Front upper beam, front assembly and vehicle

Abstract

This utility model embodiment proposes a front upper side beam, a front assembly, and a vehicle. The front upper side beam includes a first connecting section, a collapsible section, and a second connecting section connected sequentially along the front-rear direction. The first connecting section is used to connect to an energy-absorbing box, and the second connecting section is used to connect to the front structure. The collapsible section is constructed to slope outward from bottom to top along the front-rear direction, and at least a portion of the cross-section of the collapsible section is circular. The front upper side beam of this utility model embodiment can increase the force transmission path, and by constructing at least a portion of the cross-section of the collapsible section as a circular cross-section, the force transmission efficiency can be improved. The structure is simple, reducing production costs and improving lightweighting, thereby improving vehicle range performance. It can also reduce in-vehicle vibration and noise, ensuring a better user experience. At the same time, the collapsible section is constructed to slope outward from bottom to top along the front-rear direction, which can prevent the front upper side beam from intruding into the passenger compartment during a collision, improving safety and broadening its applicability.

Description

Technical Field

[0001] This utility model relates to the field of vehicle manufacturing technology, and in particular to a front upper side beam, a front assembly, and a vehicle. Background Technology

[0002] With the development of the national economy and the continuous improvement of living standards, vehicles are becoming increasingly important in people's lives and travel. The safety performance of vehicles and the user's riding experience are key considerations during vehicle manufacturing. The existing front-end assembly of vehicles has poor structural strength and few force transmission paths, resulting in poor stability. This leads to vibration and noise during vehicle operation, which can be transmitted into the vehicle interior, affecting the user experience. Furthermore, in the event of a collision, the front-end assembly poses a risk of intruding into the passenger compartment, resulting in poor vehicle safety and indicating room for improvement. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a front upper side beam with a simple structure that increases the force transmission path, improves force transmission efficiency, reduces in-vehicle vibration and noise, ensures a better user experience, guarantees safety, and improves lightweight design to enhance vehicle range.

[0004] According to an embodiment of the present invention, the upper front beam includes a first connecting section, a collapsing section, and a second connecting section connected sequentially in the front-rear direction. The first connecting section is used to connect with an energy-absorbing box, and the second connecting section is used to connect with the front structure. The collapsing section is constructed to be inclined outward from bottom to top in the front-rear direction, and at least a portion of the cross-section of the collapsing section is a circular cross-section.

[0005] According to the embodiments of the present invention, the upper front beam can increase the force transmission path, and by constructing at least a portion of the cross-section of the crumple section as a circular cross-section, the force transmission efficiency of the upper front beam can be improved. The structure is simple, which can reduce production costs, improve lightweighting, improve vehicle range performance, and reduce in-vehicle vibration and noise, ensuring user experience. At the same time, the crumple section is constructed to be inclined outward from bottom to top along the front-rear direction, which can prevent the upper front beam from intruding into the passenger compartment during a collision, improving safety, improving performance, and broadening applicability.

[0006] According to some embodiments of the present invention, the upper front beam is a hydraulic tube beam formed by a hydroforming process.

[0007] According to some embodiments of the present invention, the front upper beam includes a collapsible section comprising a front connecting section and a rear bending section distributed sequentially along the front-rear direction, wherein the extension direction of the rear bending section and the extension direction of the front connecting section form an angle.

[0008] According to some embodiments of the present utility model, the length of the rear bending section in the front-to-back direction of the upper front beam is set as L1, and satisfies: 210mm≤L1≤230mm;

[0009] And / or, the length of the upper front beam in the front-to-back direction is set to L2, and satisfies: 935mm≤L2≤955mm.

[0010] According to some embodiments of the present invention, the length of the rear bent section in the front-to-back direction of the upper front beam is x, and satisfies: 22% ≤ x ≤ 24%.

[0011] According to some embodiments of the present invention, the front upper beam has a quadrilateral cross-section for the first connecting section and the second connecting section.

[0012] Wherein, the lengths of two oppositely distributed sides in the quadrilateral cross-section of the first connecting segment are the same, and / or the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment are different.

[0013] According to some embodiments of the present invention, the wall thickness of the first connecting section of the front upper beam is set to d1, and satisfies: 2.15mm≤d1≤2.25mm;

[0014] And / or, the wall thickness of the collapsed section is set to d2, and satisfies: 2.1mm≤d2≤2.2mm;

[0015] And / or, the wall thickness of the second connecting segment is set to d3, and satisfies: 1.95mm≤d3≤2.05mm.

