Front rail structure, front assembly, and vehicle

Abstract

The application relates to the technical field of vehicle beam structure, aims to solve the technical problem that the energy absorption effect of a force transmission path of a front side beam structure is poor, and provides a front side beam structure, a front assembly and a vehicle. One end of the front side beam structure in an extension direction is used for connecting a front bumper beam assembly, the other end of the front side beam structure in the extension direction is used for connecting an A-pillar assembly, the front side beam structure comprises a plurality of connecting sections, the connecting sections are sequentially connected in a first direction, and the cross-sectional areas of the connecting sections gradually increase backward in the first direction. A weak area is formed between each two adjacent connecting sections, and the weak areas are configured to be sequentially crushed from front to back along the length direction of the vehicle when the front bumper beam assembly is impacted. The application has the beneficial effect of ensuring the reliability of energy absorption and impact force kinetic energy transmission of the front side beam structure.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to front beam structures, front assemblies, and vehicles. Background Technology

[0002] In related technologies, when a vehicle is subjected to impact forces such as collisions or crashes, the front assembly suffers from poor energy absorption in the force transmission path. Utility Model Content

[0003] This application provides a front beam structure, a front assembly, and a vehicle to solve the technical problem of poor energy absorption effect in the force transmission path of the front beam structure.

[0004] The embodiments of this application are implemented as follows: In a first aspect, this application provides a front beam structure, one end of which is used to connect to a front bumper beam assembly, and the other end of which is used to connect to an A-pillar assembly. The front beam structure includes multiple connecting segments that are sequentially connected along a first direction, and the cross-sectional area of ​​the multiple connecting segments gradually increases rearward along the first direction. A weak zone is formed between each pair of adjacent connecting segments, and the multiple weak zones are configured to be crushed sequentially from front to rear along the length of the vehicle when the front bumper beam assembly is impacted.

[0005] According to the front beam structure of this application, after the front bumper beam assembly is impacted, the impact force is transmitted to the front beam structure through the front bumper beam. During the gradual transmission of the impact force from multiple connecting sections, multiple weak areas can be guided to bend and crush sequentially, thereby absorbing part of the impact force. Simultaneously, the cross-sectional area of ​​the connecting sections gradually increases, causing the deformation of the connecting sections to gradually decrease, ensuring the structural integrity of the rear connecting sections and preventing them from being crushed. This ensures that the impact force and kinetic energy can be stably transmitted to the A-pillar assembly. Therefore, the front beam structure of this application can effectively disperse and transmit impact force, and reliably absorb energy during the transmission process through various components, thus meeting the requirements of offset collision tests, improving occupant protection, and achieving economic efficiency and miniaturization of the front assembly.

[0006] In one possible implementation: The number of connecting segments is three, and the three connecting segments are divided into a first connecting segment, a second connecting segment and a third connecting segment. The cross-sectional area of ​​the first connecting segment is S1, the cross-sectional area of ​​the second connecting segment is S2, and the cross-sectional area of ​​the third connecting segment is S3. S2:S1 is between 1.1 and 1.3, and S3:S1 is between 1.3 and 1.5.

[0007] In one possible implementation: On the outward side surface of the front beam structure along the second direction, the first connecting segment forms a first connecting wall, and the second connecting segment forms a second connecting wall; the second connecting wall is offset outward by a first offset distance relative to the first connecting wall along the second direction, and a first guide portion is provided at the connection between the first connecting wall and the second connecting wall, and the first guide portion forms a first weak area.

[0008] In one possible implementation: On the outward side surface of the front beam structure along the second direction, the second connecting segment forms a second connecting wall surface, the second connecting wall surface includes a first wall surface segment and a second wall surface segment, the first wall surface segment connects to the first connecting segment, and the second wall surface segment connects to the third connecting segment; the second wall surface segment is offset outward by a second offset distance relative to the first wall surface segment along the second direction, and a second guide portion is provided at the connection between the second wall surface segment and the first wall surface segment, the second guide portion is used to guide the second wall surface segment and the first wall surface segment to bend relative to each other.

[0009] In one possible implementation: On the outward side surface of the front beam structure along the second direction, the second connecting segment forms a second connecting wall, and the third connecting segment forms a third connecting wall; one end of the third connecting wall connected to the second connecting wall is offset inward by a third offset distance relative to the second connecting wall along the second direction, and a third guide portion is provided at the connection between the third connecting wall and the second connecting wall, and the third guide portion forms a second weak zone.

