Vehicle cabin force transmission device for head-on small offset collision and vehicle
By designing a force-transmitting beam and a side-impact reinforcement module at the front of the vehicle body, the problem of insufficient energy absorption of the front structure of the vehicle body during a small offset frontal collision is solved, achieving uniform energy distribution and absorption, and improving the vehicle's safety performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHONGQING JINKANG NEW ENERGY VEHICLE CO LTD
- Filing Date
- 2025-07-18
- Publication Date
- 2026-07-14
AI Technical Summary
In existing technologies, during a small offset frontal collision, the front structure of the vehicle body has insufficient energy absorption capacity, resulting in uneven energy distribution, which affects the integrity of the passenger compartment and the safety of critical components.
Design a vehicle cabin force transmission device, including a force transmission beam, a side impact reinforcement module and force transmission connectors, which uniformly distributes and absorbs collision energy through symmetrical force transmission structures on the left and right sides, thereby enhancing the energy absorption capacity of the front end of the vehicle body.
It achieves uniform energy transfer and absorption during small offset frontal collisions, improving vehicle safety, protecting the passenger compartment and critical components, and reducing collision intrusion.
Smart Images
Figure CN224491226U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automobile design and manufacturing, and more specifically, to a vehicle cabin force transmission device and vehicle for dealing with small frontal offset collisions. Background Technology
[0002] Small offset frontal crash is a key test condition in the field of automotive passive safety. Its significant feature is that the collision energy is highly concentrated in a limited area at the front of the vehicle body, which puts forward more stringent technical requirements for the crashworthiness design and energy absorption capacity of the vehicle body structure.
[0003] In existing technologies, the front-end structure of a vehicle typically includes components such as crash beams, energy-absorbing boxes, and front longitudinal beams, which together form a collision energy absorption system. During a frontal collision, this system absorbs and disperses collision energy through structural deformation. For example, in a 25% offset collision, because the point of impact force is deviated from the vehicle's centerline, the energy absorption capacity of traditional front-end structures is insufficient, resulting in the collision energy not being absorbed evenly and effectively. This uneven energy distribution causes some parts of the structure to bear excessive loads, while the energy absorption potential of other parts is not fully utilized.
[0004] During a collision, the front-end structure of a vehicle body in existing technologies often exhibits asymmetrical deformation patterns, which can easily cause the collision energy transmission path to deviate from the design intent. This unintended deformation not only affects the integrity of the passenger compartment but may also cause displacement of critical components such as the steering system and powertrain, thereby affecting the vehicle's safety performance. Utility Model Content
[0005] The purpose of this utility model embodiment is to provide a vehicle cabin force transmission device and vehicle for coping with small offset frontal collisions, so as to solve the technical problem that the front end structure of the vehicle body has insufficient energy absorption capacity when a small offset frontal collision occurs.
[0006] In a first aspect, this utility model provides a vehicle cabin force transmission device for dealing with small offset frontal collisions, comprising: a front anti-collision beam assembly, a left front longitudinal beam, a right front longitudinal beam, and a force transmission structure located between the left and right front longitudinal beams; the force transmission structure comprises: a force transmission crossbeam, symmetrical side impact reinforcement modules on both sides, and symmetrical force transmission connectors on both sides; wherein, the side impact reinforcement modules are fixedly connected to the outer side of the corresponding front longitudinal beam; the force transmission crossbeam is fixed to the inner side of the left and right front longitudinal beams through symmetrical force transmission connectors on both sides.
[0007] In an optional embodiment, the side impact reinforcement module is a triangular box structure, which includes a first right-angle connecting surface, a second right-angle connecting surface, and a triangular support surface; the first right-angle connecting surface is fixedly connected to the outer side of the corresponding front longitudinal beam.
[0008] In an optional embodiment, the device further includes: triangular bracing reinforcing plates located on the left and right sides of the force transmission beam and symmetrically arranged; the triangular bracing reinforcing plates are disposed in the corresponding side impact reinforcement modules and fixed to the triangular support surface.
[0009] In an optional embodiment, the aforementioned triangular brace reinforcing plate is a wave-shaped structural component; both the aforementioned triangular brace reinforcing plate and the aforementioned side impact reinforcing module are made of high-strength plates with a yield strength higher than 340MPa.
[0010] In an optional embodiment, the force transmission connector includes a crossbeam mounting connector; the crossbeam mounting connector includes: a connecting surface structure and a crossbeam mounting structure sleeved on the force transmission crossbeam; one side of the connecting surface structure is fixedly connected to the inner side of the corresponding front longitudinal beam by bolts; the other side of the connecting surface structure is provided with a reinforcing rib structure fixed to the crossbeam mounting structure.