[0016] According to some embodiments of the present invention, the front upper beam of the first connecting section and the second connecting section are each provided with at least one positioning hole;

[0017] And / or, the collapsible section is provided with a wire harness mounting hole and a washing jug pipe mounting hole;

[0018] And / or, the first connecting segment is provided with a first main body mounting hole, and the second connecting segment is provided with a second main body mounting hole;

[0019] And / or, the crumple zone is provided with a fender bracket mounting part, a side panel front reinforcement plate mounting part, a front wheel arch side reinforcement plate inner mounting part, and a front wheel arch lower reinforcement plate mounting part.

[0020] This utility model also proposes a front assembly.

[0021] The front enclosure assembly according to an embodiment of the present utility model includes a front enclosure longitudinal beam, an energy-absorbing box, a front enclosure structure, and a front enclosure upper beam as described in any one of the above. The front end of the first connecting section and the front end of the front enclosure longitudinal beam are both connected to the energy-absorbing box through a transition structure. The front enclosure structure includes a shock absorber tower. The second connecting section is connected to the top of the shock absorber tower, and the bottom of the shock absorber tower is connected to the top of the rear end of the front enclosure longitudinal beam.

[0022] This utility model also proposes a vehicle.

[0023] The vehicle according to an embodiment of the present invention includes the front bulkhead assembly described above.

[0024] The vehicle, the front bulkhead assembly, and the aforementioned upper front bulkhead beam have the same advantages over the prior art, which will not be repeated here.

[0025] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0027] Figure 1 This is a schematic diagram of the structure of the upper front beam according to an embodiment of the present utility model. Figure 1 ;

[0028] Figure 2 This is a schematic diagram of the structure of the upper front beam according to an embodiment of the present utility model. Figure 2 ;

[0029] Figure 3 This is a schematic diagram of the structure of the upper front beam according to an embodiment of the present utility model. Figure 3 ;

[0030] Figure 4 This is a cross-sectional view of the upper front beam according to an embodiment of the present utility model. Figure 1 ;

[0031] Figure 5 This is a cross-sectional view of the upper front beam according to an embodiment of the present utility model. Figure 2 ;

[0032] Figure 6 This is a cross-sectional view of the upper front beam according to an embodiment of the present utility model. Figure 3 ;

[0033] Figure 7This is a partial structural schematic diagram of the front assembly according to an embodiment of the present utility model.

[0034] Figure label:

[0035] Front upper side beam 100, front longitudinal beam 101, front structure 102, fender bracket 103, transition structure 104.

[0036] First connecting section 1, main positioning hole 11, first main body mounting hole 12, first through hole 13, wire harness through hole 14, collapsible section 2, front connecting section 21, rear bending section 22, wire harness mounting hole 23, washer fluid pipe mounting hole 24, fender bracket mounting part 25, side panel front reinforcing plate mounting part 26, front wheel arch side reinforcing plate inner mounting part 27, front wheel arch lower front reinforcing plate mounting part 28, second connecting section 3, auxiliary positioning hole 31, second main body mounting hole 32, second through hole 33. Detailed Implementation

[0037] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0038] 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," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, 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, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0039] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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.

[0040] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0041] The following is for reference. Figures 1-7 The front upper beam 100 according to the embodiment of the present utility model has a simple structure, which can increase the force transmission path, improve the force transmission efficiency, reduce vibration and noise inside the vehicle, ensure the user experience, ensure safety, improve weight reduction, and improve the vehicle's range performance.

[0042] like Figures 1-7 As shown, according to an embodiment of the present invention, the front upper beam 100 includes a first connecting section 1, a collapsible section 2 and a second connecting section 3 connected sequentially in the front-rear direction. The first connecting section 1 is used to connect with the energy-absorbing box, and the second connecting section 3 is used to connect with the front structure 102. The collapsible section 2 is constructed to be inclined outward from bottom to top in the front-rear direction, and at least a portion of the cross-section of the collapsible section 2 is a circular cross-section.

[0043] Specifically, the upper front beam 100 is disposed inside the front assembly. The upper front beam 100 extends in the front-rear direction and is provided with a first connecting section 1, a collapsible section 2, and a second connecting section 3. The first connecting section 1, the collapsible section 2, and the second connecting section 3 are connected sequentially in the front-rear direction. That is, the first connecting section 1 is located at the front of the upper front beam 100, the collapsible section 2 is located at the middle of the upper front beam 100, and the second connecting section 3 is located at the rear of the upper front beam 100. The front end of the collapsible section 2 is connected to the first connecting section 1, and the rear end of the collapsible section 2 is connected to the second connecting section 3.