[0010] In one possible implementation: The cross-sectional area of ​​the second connecting segment gradually increases in the direction approaching the third connecting segment.

[0011] In one possible implementation: The front beam structure has a second weak zone at one end near the A-pillar assembly. The second weak zone is located on the side of the front beam structure that is upward along the height direction of the vehicle. The front beam structure also includes a first reinforcing part, which is connected to the third connecting section. The first reinforcing part is located on the rear side of the second weak zone along a first direction.

[0012] In one possible implementation: The front beam structure has a second weak zone at one end near the A-pillar assembly. The second weak zone is located on the side of the front beam structure that faces upward along the height direction of the vehicle. The front beam structure also includes a second reinforcing part that connects to the third connecting section. The second reinforcing part is located on the lower side of the second weak zone along the height direction of the vehicle.

[0013] Secondly, this application provides a front assembly, including: a front bumper beam assembly, the aforementioned front side beam structure, and an A-pillar assembly. One end of the front side beam structure is connected to the front bumper beam assembly, and the other end of the front side beam structure is connected to the A-pillar assembly.

[0014] Thirdly, this application provides a vehicle including the aforementioned front assembly. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application.

[0017] Figure 2 This is a side view of the internal structure of a vehicle according to an embodiment of this application.

[0018] Figure 3 This is a partial top view of the internal structure of a vehicle according to an embodiment of this application.

[0019] Figure 4 This is a partial structural schematic diagram of the front assembly according to an embodiment of this application.

[0020] Figure 5 This is a side view of the first side beam and front side beam structure according to an embodiment of this application.

[0021] Figure 6 This is a cross-sectional view of the first connecting segment according to an embodiment of this application.

[0022] Figure 7 This is a cross-sectional view of the second connecting segment according to an embodiment of this application.

[0023] Figure 8 This is a cross-sectional view of the third connecting segment according to an embodiment of this application.

[0024] Figure 9 This is a three-dimensional structural diagram of the front beam structure according to an embodiment of this application.

[0025] Figure 10 This is an exploded structural diagram of the front beam structure according to an embodiment of this application.

[0026] Figure 11 This is a structural schematic diagram of the outer plate of the front beam according to an embodiment of this application.

[0027] Figure 12 This is a structural schematic diagram of the outer plate of the front beam according to another embodiment of this application.

[0028] Figure 13 This is a cross-sectional view of the outer plate of the front beam according to another embodiment of this application.

[0029] Figure 14 for Figure 13 A magnified structural diagram at point I.

[0030] Figure 15 for Figure 13 A magnified structural diagram at point II.

[0031] Figure 16 for Figure 13 A magnified structural diagram at point III.

[0032] Explanation of key component symbols: 1. Vehicle; 100. Front assembly; 10. Front bumper beam assembly; 21. Connecting section; 22. Weak zone; 22c. First weak zone; 22d. Second weak zone; 30. Upper side beam structure; 40. Front side beam structure; 41. First connecting section; 411. Connecting inner plate; 412. Connecting outer plate; 4121. First connecting plate; 4122. Second connecting plate; 4123. Third connecting plate; 42. Second connecting section; 43. Third connecting section; 44. First guide section; 45. Second guide section; 46. Third guide section; 47. First reinforcement section; 48. Second reinforcement section; 49. Guide structure; 40a. Front side beam inner plate; 40b. Front side beam outer plate; P4 1. First connecting wall; P42. Second connecting wall; P421. First wall segment; P422. Second wall segment; P423. Second stepped wall; P43. Third connecting wall; P44. First stepped wall; P45. Concave wall; P46. Protruding wall; 50. Front longitudinal beam; 51. Bending guide area; C40. Avoidance groove; 60. A-pillar assembly; 200. Top frame longitudinal beam; 300. Sill beam; 400. B-pillar; 500. Rear assembly; 600. Connector; 601. First connecting end; 602. Second connecting end; 603. Third connecting end; 700. Central passage side beam; X. Length direction; Y. Width direction; Z. Height direction.

[0033] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this application. Detailed Implementation

[0034] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0035] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. When a component is said to be "set on" another component, it can be directly set on the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "or / and" as used herein includes any and all combinations of one or more of the associated listed items.

