Front impact beam assembly, front assembly, and vehicle

Abstract

The application relates to the technical field of vehicle body structures and aims to solve the technical problem of poor energy absorption effect of a force transmission path in a front assembly, and provides a front anti-collision beam assembly, a front assembly and a vehicle. The front anti-collision beam assembly comprises a front anti-collision beam and an energy absorption box, the front anti-collision beam comprises an anti-collision beam surrounding wall, a first guide wall and a second guide wall, the anti-collision beam surrounding wall forms an anti-collision cavity, and the energy absorption box is connected to the front anti-collision beam surrounding wall; the first guide wall and the second guide wall are arranged in the anti-collision cavity along a first direction, the first guide wall and the second guide wall divide the anti-collision cavity into a first sub-cavity, a second sub-cavity and a third sub-cavity, the first sub-cavity is located on one side of the second sub-cavity along the first direction upwards, the third sub-cavity is located on one side of the second sub-cavity along the first direction downwards, the cross-sectional area of the first sub-cavity is A1, the cross-sectional area of the second sub-cavity is A2, the cross-sectional area of the third sub-cavity is A3, and A2>A3>A1. The application has the beneficial effect of improving the collision force transmission effect of the front anti-collision beam assembly.

Description

Technical Field

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

[0002] The front bumper beam assembly in related technologies achieves impact resistance during a collision by strengthening the structure; however, it suffers from poor transmission of impact force, collision force, or kinetic energy. Utility Model Content

[0003] This application provides a front bumper beam assembly, a front assembly, and a vehicle to solve the technical problem of poor collision force transmission performance of the front bumper beam assembly in related technologies.

[0004] The embodiments of this application are implemented as follows: In a first aspect, this application provides a front bumper beam assembly, including a front bumper beam and an energy-absorbing box. The front bumper beam includes a bumper beam enclosure, a first guide wall, and a second guide wall. The bumper beam enclosure forms a bumper cavity, and the energy-absorbing box is connected to the front bumper beam enclosure. The first guide wall and the second guide wall are spaced apart in the bumper cavity along a first direction. The two ends of the first guide wall along a second direction are respectively connected to the bumper beam enclosure. The two ends of the second guide wall along the second direction are connected to the bumper beam enclosure. The first guide wall and the second guide wall divide the bumper cavity into a first sub-cavity, a second sub-cavity, and a third sub-cavity. The first sub-cavity is located on the side of the second sub-cavity facing upward along the first direction, and the third sub-cavity is located on the side of the second sub-cavity facing downward along the first direction. The cross-sectional area of ​​the first sub-cavity is A1, the cross-sectional area of ​​the second sub-cavity is A2, and the cross-sectional area of ​​the third sub-cavity is A3, where A2 > A3 > A1.

[0005] According to the front bumper beam assembly of this application, after the front bumper beam is impacted, the impact force is transmitted along the extension direction of the front bumper beam. The second sub-cavity can transmit and absorb the largest impact force, the third sub-cavity can transmit and absorb less impact force than the second sub-cavity, and the first sub-cavity can transmit and absorb less impact force than the third sub-cavity. By using A2 > A3 > A1, the overall structural robustness of the front bumper beam can be improved, thereby ensuring that each sub-cavity stably and reliably absorbs and transmits impact force, ensuring the structural stability of the front bumper beam during energy absorption, reducing the risk of pulverization and tearing of the front bumper beam, and effectively transferring the impact force to the energy-absorbing box, so that the impact force can be transmitted from the energy-absorbing box to the rear components of the vehicle.

[0006] In one possible implementation: The first guide wall is located on the side of the second guide wall that is upward along the first direction. Along the first direction, the first guide wall protrudes in a direction away from the second guide wall, and the second guide wall protrudes in a direction away from the first guide wall.

[0007] In one possible implementation: Along the second direction, a first groove opposite to the second guide wall is formed in the middle of the first guide wall, and a second groove opposite to the first guide wall is formed in the middle of the second guide wall.

[0008] In one possible implementation: The front bumper beam includes a main body section and an extension section. The extension section is connected to one end of the main body section along a third direction. The energy-absorbing box is connected to one end of the main body section near the extension section. The extension section extends outward from one side surface of the energy-absorbing box along a third direction.

[0009] In one possible implementation: The angle between the extension direction of the extension section and the extension direction of the energy-absorbing box is γ, where γ ≤ 55°.