[0044] Furthermore, the first connecting section 1 can be connected to the energy-absorbing box by means of connectors or welding. The upper side beam 100 of the front bulkhead extends along the front-rear direction of the vehicle. The first connecting section 1 is connected to the rear side of the energy-absorbing box, and the front side of the energy-absorbing box can be connected to the anti-collision beam. Thus, after the collision force is transmitted to the energy-absorbing box through the anti-collision beam, it can be absorbed by the energy-absorbing box and then transmitted to the first connecting section 1 through the energy-absorbing box. The second connecting section 3 can be connected to the front bulkhead structure 102 by means of connectors or welding. The front bulkhead structure 102 can be provided with shock absorber towers and front bulkhead panels. The second connecting section 3 is connected to the top of the shock absorber tower by means of connectors or welding. The rear end of the shock absorber tower can be connected to the front bulkhead panel. The left and right sides of the front bulkhead panel can be connected to the A-pillars, and the bottom of the front bulkhead panel can be connected to the floor.

[0045] Thus, when a collision occurs at the front of the vehicle, the impact force acts on the anti-collision beam and is then transmitted to the energy-absorbing box. The rear side of the energy-absorbing box can also be connected to the front longitudinal beam 101, so that part of the impact force transmitted to the energy-absorbing box can be transmitted rearward through the front longitudinal beam 101, and another part of the impact force can be transmitted rearward along the upper side beam 100 of the front. The impact force transmitted to the upper side beam 100 of the front can be transmitted rearward along the upper side beam 100 of the front to the front structure 102, so as to be transmitted to the A-pillar or floor through the front structure 102. This increases the transmission path of the impact force, disperses the effect of the impact force, and improves the safety of use.

[0046] Furthermore, at least a portion of the cross-section of the crumple zone 2 is constructed as a circular cross-section. This can be achieved by constructing a portion of the cross-section of the crumple zone 2 as a circular cross-section or by constructing the entire cross-section of the crumple zone 2 as a circular cross-section. This improves the efficiency of the upper front beam 100 in transmitting collision force and reduces the effect of the collision force. The crumple zone 2 is also constructed to be inclined outward from bottom to top along the front-rear direction, so that when the upper front beam 100 is subjected to force and deforms, it can deform outward toward the left and right sides of the vehicle, preventing the upper front beam 100 from intruding into the passenger compartment and improving safety. When the vehicle is involved in a side collision, the collision force can also be applied to the upper front beam 100 first, and then transmitted to the rear through the upper front beam 100 and the front longitudinal beam 101. It can also be transmitted to the front structure 102 through the upper front beam 100, improving safety. Moreover, the structure of the upper front beam 100 is simple. Constructing at least a portion of the cross-section of the crumple zone 2 as a circular cross-section can also improve weight reduction and thus improve the vehicle's range.

[0047] In actual settings, the circular cross-section can be set as an ellipse or an irregular circle, etc., and the setting method is flexible.

[0048] When the vehicle is in motion, the vibration force generated at the wheels can also be transmitted to the front longitudinal beam 101, the front upper beam 100, and the front structure 102, etc., to increase the transmission path of the vibration force, weaken the effect of the vibration force, reduce the vibration force transmitted to the passenger compartment, improve the vehicle's NVH performance, and reduce the vibration noise inside the vehicle, ensuring the user's experience.

[0049] According to the embodiment of this utility model, the upper front beam 100 can increase the force transmission path, and by constructing at least a portion of the cross-section of the crumple section 2 as a circular cross-section, the force transmission efficiency of the upper front beam 100 can be improved. The structure is simple, which can reduce production costs, improve lightweighting, improve vehicle range performance, and reduce in-vehicle vibration and noise, ensuring user experience. At the same time, the crumple section 2 is constructed to be inclined outward from bottom to top along the front-rear direction, which can prevent the upper front beam 100 from intruding into the passenger compartment during a collision, improving safety, improving performance, and broadening applicability.

[0050] In some embodiments, the upper front beam 100 is a hydraulic tube beam manufactured using a hydroforming process. Hydroforming is a shaping technology that uses liquid or molds to form a workpiece; it is also known as hydraulic forming. Hydroforming can form various complex parts and has advantages such as good surface quality, reduced processes, simplified molds, and no need for special stamping equipment.

[0051] In this embodiment, the tube beam can be used as the raw material. By applying liquid pressure to the tube cavity and applying an axial load, it undergoes plastic deformation in a given mold cavity, and the tube wall fits into the inner surface of the mold, thereby obtaining a part of the desired shape. It can be integrally formed into a hollow part with an irregular cross-section and a two-dimensional or three-dimensional curve axis.

[0052] Thus, the initial circular cross-section of the pipe can be formed into a rectangular, trapezoidal, elliptical, or other irregular closed cross-section. Furthermore, at least a portion of the cross-section of the collapse section 2 can be constructed as a circular cross-section, and the first connecting section 1 and the second connecting section 3 can be set to other shapes, so that the upper front beam 100 can be made from a single pipe beam. This avoids the presence of welding points between the first connecting section 1, the collapse section 2, and the second connecting section 3, ensuring the structural strength of the upper front beam 100, and reducing manufacturing steps and costs.