[0011] In an optional embodiment, the force-transmitting connector further includes a longitudinal beam force-transmitting connector; the longitudinal beam force-transmitting connector is an internally hollow tube beam structure and is disposed inside the tube beam of the corresponding front longitudinal beam, including a first tube beam surface and a second tube beam surface; the first tube beam surface is fixedly connected to the internal side of the corresponding front longitudinal beam by bolts, and the fixed connection position corresponds to the fixed connection position of the first right-angle connection surface and the corresponding front longitudinal beam; the second tube beam surface is fixedly connected to the corresponding front longitudinal beam and the crossbeam mounting connector by bolts.
[0012] In an optional embodiment, the aforementioned longitudinal beam force transmission connector is an aluminum profile tube beam that is drawn in the length direction and milled in the height direction; the length of the second tube beam surface is greater than the length of the cross-section of the aforementioned force transmission crossbeam.
[0013] In an optional embodiment, the device further includes: front anti-collision beam mounting plates located on the left and right sides of the force transmission beam and symmetrically arranged; the front anti-collision beam mounting plates include a fixing section and a connecting section; the fixing section is used to fix the front anti-collision beam assembly to the corresponding front longitudinal beam, and the connecting section is fixedly connected to the second right-angle connecting surface of the side impact reinforcement module; the length of the connecting section is not less than the length of the second right-angle connecting surface.
[0014] In an optional embodiment, the force transmission beam is an aluminum profile with grooved ribs, and the grooved ribs are disposed on the outer surface of the force transmission beam.
[0015] Secondly, this utility model provides a vehicle including the cabin force transmission device for responding to small offset frontal collisions as described in any optional embodiment of the first aspect.
[0016] This invention provides a vehicle cabin force transmission device and vehicle for coping with small offset frontal collisions. The vehicle cabin force transmission device includes: a front bumper beam assembly, a left front longitudinal beam, a right front longitudinal beam, and a force transmission structure located between the left and right front longitudinal beams. The force transmission structure includes: a force transmission crossbeam, symmetrical side impact reinforcement modules on both sides, and symmetrical force transmission connectors on both sides. The side impact reinforcement modules are fixedly connected to the outer side of the corresponding front longitudinal beams. The force transmission crossbeams are fixed to the inner sides of the left and right front longitudinal beams via symmetrical force transmission connectors on both sides. This device optimizes energy transfer by transferring energy generated by a collision on one side of the vehicle to the other side through the force transmission structure. Furthermore, through energy-absorbing structures such as the side impact reinforcement modules, it enhances the energy absorption capacity of the front-end structure of the vehicle body, solving the technical problem of insufficient energy absorption capacity of the front-end structure of the vehicle body in the event of a small offset frontal collision in the prior art, and achieving the technical effect of improving the vehicle's safety in coping with small offset frontal collisions. Attached Figure Description
[0017] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments of this utility model will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0018] Figure 1 A schematic diagram of the structure of a vehicle cabin force transmission device for coping with a small frontal offset collision provided for an embodiment of this utility model;
[0019] Figure 2 A schematic diagram of the structure of a side impact reinforcement module provided in an embodiment of this utility model;
[0020] Figure 3 Exploded view of a vehicle cabin force transmission device for coping with a small frontal offset collision, provided for an embodiment of this utility model;
[0021] Figure 4 A structural schematic diagram of a force-transmitting crossbeam and a crossbeam mounting connector provided for an embodiment of this utility model;
[0022] Figure 5 A structural schematic diagram of a longitudinal beam force transmission connector provided in an embodiment of this utility model;
[0023] Figure 6 A structural and connection diagram of a force-transmitting connector provided for an embodiment of this utility model;
[0024] Figure 7 Exploded view of another vehicle cabin force transmission device for dealing with small frontal offset collisions provided in this embodiment of the utility model;
[0025] Figure 8 This is a schematic diagram of the force transmission direction of a vehicle cabin force transmission device for coping with a small frontal offset collision, provided as an embodiment of the present utility model.