[0037] Some embodiments of this application are described in detail. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0038] See Figure 1 This embodiment provides a vehicle 1. Vehicle 1 has a length direction X, a width direction Y, and a height direction Z. The length direction X of vehicle 1 can be... Figure 1 The first direction is the front-to-back direction of vehicle 1. The width direction Y of vehicle 1 can be... Figure 1 In the second direction, the height direction Z of vehicle 1 can be... Figure 1 The third direction in the context. Unless otherwise specified, in this embodiment, "outward" means from the interior space of vehicle 1 to the exterior space of vehicle 1, "inward" means from the exterior space of vehicle 1 to the interior space of vehicle 1, "forward" means from the rear of vehicle 1 to the front of vehicle 1, "rearward" means from the front of vehicle 1 to the rear of vehicle 1, "upward" means along the height direction Z of vehicle 1 from the bottom side of vehicle 1 to the top side of vehicle 1, and "downward" means along the height direction Z of vehicle 1 from the top side of vehicle 1 to the bottom side of vehicle 1.

[0039] See Figure 2Vehicle 1 includes a front assembly 100, a top frame longitudinal beam 200, a front longitudinal beam 50, a sill beam 300, a B-pillar 400, and a rear assembly 500. The front assembly 100, B-pillar 400, and rear assembly 500 are arranged sequentially along the length X direction of vehicle 1. The top frame longitudinal beam 200 is located on the upper side of vehicle 1 in the height Z direction. The top frame longitudinal beam 200 connects the upper ends of the front assembly 100 and B-pillar 400 along the height Z direction of vehicle 1 to the rear assembly 500. The sill beam 300 connects the lower ends of the front assembly 100 and B-pillar 400 along the height Z direction of vehicle 1 to the rear assembly 500. One end of the front longitudinal beam 50 is connected to the front assembly 100, and the other end of the front longitudinal beam 50 is connected to the sill beam 300 and the underfloor longitudinal beam. The sill beam 300 can be structurally supported by bidirectional steel roll forming components, and the material of the sill beam 300 can be HC820 / 1180DP.

[0040] See Figure 3 The vehicle 1 also includes a connector 600 and a center channel side beam 700. The connector 600 has a first connecting end 601, a second connecting end 602, and a third connecting end 603. The first connecting end 601 extends forward along the length direction X of the vehicle 1. The second connecting end 602 extends outward along the width direction Y of the vehicle 1. The third connecting end 603 extends inward along the width direction Y of the vehicle 1. The first connecting end 601 connects to the rear end of the front longitudinal beam 50 along the length direction X of the vehicle 1, the second connecting end 602 connects to the sill beam 300, and the third connecting end 603 connects to the center channel side beam 700. The center channel side beam 700 extends rearward along the length direction X of the vehicle 1 and connects to the rear floor side beam. Thus, the connector 600 forms a force transmission layout, allowing the impact force and kinetic energy of the front longitudinal beam 50 to be synchronously transmitted to the sill beam 300 and the center channel side beam 700.

[0041] In this embodiment, two of each of the top frame longitudinal beam 200, front longitudinal beam 50, sill beam 300, and B-pillar 400 are provided and are spaced apart along the width direction Y of the vehicle 1.

[0042] See also Figure 4 The front assembly 100 includes a front bumper beam assembly 10, a front side beam structure 40, and an A-pillar assembly 60. One end of the front side beam structure 40 is connected to the front bumper beam assembly 10, and the other end is connected to the A-pillar assembly 60. The front side beam structure 40 can be directly connected to the front bumper beam assembly 10, or indirectly connected to it through other structures. For example, see... Figure 4 The front assembly 100 also includes an upper side beam structure 30, and the front side beam structure 40 is connected to the front anti-collision beam assembly 10 through the upper side beam structure 30.

[0043] See Figure 4The front beam structure 40 includes multiple connecting segments 21. The multiple connecting segments 21 are connected sequentially along the length direction X of the vehicle 1, and the cross-sectional area of ​​the multiple connecting segments 21 gradually increases rearward along the first direction. The connection between two adjacent connecting segments 21 has a weak zone 22, and the multiple weak zones 22 are configured to be crushed sequentially from front to rear along the length direction X of the vehicle 1 when the front bumper beam assembly is impacted.