[0053] In addition, by constructing the upper front beam 100 as a hydraulic tube beam, the upper front beam 100 becomes a hollow column structure, which reduces the manufacturing materials of the upper front beam 100, thereby reducing manufacturing costs and improving the overall vehicle weight reduction, thus improving the vehicle's range and enhancing the user experience.

[0054] In some embodiments, the collapsible segment 2 includes a front connecting segment 21 and a rear bending segment 22 distributed sequentially in the front-rear direction, and there is an angle between the extending direction of the rear bending segment 22 and the extending direction of the front connecting segment 21.

[0055] Specifically, the crumple zone 2 is located in the middle of the upper side beam 100 of the front fascia, and as... Figure 2 As shown, the collapsible section 2 is provided with a front connecting section 21 and a rear bending section 22. The front connecting section 21 and the rear bending section 22 are connected sequentially in the front-to-back direction. The front end of the front connecting section 21 is connected to the first connecting section 1, and the rear end of the rear bending section 22 is connected to the second connecting section 3. The extension direction of the rear bending section 22 and the extension direction of the front connecting section 21 have an angle, that is, the front connecting section 21 and the rear bending section 22 are bent and connected.

[0056] Thus, when a vehicle collides, the collision force can be transmitted to the upper front beam 100 through the energy-absorbing box, or the collision force can act directly on the upper front beam 100. When the collision force acting on the upper front beam 100 is transmitted along the upper front beam 100 to the connection between the front connecting section 21 and the rear bending section 22, the crumple section 2 can bend at the connection between the front connecting section 21 and the rear bending section 22, thereby absorbing the energy of the collision force, reducing the effect of the collision force, and reducing the collision force transmitted to the passenger compartment, preventing the upper front beam 100 from intruding into the passenger compartment, and improving the vehicle's safety.

[0057] In some embodiments, the length of the rear bending section 22 in the front-to-back direction is set to L1, and satisfies: 210mm≤L1≤230mm.

[0058] Specifically, the rear bending section 22 is connected to the rear end of the front connecting section 21, and the length of the rear bending section 22 in the front-rear direction is set to L1, which satisfies the following condition: 210mm≤L1≤230mm. That is, the length L1 of the rear bending section 22 in the front-rear direction can be set to 210mm, 213mm, 216mm, 219mm, 222mm, 225mm, 228mm, 230mm, or other values ​​between 210mm and 230mm. In this embodiment, the length L1 of the rear bending section 22 in the front-rear direction is set to 221mm.

[0059] Thus, setting the length L1 of the rear bending section 22 in the front-to-back direction to satisfy 210mm≤L1≤230mm can prevent the rear bending section 22 from being too short or too long in the front-to-back direction, which would affect the collapse effect of the rear bending section 22 and ensure the reliability of the energy absorption of the collapse section 2.

[0060] In other embodiments, the length of the front upper side beam 100 in the front-rear direction is set to L2, and satisfies: 935mm≤L2≤955mm.

[0061] Specifically, the length of the upper front beam 100 in the front-rear direction is set to L2, which is the length of the first connecting section 1, the collapsible section 2 and the second connecting section 3 as a whole in the front-rear direction, and satisfies: 935mm≤L2≤955mm. That is, the length L2 of the upper front beam 100 in the front-rear direction can be set to 935mm, 938mm, 940mm, 943mm, 946mm, 949mm, 952mm, 955mm, or other values ​​between 935mm and 955mm. In this embodiment, the length L2 of the upper front beam 100 in the front-rear direction is set to 945.166mm.

[0062] Thus, setting the length L2 of the upper front beam 100 in the front-rear direction to satisfy 935mm≤L2≤955mm can avoid the upper front beam 100 being too short in the front-rear direction, resulting in a short force transmission path and ensuring the weakening effect of the force. It can also avoid the upper front beam 100 being too long in the front-rear direction, occupying a large space and ensuring the rationality of the arrangement between the various structures of the front assembly.

[0063] Furthermore, by setting the length L1 of the rear bending section 22 in the front-to-back direction to satisfy: 210mm≤L1≤230mm, and setting the length L2 of the front upper beam 100 in the front-to-back direction to satisfy: 935mm≤L2≤955mm, the proportion of the rear bending section 22 to the overall length of the front upper beam 100 can be guaranteed. This ensures the structural strength of the front upper beam 100 while also guaranteeing the reliability of the energy absorption of the collapsing section 2 after the front upper beam 100 is subjected to force, thereby improving the safety of use.