[0026] Icons: 10 - Rigid barrier; 100 - Front bumper beam assembly; 210 - Left front longitudinal beam; 220 - Right front longitudinal beam; 300 - Force transmission structure; 310 - Force transmission crossbeam; 320 - Side impact reinforcement module; 330 - Force transmission connector; 321 - First right-angle connection surface; 322 - Second right-angle connection surface; 323 - Triangular support surface; 410 - Triangular brace reinforcement plate; 331 - Crossbeam mounting connector; 3311 - Connection surface structure; 3312 - Crossbeam mounting structure; 3313 - Reinforcing rib structure; 332 - Longitudinal beam force transmission connector; 3321 - First tube beam surface; 3322 - Second tube beam surface; 510 - Front bumper beam mounting plate; 511 - Fixed section; 512 - Connecting section. Detailed Implementation
[0027] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.
[0028] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.
[0029] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.
[0030] In existing technologies, the core components of the vehicle's front-end structure work together to form a complete collision energy absorption system, effectively absorbing and rationally distributing collision energy through a controllable structural deformation mechanism. However, in small offset collisions such as 25%, because the point of impact force deviates from the longitudinal axis of symmetry of the vehicle body, the collision energy cannot be evenly distributed within the structural system. This results in localized areas bearing excessive loads, causing asymmetrical deformation of the front-end structure. This can not only jeopardize the structural integrity of the passenger compartment but also trigger unexpected displacements of critical functional components such as the steering system and powertrain, thus significantly and adversely affecting the overall passive safety performance of the vehicle.
[0031] Based on this, the present invention provides a vehicle cabin force transmission device and vehicle for coping with small offset frontal collisions, so as to solve the technical problem that the front end structure of the vehicle body has insufficient energy absorption capacity when a small offset frontal collision occurs in the prior art.
[0032] The following detailed description, in conjunction with the accompanying drawings, outlines some embodiments of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.
[0033] To facilitate understanding of this embodiment, a detailed description of a vehicle cabin force transmission device for dealing with small frontal offset collisions disclosed in this utility model embodiment will be provided first. Figure 1 This is a schematic diagram of a vehicle cabin force transmission device for dealing with small offset frontal collisions provided in an embodiment of this application. The device includes: a front anti-collision beam assembly 100, a left front longitudinal beam 210, a right front longitudinal beam 220, and a force transmission structure 300 located between the left front longitudinal beam 210 and the right front longitudinal beam 220.
[0034] The force transmission structure 300 may include: a force transmission beam 310, symmetrical side impact reinforcement modules 320 on the left and right sides, and symmetrical force transmission connectors 330 on the left and right sides; wherein, the side impact reinforcement modules 320 are fixedly connected to the outer side of the corresponding front longitudinal beam; the force transmission beam 310 is fixed to the inner side of the left front longitudinal beam 210 and the right front longitudinal beam 220 through the symmetrical force transmission connectors 330 on the left and right sides.
[0035] It should be noted that both the left front longitudinal beam 210 and the right front longitudinal beam 220 are hollow tubular beam structures, including four sides: corresponding upper and lower sides, and corresponding left and right sides; as shown below. Figure 1 As shown, in the above embodiment, "the inner sides of the left front longitudinal beam 210 and the right front longitudinal beam 220" refers to the opposite sides of the left front longitudinal beam 210 and the right front longitudinal beam 220, that is... Figure 1 The right side of the left front longitudinal beam 210 and the left side of the right front longitudinal beam 220; "the outer side of the corresponding front longitudinal beam" refers to the two sides that correspond to the "inner side of the left front longitudinal beam 210 and the right front longitudinal beam 220", that is Figure 1 The left side of the left front longitudinal beam 210 or the right side of the right front longitudinal beam 220.
[0036] In this embodiment, Figure 1The diagram shows the front structure of the body-in-white (BIW) (i.e., the vehicle compartment force transmission device for dealing with small offset frontal collisions) from a top-down perspective. When a 25% offset frontal collision occurs, the rigid barrier 10 impacts the end of the front bumper beam assembly 100. In the prior art, due to the small overlap between the rigid barrier 10 and the front bumper beam assembly 100, it is impossible to evenly distribute and transmit force and absorb collision energy through the front bumper beam assembly 100.
[0037] To improve the energy absorption effect at the front end of the body-in-white, a force transmission structure 300 is provided in this embodiment. The force transmission beam 310 is fixed between the left front longitudinal beam 210 and the right front longitudinal beam 220 through symmetrical force transmission connectors 330 on both sides. This allows the energy generated during a collision to be transferred to the front longitudinal beam on the side that did not collide through the force transmission beam 310, achieving a uniform distribution of collision energy. Furthermore, the side impact reinforcement module 320 further enhances the collision energy absorption effect.