[0044] According to the front beam structure 40 of this application, after the front bumper beam assembly 10 is impacted, the impact force is transmitted to the front beam structure 40 through the front bumper beam assembly 10. During the gradual transmission of the impact force from multiple connecting sections 21, multiple weak points 22 can be guided to bend and crush sequentially, thereby absorbing part of the impact force. Simultaneously, the cross-sectional area of ​​the connecting sections 21 gradually increases, causing the deformation of the connecting sections 21 to gradually decrease, ensuring the structural integrity of the rear connecting sections 21 and preventing them from being crushed, thus ensuring that the impact force and kinetic energy can be stably transmitted to the A-pillar assembly 60. Therefore, the front beam structure 40 of this application can effectively disperse and transmit impact force, and reliably absorb energy during the transmission process through various components, thereby meeting the requirements of offset collision tests for vehicle 1, improving occupant protection, and achieving the economic and miniaturization needs of the front assembly 100.

[0045] Furthermore, compared to related technologies that enhance the strength and impact resistance of the front beam structure 40 by reinforcing it, this design achieves energy absorption through the gradual collapse of the front beam structure 40, with each connecting segment 21 losing energy sequentially. This ensures reliable and effective attenuation of force along the transmission path of the front beam structure 40. In this design, there is no need to increase the strength of the front beam structure 40, thus meeting the requirements for cost-effectiveness and miniaturization while still satisfying testing requirements.

[0046] Therefore, the front beam structure 40 of this embodiment can effectively disperse and transmit impact force, and achieve reliable energy absorption of impact through various components during the transmission process, thereby meeting the requirements of offset collision test of vehicle 1, improving the protection of occupants, and meeting the needs of economy and miniaturization of front assembly 100.

[0047] In this embodiment, there are multiple ways to set the weak area 22. For example, if the extension directions of two adjacent connecting segments 21 are set at an angle, the connection point of the two connecting segments 21 can form a weak area 22. For example, if the material strength at the connection point of two adjacent connecting segments 21 is less than the material strength of the two connecting segments 21, the connection point of the two connecting segments 21 can form a weak area 22. Another example is that the connection point of two adjacent connecting segments 21 has an abrupt structure, such as a guide groove, guide rib, or guide step, then this abrupt structure can form a weak area 22. Therefore, there are multiple ways to set the weak area 22, and the specific construction method of the weak area 22 can be determined based on the actual position of the connecting segments 21 in the vehicle 1, processing conditions, etc.

[0048] In some embodiments, see Figure 5 The front beam structure 40 includes a first connecting section 41, a second connecting section 42, and a third connecting section 43 connected sequentially along the length X of the vehicle 1. The first connecting section 41 connects to the second energy-absorbing part 122, and the end of the third connecting section 43 facing away from the second connecting section 42 is used to connect to the A-pillar assembly 60. In a plane perpendicular to the length X of the vehicle 1, the cross-sectional area of ​​the first connecting section 41 is smaller than that of the second connecting section 42, and the cross-sectional area of ​​the second connecting section 42 is smaller than that of the third connecting section 43. Thus, by gradually increasing the cross-sectional area of ​​the first connecting section 41, the second connecting section 42, and the third connecting section 43, the strength of the front beam structure 40 can be gradually increased, so that the deformation generated by the front beam structure 40 during crushing and energy absorption is smaller, while absorbing a certain amount of impact force and transmitting the remaining impact force to the A-pillar assembly 60. Furthermore, since the front side beam structure 40 is usually aligned with the front wheel hub, by increasing the strength of the rear end of the front side beam structure 40 along the length direction X of the vehicle 1, the deformation of the rear end of the front side beam structure 40 can be reduced, and some of the kinetic energy of the impact force can be absorbed, so that the third connecting section 43 will not be directly crushed, thereby ensuring that the impact force will not directly crush the A-pillar assembly 60, ensuring the integrity of the door ring structure formed by the A-pillar assembly 60, B-pillar 400 and sill beam 300, thereby ensuring that the door can be opened normally after a collision, and ensuring that the occupants can escape smoothly.

[0049] In some embodiments, see Figure 5 The projection of the bending guide area 51 along the width direction Y of the vehicle 1 is located between the two ends of the first connecting section 41 along the length direction X of the vehicle 1. In this way, during the bending process of the front beam structure 40, an outward force along the width direction Y of the vehicle 1 can be applied to the bending guide area 51 of the front longitudinal beam 50, causing the front longitudinal beam 50 to bend outward in the bending guide area 51 without crushing towards the passenger compartment, thus ensuring the safety of impact force transmission.