[0064] In some embodiments, the ratio of the length of the rear bend 22 in the front-rear direction to the length of the front upper beam 100 in the front-rear direction is x, and satisfies: 22% ≤ x ≤ 24%.

[0065] Specifically, the rear bending section 22 is located at the rear of the collapsible section 2, and the collapsible section 2 is located at the middle of the upper front beam 100. That is, the rear bending section 22 is a part of the middle of the upper front beam 100, and the ratio of the length of the rear bending section 22 in the front-rear direction to the length of the upper front beam 100 in the front-rear direction is x, and satisfies: 22% ≤ x ≤ 24%. That is, the ratio x of the length of the rear bending section 22 in the front-rear direction to the length of the upper front beam 100 in the front-rear direction can be set to 22%, 22.2%, 22.4%, 22.6%, 22.8%, 23%, 23.2%, 23.4%, 23.6%, 23.8%, 24%, or other ratios between 22% and 24%. In this embodiment, the ratio x of the length of the rear bending section 22 in the front-rear direction to the length of the upper front beam 100 in the front-rear direction is set to 23.39%.

[0066] In this way, the proportion of the rear bending section 22 to the overall length of the front upper beam 100 can be guaranteed. This ensures the structural strength of the front upper beam 100, as well as the reliability of the energy absorption of the collapsible section 2 after the front upper beam 100 is subjected to force, thus improving the safety of use.

[0067] In some embodiments, the cross-sections of the first connecting segment 1 and the second connecting segment 3 are quadrilateral cross-sections.

[0068] Specifically, the upper front beam 100 is a hydraulic tube beam manufactured using a hydroforming process, allowing the cross-sectional shapes of the first connecting section 1, the collapsible section 2, and the second connecting section 3 to be set differently. In this embodiment, for example... Figure 5 As shown, the cross-section of the collapsed section 2 is a circular cross-section, and as... Figure 4 and Figure 6 As shown, the cross-sections of the first connecting segment 1 and the second connecting segment 3 can both be constructed as quadrilateral cross-sections, that is, the cross-sections of the first connecting segment 1 and the second connecting segment 3 can be constructed as rectangular cross-sections or irregular quadrilateral cross-sections, etc. In actual installation, the cross-sections of the first connecting segment 1 and the second connecting segment 3 can be set to be the same, or the cross-sections of the first connecting segment 1 and the second connecting segment 3 can be set to be different.

[0069] Furthermore, the first connecting section 1 is connected to the energy-absorbing box, and the second connecting section 3 is connected to the front structure 102. The cross-sections of the first connecting section 1 and the second connecting section 3 are constructed as quadrilateral sections, which can ensure the structural strength of the first connecting section 1 and the second connecting section 3, thereby ensuring the connection strength between the upper beam 100 of the front and the energy-absorbing box, as well as the connection strength between the second connecting section 3 and the front structure 102. This ensures the installation reliability of the upper beam 100 of the front, so that the upper beam 100 of the front can ensure both collapse reliability and structural strength, thus improving the safety of use.

[0070] Wherein, the lengths of two oppositely distributed sides in the quadrilateral cross-section of the first connecting segment 1 are the same, and / or the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment 3 are different. Alternatively, the lengths of only the two oppositely distributed sides in the quadrilateral cross-section of the first connecting segment 1 can be set to be the same, or the lengths of only the two oppositely distributed sides in the quadrilateral cross-section of the second connecting segment 3 can be set to be different, or the lengths of the two oppositely distributed sides in the quadrilateral cross-section of the first connecting segment 1 can be set to be the same, while the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment 3 can be set to be different.

[0071] In this embodiment, the lengths of two oppositely distributed sides in the quadrilateral cross-section of the first connecting segment 1 are set to be the same, that is, the cross-section of the first connecting segment 1 can be constructed as a rectangular cross-section, and the dimensions of the long side and the wide side can be set to 57.6mm and 49.6mm respectively. Meanwhile, the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment 3 are set to be different, that is, the cross-section of the second connecting segment 3 can be constructed as an irregular quadrilateral, and the lengths of the four sides of the cross-section can be set to 28.92mm, 31mm, 40.27mm and 43.84mm respectively. This ensures the structural strength of the first connecting segment 1 and the second connecting segment 3 and guarantees the reliability of the connection.