[0038] The aforementioned force transmission structure 300 may include a force transmission beam 310 and side impact reinforcement modules 320 and force transmission connectors 330 symmetrically arranged on the left and right sides; wherein, the side impact reinforcement module 320 on the left is fixedly connected to the outer side of the left front longitudinal beam 210, and the side impact reinforcement module 320 on the right is fixedly connected to the outer side of the right front longitudinal beam 220; the force transmission beam 310 is fixed to the inner side of the left front longitudinal beam 210 through the force transmission connector 330 on the left, and is fixed to the inner side of the right front longitudinal beam 220 through the force transmission connector 330 on the right.
[0039] When a 25% offset frontal collision occurs, for example, when the rigid barrier 10 impacts the left end of the front bumper beam assembly 100, the left-side impact reinforcement module 320 can transfer the energy generated during the collision to the front longitudinal beam on the side that did not collide (i.e., the right front longitudinal beam 220) through the force transmission beam 310, and feed back a certain reaction force to the left-side force transmission connector 330. Finally, the rigid barrier 10 and the force transmission beam 310 jointly compress the left-side impact reinforcement module 320 and the left-side force transmission connector 330, causing them to deform and absorb a large amount of impact energy, thereby improving the energy absorption capacity of the front structure of the vehicle body. It also significantly reduces the energy when the rigid barrier 10 further impacts the A-pillar, preventing the upper beam of the A-pillar from bending, reducing the amount of collision intrusion, and protecting the passengers.
[0040] In one embodiment, the side impact reinforcement module 320 described above has a triangular box-shaped structure, see [link to relevant documentation]. Figure 2 As shown, taking the side impact reinforcement module 320 on the left as an example, its triangular box structure includes a first right-angle connecting surface 321, a second right-angle connecting surface 322, and a triangular support surface 323; wherein, the first right-angle connecting surface 321 is fixedly connected to the outer side of the corresponding front longitudinal beam (left front longitudinal beam 210).
[0041] As a specific example, the first right-angle connecting surface 321 is a plane composed of one side of the triangular support surface 323 and one right-angle side of each of the two panels connected to the triangular support surface 323. Figure 2 M, which is composed of some solid lines and dashed lines in (1), has fixed connection areas on the two right-angled sides of the plane (i.e., the first right-angled connecting surface 321) and on one side of the triangular support surface 323, for fixed connection with the outer side of the corresponding front longitudinal beam (left front longitudinal beam 210).
[0042] Preferably, the side impact reinforcement module 320 can be a stamped sheet metal part, and the area of the fixed connection can be a spot welded area (e.g., Figure 2 As shown in part (2), the first side of the triangular support surface 323 is arranged parallel to the outer side of the corresponding front longitudinal beam (left front longitudinal beam 210), and this first side is a weldable sharp corner area. Figure 2 The T shown in part (2) is fixed by spot welding. Quick spot welding connection can be achieved. Compared with arc welding connection, spot welding equipment is relatively simple, the operating space is small, the operating environment is relatively safe, and there is no arc radiation.
[0043] The triangular support surface 323 is a solid triangular support plate structure, which can be made of a high-strength plate with a yield strength higher than 340MPa, such as low-alloy high-strength structural steel, engineering aluminum alloy, or other special alloys. The triangular box-shaped structure also includes two other panels connected to the triangular support surface 323, namely: Figure 2 Panel P shown in part (3), and another panel Q set opposite to P ( Figure 2 (Not shown in the image) Both the right-angled sides of panel P and panel Q have spot welding areas for fixing the left-side side impact reinforcement module 320 to the outer side of the left front longitudinal beam 210. The materials of panels P and Q are the same as those of the triangular support surface 323.
[0044] To further improve the deformation energy absorption effect of the side impact reinforcement module 320, a reinforcement plate can also be installed inside it, see [link to relevant documentation]. Figure 3 As shown, as a specific example, the aforementioned vehicle cabin force transmission device may further include: triangular bracing reinforcing plates 410 symmetrically arranged on the left and right sides of the force transmission beam 310; the triangular bracing reinforcing plates 410 are disposed within the corresponding side impact reinforcement modules 320 and fixed to the corresponding triangular support surfaces 323. Specifically, the left triangular bracing reinforcing plate 410 is fixed to the triangular support surface 323 of the left side impact reinforcement module 320, and the right triangular bracing reinforcing plate 410 is fixed to the triangular support surface 323 of the right side impact reinforcement module 320. The triangular bracing reinforcing plates 410 can be fixed to the corresponding triangular support surfaces 323 by welding.