[0050] In some embodiments, see Figures 6 to 8 The cross-sectional area of ​​the first connecting segment 41 is S1, the cross-sectional area of ​​the second connecting segment 42 is S2, and the cross-sectional area of ​​the third connecting segment 43 is S3. S2: S1 is between 1.1 and 1.3, and S3: S1 is between 1.3 and 1.5.

[0051] Optionally, S2:S1 can be any one of 1.1, 1.2, or 1.3. S3:S1 can be any one of 1.3, 1.4, or 1.5.

[0052] In some embodiments, see Figures 6 to 8 The cross-section of the first connecting segment 41 along the width direction Y of the vehicle 1 is larger than the cross-section of the second connecting segment 42 along the width direction Y of the vehicle 1, and the cross-section of the second connecting segment 42 along the width direction Y of the vehicle 1 is larger than the cross-section of the third connecting segment 43 along the width direction Y of the vehicle 1.

[0053] In some embodiments, see Figures 6 to 8 The dimension of the cross section of the first connecting segment 41 along the height direction Z of the vehicle 1 is smaller than the dimension of the cross section of the second connecting segment 42 along the width direction Y of the vehicle 1, and the dimension of the cross section of the second connecting segment 42 along the width direction Y of the vehicle 1 is smaller than the dimension of the cross section of the third connecting segment 43 along the width direction Y of the vehicle 1.

[0054] Optionally, the material of the front side beam structure 40 can be HC420 / 780DP, and the wall thickness of the front side beam structure 40 can be between 1.1 mm and 1.3 mm. For example, the wall thickness of the front side beam structure 40 can be 1.1 mm, 1.2 mm, or 1.3 mm. In this way, it can be ensured that the impact force transmitted by the front bumper beam assembly 10 can be stably transmitted to the A-pillar assembly 60 through the front side beam structure 40.

[0055] In some embodiments, along the length direction X of the vehicle 1, the cross-sectional area of ​​the second connecting segment 42 gradually increases in the direction approaching the third connecting segment 43. Thus, the strength of the second connecting segment 42 gradually increases, which facilitates guiding the first weak region 22c to bend before the second weak region 22d.

[0056] In some embodiments, see Figure 9 A first weak zone 22c is formed between the first connecting segment 41 and the second connecting segment 42. A second weak zone 22d is provided at the connection between the second connecting segment 42 and the third connecting segment 43.

[0057] In some embodiments, see Figure 10The front side beam structure 40 includes an inner front side beam plate 40a and an outer front side beam plate 40b. The outer front side beam plate 40b is connected to the inner front side beam plate 40a on one side outward along the width direction Y of the vehicle 1. The first connecting wall surface P41, the second connecting wall surface P42, and the third connecting wall surface P43 are all located on the outer side beam plate.

[0058] In some embodiments, see Figure 11 The first connecting segment 41 includes an inner connecting plate 411 and an outer connecting plate 412. The outer connecting plate 412 connects to the outer side of the inner connecting plate 411 along the width direction Y of the vehicle 1. The outer connecting plate 412 includes a first connecting plate 4121, a second connecting plate 4122, and a third connecting plate 4123. The second connecting plate 4122 connects to the side of the first connecting plate 4121 facing upward along the height direction Z of the vehicle 1, and the third connecting plate 4123 connects to the side of the second connecting plate 4122 facing downward along the height direction Z of the vehicle 1. The width of the third connecting plate 4123 gradually decreases in the direction close to the second connecting segment 42. This allows the first connecting segment 41 to transition smoothly and facilitates the angled intersection of the first connecting segment 41 and the second connecting segment 42, thereby forming a first weak zone 22c at the connection between the first connecting segment 41 and the second connecting segment 42.

[0059] Optionally, the angle between the edge of the third connecting plate 4123 toward the first weak area 22c and the surface of the first connecting plate 4121 is approximately 19°.

[0060] Figures 12 to 16 This application illustrates how the front beam structure 40 constructs the first weak zone 22c according to another embodiment of the present application.

[0061] In some embodiments, see Figures 12 to 14 On the outer side surface of the front beam structure 40 along the width direction Y of the vehicle 1, the first connecting section 41 forms a first connecting wall surface P41, the second connecting section 42 forms a second connecting wall surface P42, and the third connecting section 43 forms a third connecting wall surface P43.

