitudinal beam, the upper side beam, and the front anti-collision beam assembly.

7. The front-end energy-absorbing structure according to claim 1, characterized in that, The front bumper beam assembly includes: The anti-collision beam body extends in the left-right direction; The second mounting plate is connected to the front end of the front longitudinal beam and the upper side beam; An energy-absorbing box is connected between the anti-collision beam body and the second mounting plate, and the energy-absorbing box and the front longitudinal beam are arranged opposite each other in the front-rear direction.

8. The front-end energy-absorbing structure according to any one of claims 1-7, characterized in that, Also includes: A wheel arch assembly is provided between the front bumper beam assembly and the lower A-pillar, with the upper side beam and the front longitudinal beam respectively connected to the upper and lower sides of the wheel arch assembly.

9. The front-end energy-absorbing structure according to claim 8, characterized in that, The wheel cover assembly includes: The first and second wheel covers are arranged sequentially and connected in a front-to-back direction. The second wheel cover is provided with reinforcing ribs, which are multiple spaced apart.

10. A vehicle, characterized in that, Includes the front-end energy-absorbing structure according to any one of claims 1-9.

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