[0045] To further enhance resistance to deformation, in one embodiment, the aforementioned triangular brace reinforcing plate 410 can be a wave-shaped structural component. This wave-shaped design allows it to absorb more energy during deformation. As a specific example, the wave shape of this structural component can be sinusoidal, concave-convex, triangular, etc.; provided the side impact reinforcement module 320 meets the welding edge width requirements, the more wave shapes along the height direction of the triangular support surface 323, the better.
[0046] The aforementioned triangular brace reinforcing plate 410 can be made of high-strength steel with a yield strength higher than 340MPa, such as low-alloy high-strength structural steel, engineering aluminum alloy, or other special alloys. Thinner materials can be selected while still meeting energy absorption requirements, achieving weight reduction.
[0047] Alternatively, in another embodiment, the triangular brace reinforcement plate 410 can also be made of carbon fiber. Carbon fiber is known for its high strength and low density, which can significantly improve the structural rigidity and overall strength of local areas of the vehicle body. In the event of a minor collision, this reinforcement helps to disperse the impact force and reduce the direct impact on the passenger compartment. Currently, it is difficult for carbon fiber composite materials to absorb energy through plastic deformation, but their energy absorption performance can be optimized by designing them into specific shapes or combining them with other materials.
[0048] For example, by adding pleats or corrugations to carbon fiber sheets, the rigidity and energy absorption capacity of the material can be significantly increased without increasing weight. This allows for localized deformation during a collision, effectively dissipating impact energy. Alternatively, mimicking a honeycomb design, a honeycomb structure composed of hexagons or other geometric shapes can be used on carbon fiber sheets, which not only has a high strength-to-weight ratio but also effectively disperses and absorbs impact forces from different directions. Compared to traditional metal materials, carbon fiber composites have a higher specific strength (strength / density), enabling a significant reduction in vehicle weight while maintaining or even improving safety performance.
[0049] In one embodiment, the force-transmitting beam 310 can be an aluminum profile with grooved ribs, which can be disposed on the outer surface of the force-transmitting beam 310. The grooved ribs can significantly improve the deformation resistance of the force-transmitting beam 310, and the aluminum profile can further meet the design requirements of vehicle weight reduction and cost saving.
[0050] In one embodiment, the force-transmitting connector 330 may include a beam mounting connector 331; see also Figure 4As shown, the aforementioned crossbeam mounting connector 331 may include: a connecting surface structure 3311 and a crossbeam mounting structure 3312 sleeved on the aforementioned force-transmitting crossbeam 310; one side of the connecting surface structure 3311 is fixedly connected to the inner side of the corresponding front longitudinal beam by bolts; the crossbeam mounting structure 3312 is fixedly connected to the force-transmitting crossbeam 310 by bolts; the other side of the connecting surface structure 3311 may be provided with a reinforcing rib structure 3313 fixed to the crossbeam mounting structure 3312. It should be noted that, in this embodiment, the side of the connecting surface structure 3311 that is fixedly connected to the corresponding front longitudinal beam is called the outer side of the connecting surface structure 3311, and correspondingly, the side of the connecting surface structure 3311 that contacts the force-transmitting crossbeam 310 is called the inner side of the connecting surface structure 3311.
[0051] Specifically, such as Figure 4 As shown in parts (A) and (B), a crossbeam mounting connector 331 is symmetrically arranged on each of the left and right sides of the force transmission crossbeam 310. Each crossbeam mounting connector 331 may include a connecting surface structure 3311 and a crossbeam mounting structure 3312 sleeved on the force transmission crossbeam 310. The connecting surface structure 3311 is fixedly connected to the inner side of the corresponding front longitudinal beam (left front longitudinal beam 210, right front longitudinal beam 220) by bolts. The crossbeam mounting structure 3312 is fixedly connected to the force transmission crossbeam 310 by bolts.
[0052] The connecting surface structure 3311 can be fixed to the inner side of the corresponding front longitudinal beam as the bottom surface, and the crossbeam mounting structure 3312 is perpendicular to the bottom surface (connecting surface structure 3311) and is set parallel to the force transmission crossbeam 310.
[0053] In a specific example, the beam mounting structure 3312 of the beam mounting connector 331 can be an irregular tubular structure, which may include: a clearance side located above the force transmission beam 310, and a connection side located below the force transmission beam 310. The connection side is generally provided with bolt holes for fixed connection with the force transmission beam 310, while the clearance side can be used to avoid the through holes provided on the upper surface of the force transmission beam 310 for connecting other parts or structures.