[0062] The second connecting wall P42 is offset outward by a first offset distance relative to the first connecting wall P41 along the width direction Y of the vehicle 1. A first guide portion 44 is provided at the connection between the first connecting wall P41 and the second connecting wall P42, and the first guide portion 44 forms a first weak area 22c.

[0063] Specifically, the first connecting wall surface P41 and the second connecting wall surface P42 are connected by a first stepped wall surface P44, which is configured as a first guide portion 44. The inclination angle of the first stepped wall surface P44 relative to the first connecting wall surface P42 is 160°. The first stepped wall surface P44 and the first connecting wall surface P41 are connected by a transition fillet with a radius of approximately 12 mm. The first stepped wall surface P44 and the first connecting wall surface P41 are connected by a transition fillet with a radius of approximately 12 mm. The first stepped wall surface P44 and the second connecting wall surface P42 are connected by a transition fillet with a radius of approximately 12 mm.

[0064] The first offset distance is approximately 2 to 4 millimeters. For example, the first offset distance can be 2 millimeters, 3 millimeters, or 4 millimeters.

[0065] In some embodiments, see Figure 12 , Figure 13 and Figure 15 The second connecting wall surface P42 includes a first wall segment P421 and a second wall segment P422. One end of the first wall segment P421 along the length X direction of the vehicle 1 is connected to the first connecting segment 41. One end of the second wall segment P422 along the length X direction of the vehicle 1 is connected to the other end of the first wall segment P421 along the length X direction of the vehicle 1, and the other end of the second wall segment P422 along the length X direction of the vehicle 1 is connected to the third connecting segment 43. The second wall segment P422 is offset outwards from the first wall segment P421 along the width Y direction of the vehicle 1 by a second offset distance. The second wall segment P422 and the first wall segment P421 are connected by a second stepped wall surface P423. A second guide portion 45 is provided at the connection point of the first wall segment P421 near the second stepped wall surface P423. The second guide portion 45 is used to guide the second wall segment P422 to bend relative to the first wall segment P421.

[0066] Specifically, the second wall segment P422 is connected to the first wall segment P421 via a second stepped wall surface P423. A guide structure 49 is formed at the end of the first wall segment P421 near the second stepped wall surface P423, and the extension direction of the guide structure 49 intersects the length direction X of the vehicle 1. The guide structure 49 and the second stepped wall surface P423 together form the second guide portion 45.

[0067] Thus, the guiding structure 49 and the second step wall P423 can weaken the fifth beam segment 42, causing the fifth beam segment 42 to undergo local folding during the impact force transmission process, so as to absorb part of the impact force and kinetic energy, and transmit the remaining impact force to the sixth beam segment 43, thereby greatly reducing the possibility that the sixth beam segment 43 will be subjected to excessive impact force and be crushed.

[0068] Specifically, the guide structure 49 can be constructed as a recessed groove or a corrugated rib extending inward along the width direction Y of the vehicle 1. When the guide structure 49 is a corrugated rib, the cross-section of the corrugated rib is arc-shaped, and the radius of the arc is approximately 12 mm. This arc shape can be constructed as a semi-circle. The second step wall surface P423 is connected to the first wall surface segment P421 and the second wall surface segment P422 by a transition fillet. The distance between the first wall surface segment P421 and the second wall surface segment P422 is approximately 3.5 mm.

[0069] In some embodiments, see Figure 12 , Figure 13 and Figure 16 A clearance groove C40 is formed at the connection between the third connecting wall surface P43 and the second connecting wall surface P42. The clearance groove C40 is recessed inward along the width direction Y of the vehicle 1. A third guide portion 46 is provided on the bottom surface of the clearance groove C40. The third guide portion 46 is formed as a second weak area 22d.

[0070] Specifically, the third guide portion 46 can be configured as a recessed groove or a corrugated rib that extends inward along the width direction Y of the vehicle 1. The third guide portion 46 is connected to the second connecting wall surface P42 and the third connecting wall surface P43 by a transition fillet. The distance between the second connecting wall surface P42 and the third connecting wall surface P43 is approximately 6.5 mm.

[0071] In some embodiments, see Figure 12 The second weak zone 22d is located on the side of the front beam structure 40 along the Z-direction of the vehicle 1. The front beam structure 40 also includes a first reinforcing part 47. The first reinforcing part 47 connects to the third connecting section 43. The first reinforcing part 47 is located on the rear side of the second weak zone 22d along the X-direction of the vehicle 1. In this way, the second weak zone 22d can be supported along the X-direction of the vehicle 1, so that the second weak zone 22d only undergoes local bending and does not directly collapse, thereby stably transmitting the impact force and kinetic energy to the A-pillar assembly 60 and realizing the subsequent impact force transmission.