[0072] In some embodiments, the wall thickness of the first connecting segment 1 is set to d1, and satisfies: 2.15mm≤d1≤2.25mm. That is, the wall thickness d1 of the first connecting segment 1 can be set to 2.15mm, 2.16mm, 2.17mm, 2.18mm, 2.19mm, 2.2mm, 2.21mm, 2.22mm, 2.23mm, 2.24mm, 2.25mm, or other values ​​between 2.15mm and 2.25mm. In this embodiment, the wall thickness d1 of the first connecting segment 1 is set to 2.2mm. Setting the wall thickness d1 of the first connecting segment 1 to satisfy: 2.15mm≤d1≤2.25mm, and the cross-sectional structure of the first connecting segment 1 is a quadrilateral cross-section, can ensure the structural strength of the first connecting segment 1, thereby ensuring the reliability of the connection between the first connecting segment 1 and the energy-absorbing box and improving the safety of use.

[0073] In other embodiments, the wall thickness of the collapse segment 2 is set to d2, and satisfies: 2.1mm≤d2≤2.2mm. That is, the wall thickness d2 of the collapse segment 2 can be set to 2.1mm, 2.11mm, 2.12mm, 2.13mm, 2.14mm, 2.15mm, 2.16mm, 2.17mm, 2.18mm, 2.19mm, 2mm, or other values ​​between 2.1mm and 2.2mm. In this embodiment, the wall thickness d2 of the collapse segment 2 is set to 2.14mm. Setting the wall thickness d2 of the collapse segment 2 to satisfy: 2.1mm≤d2≤2.2mm, and the cross-sectional structure of the collapse segment 2 is a circular cross-section, can improve the force transmission efficiency of the upper beam 100 of the front fascia, and can ensure the reliability of the collapse energy absorption of the collapse segment 2, so as to improve the safety of use.

[0074] In other embodiments, the wall thickness of the second connecting segment 3 is set to d3, and satisfies: 1.95mm≤d3≤2.05mm. That is, the wall thickness d3 of the second connecting segment 3 can be set to 1.95mm, 1.96mm, 1.97mm, 1.98mm, 1.99mm, 2mm, 2.01mm, 2.02mm, 2.03mm, 2.04mm, 2.05mm, or other values ​​between 1.95mm and 2.05mm. In this embodiment, the wall thickness d3 of the second connecting segment 3 is set to 2mm. Setting the wall thickness d3 of the second connecting segment 3 to satisfy: 1.95mm≤d3≤2.05mm, and the cross-sectional structure of the second connecting segment 3 is a quadrilateral cross-section, can ensure the structural strength of the second connecting segment 3, thereby ensuring the reliability of the connection between the second connecting segment 3 and the front structure 102 and improving the safety of use.

[0075] In some embodiments, both the first connecting segment 1 and the second connecting segment 3 are provided with at least one positioning hole.

[0076] Specifically, such as Figures 1-3As shown, both the first connecting segment 1 and the second connecting segment 3 are provided with at least one positioning hole, that is, both the first connecting segment 1 and the second connecting segment 3 can be provided with one, two or three positioning holes. In this embodiment, the first connecting segment 1 is provided with a main positioning hole 11, and the second connecting segment 3 can be provided with a secondary positioning hole 31. The main positioning hole 11 and the secondary positioning hole 31 can ensure the setting of other holes of the upper front beam 100 and the characteristic dimensions of the upper front beam 100, thereby ensuring the accuracy of the connection between the upper front beam 100 and other structures, so as to ensure the reliability of installation.

[0077] In other embodiments, the collapsible section 2 is provided with a wire harness mounting hole 23 and a washing kettle pipe mounting hole 24.

[0078] Specifically, such as Figures 1-3 As shown, the collapsible section 2 is provided with wire harness mounting holes 23 and washing kettle pipe mounting holes 24. The wire harness mounting holes 23 are used to pass through the wire harness, and the washing kettle pipe mounting holes 24 are used to pass through the washing kettle pipe. There are multiple wire harness mounting holes 23, that is, there can be two, three, or four wire harness mounting holes 23. In this embodiment, the collapsible section 2 is provided with four wire harness mounting holes 23 and one washing kettle pipe mounting hole 24. That is, the wire harness mounting holes 23 and the washing kettle pipe mounting holes 24 are all concentrated in the collapsible section 2. During the manufacturing process, the material thickness of the collapsible section 2 can be reduced, thereby improving the reliability of the collapsible deformation of the collapsible section 2 and ensuring the safety of use.

[0079] And such as Figures 1-3 As shown, in actual installation, the first connecting section 1 is provided with two wire harness mounting holes 23, the connection between the first connecting section 1 and the collapsible section 2 is provided with one wire harness mounting hole 23, and the first connecting section 1 is also provided with a wire harness through hole 14 to ensure the rationality of the installation of the front upper beam 100 with the rest of the structure.

[0080] In other embodiments, the first connecting segment 1 is provided with a first main body mounting hole 12, and the second connecting segment 3 is provided with a second main body mounting hole 32.