[0010] In one possible implementation: The energy-absorbing box includes a first energy-absorbing part and a second energy-absorbing part. The first energy-absorbing part is used to connect to the front longitudinal beam, and the second energy-absorbing part is located on the side of the first energy-absorbing part that is outward along a third direction. The second energy-absorbing part is used to connect to the upper side beam assembly.

[0011] In one possible implementation: The energy-absorbing box has an energy-absorbing cavity, and the interior of the energy-absorbing box is provided with a partition wall. The partition wall extends along a third direction and divides the energy-absorbing box into a first energy-absorbing part and a second energy-absorbing part. Along a plane perpendicular to the second direction, the cross-sectional area of ​​the first energy-absorbing part is A4, the cross-sectional area of ​​the second energy-absorbing part is A5, and 0.8≤A4 / A5≤1.

[0012] In one possible implementation: The front anti-collision beam assembly also includes a stabilizing bracket. One end of the stabilizing bracket along the second direction is connected to the second energy-absorbing part. One side of the stabilizing bracket along the third direction is used to connect to the front longitudinal beam. The other side of the stabilizing bracket along the third direction extends relative to the energy-absorbing box along the third direction and is used to connect to the upper beam assembly.

[0013] In one possible implementation: The front anti-collision beam assembly also includes an adapter, which connects to the energy-absorbing box on one side along the second direction, and the other side along the second direction is used to connect the upper side beam assembly, the stabilizing bracket and the front longitudinal beam.

[0014] In one possible implementation: The adapter includes a first adapter plate and a second adapter plate. One side of the first adapter plate in a second direction is connected to the energy-absorbing box, and the other side of the first adapter plate in the second direction is used to connect the front longitudinal beam and the stabilizing bracket. The second adapter plate is connected to the first adapter plate and extends out of the energy-absorbing box in a third direction relative to the first adapter plate. One side of the second adapter plate in the second direction is used to connect the upper beam assembly.

[0015] Secondly, this application provides a front assembly, including: the aforementioned front bumper beam assembly, front longitudinal beam, and upper side beam assembly. The front longitudinal beam is connected to the energy-absorbing box. The upper side beam assembly is connected to the energy-absorbing box.

[0016] Thirdly, this application provides a vehicle including the aforementioned front assembly. Attached Figure Description

[0017] 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.

[0018] Figure 1 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application.

[0019] Figure 2 This is a side view of the internal structure of a vehicle according to an embodiment of this application.

[0020] Figure 3 This is a partial top view of the internal structure of a vehicle according to an embodiment of this application.

[0021] Figure 4 This is a partial structural schematic diagram of the front assembly according to an embodiment of this application.

[0022] Figure 5 This is a schematic diagram of the structure of a front bumper beam assembly according to an embodiment of this application.

[0023] Figure 6 This is a schematic diagram of the internal structure of the front bumper beam according to an embodiment of this application.

[0024] Figure 7 This is a partial top view of a front bumper beam assembly according to an embodiment of this application.

[0025] Figure 8 This is a schematic diagram of the structure of an energy-absorbing box according to an embodiment of this application.

[0026] Figure 9 This is a schematic diagram of the internal structure of an energy-absorbing box according to an embodiment of this application.

[0027] Figure 10 This is a partial top view of the front assembly according to an embodiment of this application.

[0028] Figure 11 This is a partial cross-sectional view of the front assembly according to an embodiment of this application.

[0029] Figure 12 This is a partial structural diagram of the upper beam assembly, front longitudinal beam, and stabilizing bracket according to an embodiment of this application.

[0030] Figure 13 This is a three-dimensional structural diagram of a stabilizing bracket according to an embodiment of this application.

[0031] Explanation of key component symbols: 1. Vehicle; 100. Front assembly; 10. Front bumper beam assembly; 11. Front bumper beam; 111. Bumper beam enclosure; 112. First guide wall; 113. Second guide wall; 11a. Main body section; 11b. Extension section; Q11. Bumper cavity; Q111. First sub-cavity; Q112. Second sub-cavity; Q113. Third sub-cavity; C12. First groove; C13. Second groove; 12. Energy-absorbing box; 121. First energy-absorbing part; 122. Second energy-absorbing section; 123. Partition wall; 124. First reinforcing wall; 125. Second reinforcing wall; 126. Energy-absorbing main body; 127. First extension wall; C127. Recessed area; 1271. First wall segment; 1272. Second wall segment; 1273. Third wall segment; 128. Second extension wall; Q12. Energy-absorbing cavity; Q121. First energy-absorbing sub-cavity; Q122. Second energy-absorbing sub-cavity; 13. First reinforcing plate; 14. Rotation Components; 20. Upper beam assembly; 21. Connecting section; 21a. First connecting section; 21b. Second connecting section; 22. Weak area; 22a. First weak area; Q20. Third cavity; 50. Front longitudinal beam; 51. Bending guide area; 51a. Guide groove; Q50. First cavity; 60. A-pillar assembly; 70. Stabilizing bracket; 71. First connecting wall; 72. Second connecting wall; 73. Top wall; 74. End wall; 75. Bottom wall; 76. 77. Third connecting wall; 78. Fourth connecting wall; 79. Fifth connecting wall; 70. Sixth connecting wall; Q70. Second cavity; 80. Wheel arch inner panel; 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. Middle channel side beam; X: Length direction; Y: Width direction; Z: Height direction.