[0072] In some embodiments, the first reinforcing part 47 includes a convex wall surface P46. The convex wall surface P46 protrudes outward relative to the third connecting wall surface P43 along the width direction Y of the vehicle 1.

[0073] Optionally, the protrusion height of the convex wall surface P46 relative to the third connecting wall surface P43 is approximately 26 mm to 33 mm. For example, the recess depth can be any one of 26 mm, 27 mm, 28 mm, 29 mm, 30 mm, 31 mm, 32 mm, or 33 mm.

[0074] In other embodiments, the first reinforcing part 47 may also be reinforced by means of reinforcing ribs or the like.

[0075] In some embodiments, see Figure 12 The front beam structure 40 also includes a second reinforcing section 48. The second reinforcing section 48 connects to the third connecting section 43 and is located on the lower side of the second weak zone 22d along the height direction Z of the vehicle 1. Thus, the second reinforcing section 48 can support the second weak zone 22d, ensuring that the second weak zone 22d only experiences localized bending. This absorbs a certain amount of impact force and kinetic energy while stably transmitting the remaining impact force and kinetic energy to the A-pillar assembly 60, thereby further reducing the risk of the wheel hub being pressed into the lower end of the A-pillar assembly 60 and ensuring the integrity of the passenger compartment.

[0076] In some embodiments, see Figure 12 The second reinforcing part 48 includes a concave wall surface P45. The concave wall surface P45 is recessed inward in the width direction Y of the vehicle 1 relative to the third connecting wall surface P43. The recessed concave wall surface P45 can reinforce the third connecting section 43.

[0077] Optionally, the recessed depth of the concave wall surface P45 relative to the third connecting wall surface P43 is approximately 5 mm to 7 mm. For example, the recessed depth can be any one of 5 mm, 6 mm, or 7 mm.

[0078] In other embodiments, the second reinforcing part 48 may also be reinforced by means of reinforcing ribs or the like.

[0079] In some embodiments, see Figure 12 The cross-sectional area of ​​the end of the third connecting segment 43 away from the second connecting segment 42 is larger than the cross-sectional area of ​​the end of the third connecting segment 43 closer to the second connecting segment 42. This further improves the support strength of the third connecting segment 43, enabling it to stably transmit impact force and kinetic energy to the A-pillar assembly 60.

[0080] According to the front beam structure 40 of this embodiment, after the impact force is transmitted from the front bumper beam assembly 10 to the front beam structure 40, the structure of the first connecting section 41 can remain intact. The impact force is transmitted to the first weak area 22c, causing the first weak area 22c to bend. During the process of the first connecting section 41 contacting and crushing the barrier, the first connecting section 41 squeezes the second connecting section 42, causing the second weak area 22d to bend locally. Due to the strength of the third connecting section 43, the second connecting section 42 can transmit the impact force and kinetic energy to the third connecting section 43 while maintaining the structural integrity of the third connecting section 43, and then to the A-pillar assembly 60. Therefore, the front beam structure 40 of this embodiment can achieve two crushing kinetic energy attenuation, stably transmit the impact force and kinetic energy to the A-pillar assembly 60, and reduce the risk of the wheel hub intruding into the lower end of the A-pillar assembly 60, ensuring the stability of the door ring structure composed of the A-pillar assembly 60, B-pillar 400 and sill beam 300, thereby reducing the overall requirements for the door ring structure.

[0081] In this embodiment, during the 40% offset crash test of Vehicle 1 in the NCAP (New Car Assessment Program), the impact force is transmitted through the front bumper beam assembly 10. A portion of the impact force is transmitted to the front longitudinal beam 50. Another portion is transmitted to the upper side beam structure 30. The upper side beam structure 30 crushes under the impact force, causing the front longitudinal beam 50 to shift outwards along the width direction Y of Vehicle 1 and crush. Subsequently, the impact force from the upper side beam structure 30 is transmitted to the front side beam structure 40, where it crushes, and then the impact force is transmitted to the A-pillar assembly 60. A portion of the impact force reaching the A-pillar assembly 60 is transmitted to the B-pillar 400, and another portion is transmitted to the sill beam 300, ultimately reaching the rear assembly 500. The impact force from the front longitudinal beam 50 is transmitted to the sill beam 300 and the center tunnel side beam 700, down to the underfloor longitudinal beam.