[0081] Specifically, such as Figure 2As shown, the first connecting segment 1 is also provided with a first main body mounting hole 12, and the second connecting segment 3 is provided with a second main body mounting hole 32. Both the first main body mounting hole 12 and the second main body mounting hole 32 can be provided with multiple holes, that is, the first main body mounting hole 12 and the second main body mounting hole 32 can be provided with two, three or four holes, etc. In this embodiment, the first main body mounting hole 12 is provided with one hole, and the second main body mounting hole 32 can be provided with three holes. The first main body mounting hole 12 is provided with a first through hole 13, and the second main body mounting hole 32 is provided with a second through hole 33. The connector can be installed in the first main body mounting hole 12 through the first through hole 13, and can be installed in the second main body mounting hole 32 through the second through hole 33, which is convenient for installation. The connector can be provided with bolts, etc., which has a simple structure and low installation cost.

[0082] In other embodiments, the crumple zone 2 is provided with a fender bracket mounting portion 25, a side front reinforcement plate mounting portion 26, a front wheel arch side reinforcement plate inner mounting portion 27, and a front wheel arch lower reinforcement plate mounting portion 28.

[0083] Specifically, such as Figures 1-3 As shown, the crumple zone 2 is also provided with a fender bracket mounting part 25, a side wall front reinforcement plate mounting part 26, a front wheel arch side reinforcement plate inner mounting part 27, and a front wheel arch lower reinforcement plate mounting part 28. The fender bracket mounting part 25, the side wall front reinforcement plate mounting part 26, the front wheel arch side reinforcement plate inner mounting part 27, and the front wheel arch lower reinforcement plate mounting part 28 are all set as welding surfaces. The fender bracket mounting part 25 is used to install the fender bracket 103, the side wall front reinforcement plate mounting part 26 is used to install the side wall front reinforcement plate, the front wheel arch side reinforcement plate inner mounting part 27 is used to install the front wheel arch side reinforcement plate, and the front wheel arch lower reinforcement plate mounting part 28 is used to install the front wheel arch lower reinforcement plate, ensuring the reliability of the installation of the remaining structures.

[0084] Furthermore, the fender bracket mounting part 25, the side front reinforcing plate mounting part 26, the front wheel arch side reinforcing plate inner mounting part 27, and the front wheel arch lower reinforcing plate mounting part 28 are all provided in the crumple section 2. During the manufacturing process, the material thickness of the crumple section 2 can be reduced, thereby improving the reliability of the crumple deformation of the crumple section 2 and ensuring safety in use.

[0085] This utility model also proposes a front assembly.

[0086] According to an embodiment of the present invention, the front enclosure assembly includes a front enclosure longitudinal beam 101, an energy-absorbing box, a front enclosure structure 102, and a front enclosure upper beam 100 of any of the above. The front end of the first connecting section 1 and the front end of the front enclosure longitudinal beam 101 are both connected to the energy-absorbing box through a transition structure 104. The front enclosure structure 102 includes a shock absorber tower. The second connecting section 3 is connected to the top of the shock absorber tower, and the bottom of the shock absorber tower is connected to the top of the rear end of the front enclosure longitudinal beam 101.

[0087] Specifically, the front bulkhead assembly is located at the front of the vehicle. Its left and right sides can connect to the A-pillars, and its rear can connect to the vehicle floor. This allows the impact force to be transferred to the A-pillars and floor during a frontal collision, thereby improving vehicle safety. Figure 7 As shown, the front bulkhead assembly includes a front upper beam 100, a front bulkhead structure 102, an energy-absorbing box, and a front longitudinal beam 101 extending in the front-rear direction. The front end of the first connecting section 1 is connected to the rear side of the energy-absorbing box via a transition structure 104. The front end of the front longitudinal beam 101 is also connected to the rear side of the energy-absorbing box via a transition structure 104. The front side of the energy-absorbing box is connected to the anti-collision beam. The front bulkhead structure 102 includes a shock absorber tower. The second connecting section 3 is connected to the top of the shock absorber tower. The bottom of the shock absorber tower is connected to the top of the rear end of the front longitudinal beam 101. The rear end of the shock absorber tower and the rear end of the front longitudinal beam 101 can both be connected to the front bulkhead panel. The left and right sides of the front bulkhead panel can be connected to the A-pillars, and the bottom of the front bulkhead panel can be connected to the floor.

[0088] Thus, when a collision occurs at the front of the vehicle, the impact force acts on the anti-collision beam and is then transmitted to the energy-absorbing box. After the energy is absorbed by the energy-absorbing box, part of the impact force can be transmitted to the upper front beam 100 through the transition structure, and another part of the impact force can be transmitted to the longitudinal beam 101 of the front. The impact force transmitted to the upper front beam 100 can be transmitted rearward along the upper front beam 100 to the front structure 102, and then transmitted to the A-pillar or floor through the front structure 102. This increases the transmission path of the impact force, disperses the effect of the impact force, and improves the safety of use.