[0032] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this application. Detailed Implementation

[0033] 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.

[0034] 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.

[0035] 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.

[0036] Some embodiments of this application are described in detail. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0037] 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 second direction, which is the front-to-back direction of vehicle 1. The width direction Y of vehicle 1 can be... Figure 1 In the third direction, the height direction Z of vehicle 1 can be... Figure 1 The first direction in the process. 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.

[0038] See Figure 2 Vehicle 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.

[0039] See Figure 3The 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.

[0040] 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.

[0041] See also Figure 4 The front assembly 100 includes a front bumper beam assembly 10, an upper side beam assembly 20, a front longitudinal beam 50, and an A-pillar assembly 60. The front bumper beam assembly 10 includes a front bumper beam 11 and an energy-absorbing box 12. The front longitudinal beam 50 is connected to the energy-absorbing box 12 along the length X direction of the vehicle 1. The upper side beam assembly 20 is also connected to the energy-absorbing box 12 along the length X direction of the vehicle 1. The upper side beam assembly 20 can be directly connected to the energy-absorbing box 12 or connected to it via other connecting structures. The front longitudinal beam 50 is located on the side of the upper side beam assembly 20 that extends inward along the width Y direction of the vehicle 1. One end of the A-pillar assembly 60 is connected to the upper side beam assembly 20, and the other end is connected to the B-pillar 400 and the sill beam 300.

[0042] In this embodiment, there are two energy-absorbing boxes 12. One energy-absorbing box 12 is connected to one end of the front bumper beam 11 along the width direction Y of the vehicle 1. The other energy-absorbing box 12 is connected to the other end of the front bumper beam 11 along the width direction Y of the vehicle 1. There are also two upper beam assemblies 20. The two upper beam assemblies 20 are spaced apart along the width direction Y of the vehicle 1. One upper beam assembly 20 is connected to one energy-absorbing box 12, and the other upper beam assembly 20 is connected to the other energy-absorbing box 12.

[0043] In some embodiments, see Figure 4A bending guide area 51 is formed at one end of the front longitudinal beam 50 near the first energy-absorbing part 121 along the length X of the vehicle 1. The bending guide area 51 and the first energy-absorbing box 12 are spaced apart along the length X of the vehicle 1. After a portion of the impact force is transmitted to the front longitudinal beam 50, the bending guide area 51 can guide the front longitudinal beam 50 to bend at that point, thereby reliably absorbing energy, reducing the impact force transmitted to the rear end of the front longitudinal beam 50, thereby reducing the transmission of collision force to the lower joint of the firewall, and transmitting the remaining collision force to the sill beam 300 and the underfloor longitudinal beam.

[0044] Optionally, the bending guide area 51 includes a guide groove 51a. The guide groove 51a is provided on the surface of the front longitudinal beam 50. The guide groove 51a may be provided on the surface of the front longitudinal beam 50 on the side upward along the height direction Z of the vehicle 1.

[0045] In some embodiments, along the length X of the vehicle 1, the distance between the bending guide area 51 and the end face of the energy-absorbing box 12 facing away from the front bumper beam 11 is L1, and the length of the energy-absorbing box 12 along the length X of the vehicle 1 is L2, where L1 and L2 are the same. Here, "L1 and L2 are the same" means that L1 and L2 are completely identical, and the difference between L1 and L2 is within an allowable range, which can be from 0% to 5%. This reduces the possibility of premature failure of the front longitudinal beam 50 in the bending guide area 51, ensuring that the impact force of the energy-absorbing box 12 can be smoothly transmitted to the front longitudinal beam 50 and the upper side beam assembly 20.

[0046] In some embodiments, see Figure 3 The front assembly 100 also includes a wheel arch inner plate 80. The upper beam assembly 20 is connected to the front longitudinal beam 50 via the wheel arch inner plate 80.