[0054] The cross-sectional area of the tubular structure (crossbeam mounting structure 3312) is generally not less than the cross-sectional area of the force-transmitting crossbeam 310, and is usually smaller than the area of the connecting surface structure 3311. To prevent the crossbeam mounting connector 331 (especially the connecting surface structure 3311) from deforming under stress during a collision in the vehicle width direction, thus failing to transfer energy to the other side of the vehicle width, a reinforcing rib structure 3313 can be provided inside it.
[0055] like Figure 4As shown in part (C) (inner side of the connecting surface structure 3311), the clearance side of the crossbeam mounting structure 3312 can be set at the edge of the inner side of the connecting surface structure 3311, and the connecting side of the crossbeam mounting structure 3312 can be set at the middle position of the inner side of the connecting surface structure 3311; there can be multiple reinforcing rib structures 3313, all of which are set on the inner side of the connecting surface structure 3311, and each reinforcing rib structure 3313 is fixedly connected to the edge of the connecting surface structure 3311 and the connecting side of the crossbeam mounting structure 3312.
[0056] Through the design of the above-mentioned beam mounting structure 3312, the force transmission beam 310 is fixedly connected to the left front longitudinal beam 210 and the right front longitudinal beam 220 through the beam mounting connector 331, while also achieving the effects of reducing weight and lowering costs.
[0057] In one embodiment, the force transmission connector 330 may further include a longitudinal beam force transmission connector 332; the longitudinal beam force transmission connector 332 is a hollow tube beam structure and is disposed inside the tube beam of the corresponding front longitudinal beam.
[0058] See Figure 5 and Figure 6 As shown, taking the longitudinal beam force transmission connector 332 on the left as an example, the longitudinal beam force transmission connector 332 includes a first tube beam surface 3321 and a second tube beam surface 3322; the first tube beam surface 3321 is fixedly connected to the inner side of the corresponding front longitudinal beam (left front longitudinal beam 210) by bolts, and the fixed connection position corresponds to the fixed connection position of the first right-angle connection surface 321 and the corresponding front longitudinal beam (left front longitudinal beam 210); the second tube beam surface 3322 can fix the corresponding front longitudinal beam (left front longitudinal beam 210) to the crossbeam mounting connector 331 by bolts.
[0059] In one embodiment, the aforementioned longitudinal beam force transmission connector 332 is an aluminum profile tube beam drawn in the length direction and milled in the height direction. Compared with aluminum castings, aluminum profiles have the advantages of lower cost and lighter weight. The length of the second tube beam surface 3322 is greater than the length of the cross-section of the force transmission beam 310, so as to obtain a larger and longer contact surface with the force transmission beam 310, thereby improving the force transmission effect.
[0060] As a specific example, the length of the first tube beam surface 3321 can be less than the length of the second tube beam surface 3322 in order to achieve the effect of reducing weight and lowering costs.
[0061] It should be noted that bolt holes are provided on the first tube beam surface 3321 for bolts to pass through, so as to fix the first tube beam surface 3321 to the inner side of the left front longitudinal beam 210. The position on the outer side of the left front longitudinal beam 210 corresponding to the fixing position of the first tube beam surface 3321 is the fixing connection position of the first right-angle connecting surface 321 of the left side impact reinforcement module 320 and the left front longitudinal beam 210; and the position of the bolt holes on the first tube beam surface 3321 needs to avoid the first side of the triangular support surface 323 of the left side impact reinforcement module 320, which is a weldable sharp corner area. Figure 2 The T shown in part (2)).
[0062] In another embodiment, one or more reinforcing ribs can be provided inside the tube beam of the longitudinal beam force transmission connector 332 to further improve the energy absorption effect.
[0063] To further improve the energy absorption effect of the front end structure of the vehicle body, an extension structure can be installed behind the front bumper beam assembly 100, or the mounting plate used to connect the front bumper beam assembly 100 and the longitudinal beam can be improved to increase the contact area with the rigid barrier 10 during a collision and improve the energy absorption effect.
[0064] See Figure 7 As shown, in one embodiment, the aforementioned vehicle cabin force transmission device may further include: front bumper beam mounting plates 510 symmetrically arranged on the left and right sides of the force transmission beam 310. Taking the left front bumper beam mounting plate 510 as an example, it may include a fixing section 511 and a connecting section 512; the fixing section 511 is used to fix the front bumper beam assembly 100 to the left front longitudinal beam 210 (… Figure 7 (Not shown in the image), the connecting segment 512 is fixedly connected to the second right-angle connecting surface 322 of the left side impact reinforcement module 320; the length of the connecting segment 512 is not less than the length of the second right-angle connecting surface 322. The right front bumper beam mounting plate 510 is symmetrically arranged with the left front bumper beam mounting plate 510 mentioned above, and its structure and connection will not be described in detail here.