[0089] According to the front assembly of this utility model embodiment, a front upper beam 100 is provided, which can increase the force transmission path. By constructing at least a portion of the cross-section of the crumple section 2 as a circular cross-section, the force transmission efficiency of the front upper beam 100 can be improved. The structure is simple, which can reduce production costs, improve weight reduction, improve vehicle range performance, and reduce in-vehicle vibration and noise, ensuring user experience. At the same time, the crumple section 2 is constructed to be inclined outward from bottom to top along the front-rear direction, which can prevent the front upper beam 100 from intruding into the passenger compartment in the event of a collision, improving safety, better performance, and wider applicability.

[0090] This utility model also proposes a vehicle.

[0091] The vehicle according to an embodiment of the present invention includes the aforementioned front assembly.

[0092] The vehicle according to the present invention is provided with a front bulkhead assembly. The upper front beam 100 of the front bulkhead assembly can increase the force transmission path. By constructing at least a portion of the cross-section of the crumple zone 2 as a circular cross-section, the force transmission efficiency of the upper front beam 100 can be improved. The structure is simple, which can reduce production costs, improve weight reduction, improve vehicle range performance, and reduce in-vehicle vibration and noise, ensuring user experience. At the same time, the crumple zone 2 is constructed to be inclined outward from bottom to top along the front-rear direction, which can prevent the upper front beam 100 from intruding into the passenger compartment in the event of a collision, improving safety and performance, and broadening the scope of application.

[0093] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0094] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A front upper rail characterized by, The upper front beam includes a first connecting section, a collapsing section, and a second connecting section connected sequentially in the front-rear direction. The first connecting section is used to connect to the energy-absorbing box, and the second connecting section is used to connect to the front structure. The collapsing section is constructed to be inclined outward from bottom to top in the front-rear direction, and at least a portion of the cross-section of the collapsing section is circular.

2. The upper dash upper rail of claim 1, wherein, The upper side beam of the front fascia is a hydraulic tube beam formed using a hydroforming process.

3. The upper dash upper rail of claim 1, wherein, The collapsible section includes a front connecting section and a rear bending section distributed sequentially along the front-to-back direction, and there is an angle between the extension direction of the rear bending section and the extension direction of the front connecting section.

4. The upper dash beam according to claim 3, characterized in that The length of the rear bending section in the front-to-back direction is set as L1, and satisfies: 210mm≤L1≤230mm; And / or, the length of the upper front beam in the front-to-back direction is set to L2, and satisfies: 935mm≤L2≤955mm.

5. The upper dash beam of claim 3, wherein, The ratio of the length of the rear bending section in the front-to-back direction to the length of the upper front beam in the front-to-back direction is x, and satisfies: 22% ≤ x ≤ 24%.

6. The upper dash upper rail of claim 1, wherein, The cross-sectional structure of the first connecting segment and the second connecting segment is a quadrilateral cross-section; Wherein, the lengths of two oppositely distributed sides in the quadrilateral cross-section of the first connecting segment are the same, and / or the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment are different.

7. The upper dash upper rail of claim 1, wherein, The wall thickness of the first connecting segment is set to d1, and satisfies: 2.15mm≤d1≤2.25mm; And / or, the wall thickness of the collapsed section is set to d2, and satisfies: 2.1mm≤d2≤2.2mm; And / or, the wall thickness of the second connecting segment is set to d3, and satisfies: 1.95mm≤d3≤2.05mm.

8. The upper dash upper rail of claim 1, wherein, Both the first connecting segment and the second connecting segment are provided with at least one positioning hole; And / or, the collapsible section is provided with a wire harness mounting hole and a washing jug pipe mounting hole; And / or, the first connecting segment is provided with a first main body mounting hole, and the second connecting segment is provided with a second main body mounting hole; And / or, the crumple zone is provided with a fender bracket mounting part, a side panel front reinforcement plate mounting part, a front wheel arch side reinforcement plate inner mounting part, and a front wheel arch lower reinforcement plate mounting part.

9. A front wall assembly characterized in that, The device includes a front longitudinal beam, an energy-absorbing box, a front structure, and a front upper beam as described in any one of claims 1-8. The front end of the first connecting section and the front end of the front longitudinal beam are both connected to the energy-absorbing box via a transition structure. The front structure includes a shock absorber tower. The second connecting section is connected to the top of the shock absorber tower, and the bottom of the shock absorber tower is connected to the top of the rear end of the front longitudinal beam.

10. A vehicle characterized by comprising: Includes the front assembly as described in claim 9.

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