[0082] Therefore, the vehicle 1 in this embodiment can achieve a stable force transmission path on both the inner and outer sides of the vehicle 1, achieve the maximum energy absorption effect in a limited development structure, and ultimately meet the five-star safety requirements of the 40% offset collision test.

[0083] Specifically, vehicle 1 in this embodiment can achieve a five-star safety rating in the 40% offset crash test in LATINNCAP (LATIN New Car Assessment Program).

[0084] The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the above preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions to the technical solutions of this application should not depart from the spirit and scope of the technical solutions of this application.

Claims

1. A front beam structure, characterized in that, One end of the front beam structure is used to connect to the front bumper beam assembly, and the other end of the front beam structure is used to connect to the A-pillar assembly. The front beam structure includes multiple connecting segments, which are connected sequentially along a first direction. The cross-sectional area of ​​the multiple connecting segments gradually increases rearward along the first direction. A weak zone is formed between each pair of adjacent connecting segments, and the multiple weak zones are configured to be crushed sequentially from front to rear along the length of the vehicle when the front bumper beam assembly is impacted.

2. The front beam structure according to claim 1, characterized in that: The number of connecting segments is three, and the three connecting segments are divided into a first connecting segment, a second connecting segment and a third connecting segment. The cross-sectional area of ​​the first connecting segment is S1, the cross-sectional area of ​​the second connecting segment is S2, and the cross-sectional area of ​​the third connecting segment is S3. S2:S1 is between 1.1 and 1.3, and S3:S1 is between 1.3 and 1.

5.

3. The front beam structure according to claim 2, characterized in that: On the outward side surface of the front beam structure along the second direction, the first connecting segment forms a first connecting wall surface, and the second connecting segment forms a second connecting wall surface; The second connecting wall is offset outward by a first offset distance relative to the first connecting wall in a second direction. A first guide portion is provided at the connection between the first connecting wall and the second connecting wall, and the first guide portion forms a first weak area.

4. The front beam structure according to claim 2, characterized in that: On the outward side surface of the front beam structure along the second direction, the second connecting segment forms a second connecting wall surface, the second connecting wall surface includes a first wall surface segment and a second wall surface segment, the first wall surface segment connects to the first connecting segment, and the second wall surface segment connects to the third connecting segment; The second wall segment is offset outward by a second offset distance relative to the first wall segment in a second direction. A second guide portion is provided at the connection between the second wall segment and the first wall segment. The second guide portion is used to guide the second wall segment to bend relative to the first wall segment.

5. The front beam structure according to claim 2, characterized in that: On the outward side surface of the front beam structure along the second direction, the second connecting segment forms a second connecting wall surface, and the third connecting segment forms a third connecting wall surface; The end of the third connecting wall that connects to the second connecting wall is offset inward by a third offset distance relative to the second connecting wall in the second direction. A third guide portion is provided at the connection between the third connecting wall and the second connecting wall, and the third guide portion forms a second weak area.

6. The front beam structure according to claim 2, characterized in that: The cross-sectional area of ​​the second connecting segment gradually increases in the direction approaching the third connecting segment.

7. The front beam structure according to claim 1, characterized in that: A second weak zone is formed at one end of the front beam structure near the A-pillar assembly. The second weak zone is located on the side of the front beam structure that is upward along the height direction of the vehicle. The front beam structure also includes a first reinforcing part, which is connected to the connecting section and is located on the rear side of the second weak zone along the first direction.

8. The front beam structure according to claim 1, characterized in that: A second weak zone is formed at one end of the front beam structure near the A-pillar assembly. The second weak zone is located on the side of the front beam structure that is upward along the height direction of the vehicle. The front beam structure also includes a second reinforcing part, which is connected to the connecting section and is located on the lower side of the second weak zone along the height direction of the vehicle.

9. A front assembly, characterized in that, include: Front bumper beam assembly; The front beam structure as described in any one of claims 1 to 8, wherein one end of the front beam structure is connected to the front bumper beam assembly; The A-pillar assembly is connected to the other end of the front beam structure.

10. A vehicle, characterized in that, Includes the front assembly as described in claim 9.

Images