[0065] It should be noted that the second right-angle connecting surface 322 of the left-side side impact reinforcement module 320 is a plane formed by the triangular support surface 323 and the other right-angle side of each of the two panels connected to it. Figure 2 In (1), N is composed of some solid lines and dashed lines. On the two right-angled sides of the plane (i.e., the second right-angled connecting surface 322) and the second side of the triangular support surface 323, there are fixed connection areas (such as spot welding areas) for fixed connection with the connecting section 512 of the front anti-collision beam mounting plate 510 on the left.
[0066] Through the optimization of the vehicle structure using the aforementioned cabin force transmission device, when a 25% offset frontal collision occurs (in conjunction with...), Figure 6 , Figure 7 and Figure 8 After the rigid barrier 10 impacts the end of the left front bumper beam, it will further impact the left front bumper beam mounting plate 510, and through the left side impact reinforcement module 320, the energy will be transferred to the left longitudinal beam force transmission connector 332 installed inside the left front longitudinal beam 210. The left longitudinal beam force transmission connector 332 will transfer the energy to the right side of the body-in-white through the force transmission crossbeam 310.
[0067] The force-transmitting crossbeam 310 is connected to the left front longitudinal beam 210 via the left crossbeam mounting connector 331. Preferably, the position where the force-transmitting crossbeam 310 is fixedly connected to the left front longitudinal beam 210 corresponds to the position where the triangular support surface 323 of the left side impact reinforcement module 320 is fixedly connected to the left front longitudinal beam 210 (i.e., the first side of the aforementioned triangular support surface 323, the weldable sharp corner area). The stress is most concentrated here, which can better transfer energy to the right side, so that the longitudinal beam force-transmitting connector 332 installed inside the left front longitudinal beam 210 can transfer the force to the force-transmitting crossbeam 310.
[0068] Because the longitudinal beams possess sufficient rigidity in the vehicle width direction, when the rigid barrier 10 impacts the left front bumper beam mounting plate 510, the force transmission beam 310 transfers the force generated by the collision to the right front longitudinal beam 220 (see...). Figure 1 And feedback sufficient reaction force, which is ultimately manifested in the rigid barrier 10 and the force transmission beam 310 jointly squeezing the triangular brace reinforcement plate 410 set inside the side impact reinforcement module 320 on the left side, and the left longitudinal beam force transmission connector 332 installed inside the left front longitudinal beam 210, causing the left triangular brace reinforcement plate 410 and the left longitudinal beam force transmission connector 332 to be squeezed and deformed.
[0069] The process of the two structural components being compressed and deformed absorbs a large amount of impact energy, thereby improving the energy absorption capacity of the front structure of the vehicle body. This significantly reduces the energy of the rigid barrier 10 when it further impacts the A-pillar, preventing the upper beam of the A-pillar from bending, reducing the amount of collision intrusion, and achieving the purpose of protecting passengers.
[0070] In other words, the cabin force transmission device provided in this solution for dealing with small offset frontal collisions significantly improves the energy absorption effect of a 25% offset frontal collision by uniformly distributing the energy path, thereby greatly improving collision safety and protecting the safety of occupants.
[0071] It should be noted that the front bumper beam assembly 100 includes a front bumper beam and two symmetrically arranged energy-absorbing boxes, which are located between the front bumper beam and the corresponding front longitudinal beams on the left and right sides, respectively. It is important to note that the aforementioned side impact reinforcement module 320 cannot be directly fixed to the front bumper beam in the front bumper beam assembly 100; otherwise, the side impact reinforcement module 320 will affect the deformation of the energy-absorbing boxes in the front bumper beam assembly 100. In a 50% frontal collision (Mobile Progressive Deformable Barrier, MPDB) scenario, abnormal deformation of the energy-absorbing boxes will lead to increased intrusion into oncoming vehicles, failing to simultaneously protect the oncoming vehicle and reducing the safety score.
[0072] Based on the same concept, this utility model also provides a vehicle including the cabin force transmission device for dealing with small offset frontal collisions as described in any of the above optional embodiments.
[0073] In summary, the vehicle cabin force transmission device and vehicle provided by this utility model embodiment for coping with small offset frontal collisions, through the force transmission structure 300 set between the front longitudinal beams on the left and right sides, transfers the energy generated by a collision on one side of the vehicle to the other side, thereby optimizing energy transmission; and by adding an energy-absorbing structure, the energy absorption capacity of the front end structure of the vehicle body is improved, further enhancing the safety of the vehicle in coping with small offset frontal collisions.
[0074] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.
[0075] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.
[0076] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.
Claims
1. A vehicle cabin force transmission device for coping with a small offset frontal collision, characterized in that, include: The front bumper beam assembly (100), the left front longitudinal beam (210), the right front longitudinal beam (220), and the force transmission structure (300) located between the left front longitudinal beam (210) and the right front longitudinal beam (220); The force transmission structure (300) includes: a force transmission beam (310), symmetrical side impact reinforcement modules (320) on the left and right sides, and symmetrical force transmission connectors (330) on the left and right sides. The side impact reinforcement module (320) is fixedly connected to the outer side of the corresponding front longitudinal beam; the force transmission beam (310) is fixed to the inner side of the left front longitudinal beam (210) and the right front longitudinal beam (220) by symmetrical force transmission connectors (330) on the left and right sides.
2. The vehicle cabin force transmission device for coping with a small offset frontal collision according to claim 1, characterized in that, The side impact reinforcement module (320) is a triangular box structure, which includes a first right-angle connecting surface (321), a second right-angle connecting surface (322), and a triangular support surface (323). The first right-angle connecting surface (321) is fixedly connected to the outer side of the corresponding front longitudinal beam.
3. A vehicle cabin force transmission device for responding to small offset frontal collisions according to claim 2, characterized in that, The device also includes: triangular bracing reinforcing plates (410) located on the left and right sides of the force transmission beam (310) and symmetrically arranged. The triangular brace reinforcement plate (410) is disposed within the corresponding side impact reinforcement module (320) and fixed on the triangular support surface (323).
4. A vehicle cabin force transmission device for responding to small offset frontal collisions according to claim 3, characterized in that, The triangular brace reinforcing plate (410) is a wave-shaped structural component; The triangular brace reinforcing plate (410) and the side impact reinforcing module (320) are both made of high-strength plates with a yield strength higher than 340MPa.
5. A vehicle cabin force transmission device for responding to small offset frontal collisions according to claim 2, characterized in that, The force transmission connector (330) includes a beam mounting connector (331); The beam mounting connector (331) includes: a connecting surface structure (3311) and a beam mounting structure (3312) sleeved on the force transmission beam (310). One side of the connecting surface structure (3311) is fixedly connected to the inner side of the corresponding front longitudinal beam by bolts; The other side of the connecting surface structure (3311) is provided with a reinforcing rib structure (3313) that is fixed to the beam mounting structure (3312).
6. A vehicle cabin force transmission device for responding to small offset frontal collisions according to claim 5, characterized in that, The force transmission connector (330) also includes a longitudinal beam force transmission connector (332); The longitudinal beam force transmission connector (332) is a hollow tube beam structure and is installed in the tube beam of the corresponding front longitudinal beam, including a first tube beam surface (3321) and a second tube beam surface (3322). The first tube beam surface (3321) is fixedly connected to the inner side of the corresponding front longitudinal beam by bolts, and the fixed connection position corresponds to the fixed connection position of the first right-angle connecting surface (321) and the corresponding front longitudinal beam. The second tube beam surface (3322) is fixedly connected to the corresponding front longitudinal beam and the cross beam mounting connector (331) by bolts.
7. A vehicle cabin force transmission device for responding to small offset frontal collisions according to claim 6, characterized in that, The longitudinal beam force transmission connector (332) is an aluminum profile tube beam that is drawn in the length direction and milled in the height direction; The length of the second tube beam surface (3322) is greater than the length of the cross section of the force transmission beam (310).
8. A vehicle cabin force transmission device for coping with a small offset frontal collision according to claim 2, characterized in that, The device also includes: front anti-collision beam mounting plates (510) located on the left and right sides of the force transmission beam (310) and symmetrically arranged. The front bumper beam mounting plate (510) includes a fixed section (511) and a connecting section (512); The fixed section (511) is used to fix the front anti-collision beam assembly (100) to the corresponding front longitudinal beam, and the connecting section (512) is fixedly connected to the second right-angle connecting surface (322) of the side impact reinforcement module (320); The length of the connecting segment (512) is not less than the length of the second right-angle connecting surface (322).
9. A vehicle cabin force transmission device for responding to small offset frontal collisions according to claim 1, characterized in that, The force transmission beam (310) is an aluminum profile with grooved ribs, and the grooved ribs are disposed on the outer surface of the force transmission beam (310).
10. A vehicle, characterized in that, Includes the vehicle cabin force transmission device for responding to small frontal offset collisions as described in any one of claims 1 to 9.