[0047] See Figure 5 and Figure 6In this embodiment, the front bumper beam 11 includes a bumper beam enclosure 111, a first guide wall 112, and a second guide wall 113. The bumper beam enclosure 111 forms a bumper cavity Q11. The first guide wall 112 and the second guide wall 113 are spaced apart in the bumper cavity Q11 along a first direction (the height direction Z of the vehicle 1). The first guide wall 112 is connected to the bumper beam enclosure 111 at both ends along a second direction (the length direction X of the vehicle 1), and the second guide wall 113 is connected to the bumper beam enclosure 111 at both ends along the second direction (the length direction X of the vehicle 1). The first guide wall 112 and the second guide wall 113 divide the bumper cavity Q11 into a first sub-cavity Q111, a second sub-cavity Q112, and a third sub-cavity Q113. The first sub-cavity Q111 is located on the side of the second sub-cavity Q112 that is upward along the first direction (the height direction Z of vehicle 1), and the third sub-cavity Q113 is located on the side of the second sub-cavity Q112 that is downward along the first direction (the height direction Z of vehicle 1), along a plane perpendicular to the third direction (the width direction Y of vehicle 1). The cross-sectional area of ​​the first sub-cavity Q111 is A1, the cross-sectional area of ​​the second sub-cavity Q112 is A2, and the cross-sectional area of ​​the third sub-cavity Q113 is A3, where A2 > A3 > A1.

[0048] Thus, after the front bumper beam 11 is impacted, the impact force is transmitted along the extension direction of the front bumper beam 11. The second sub-cavity Q112 can transmit and absorb the largest impact force, the third sub-cavity Q113 can transmit and absorb less impact force than the second sub-cavity Q112, and the first sub-cavity Q111 can transmit and absorb less impact force than the third sub-cavity Q113. By using A2 > A3 > A1, the overall structural robustness of the front bumper beam 11 can be improved, thereby ensuring that each sub-cavity stably and reliably absorbs and transmits impact force, ensuring the stability of the front bumper beam 11 structure during the energy absorption process, reducing the risk of pulverization and tearing of the front bumper beam 11, and effectively transferring the impact force to the energy-absorbing box 12, so that the impact force can be transmitted from the energy-absorbing box 12 to the front longitudinal beam 50, the upper side beam assembly 20, etc.

[0049] Specifically, A2:A3:A1 is (6.5 to 7.5): (4.5 to 5.5): (2.5 to 3.5). For example, A2:A3:A1 can be any one of 6.5:4.5:2.5, 7:5:3, or 7.5:5.5:3.5.

[0050] For ease of description, the following description will use the height direction Z of vehicle 1 as the first direction, the length direction X of vehicle 1 as the second direction, and the width direction Y of vehicle 1 as the third direction. In other embodiments, the first direction, the second direction, and the third direction can also be formed as three other intersecting directions.

[0051] In some embodiments, see Figure 6The first guide wall 112 is located on the side of the second guide wall 113 that extends upward along the height direction Z of the vehicle 1. Along the height direction Z of the vehicle 1, the first guide wall 112 protrudes in a direction opposite to the second guide wall 113, and the second guide wall 113 protrudes in a direction opposite to the first guide wall 112. This increases the strength of both the first guide wall 112 and the second guide wall 113, enabling them to effectively crush during the absorption and transmission of impact forces, reducing the risk of tearing. Furthermore, the protruding first guide wall 112 and second guide wall 113 also guide the impact force along the extension direction of the front bumper beam 11 (approximately parallel to the width direction Y of the vehicle 1).

[0052] In some embodiments, see Figure 6 Along the length direction X of vehicle 1, a first groove C12 is formed at the middle of the first guide wall 112, which is opposite to the second guide wall 113. A second groove C13 is formed at the middle of the second guide wall 113, which is opposite to the first guide wall 112.

[0053] Optionally, the first groove C12 is arc-shaped, and the arc is a portion of a circle with a diameter of 17 mm to 19 mm. The second groove C13 is arc-shaped, and the arc is a portion of a circle with a diameter of 17 mm to 19 mm. For example, the diameter of the circle can be 17 mm, 18 mm, 18.2 mm, or 19 mm.

[0054] Specifically, the first groove C12 extends in the same direction as the front bumper beam 11. The second groove C13 extends in the same direction as the front bumper beam 11.

[0055] In some embodiments, the thickness of the first guide wall 112 is greater than the thickness of the crash barrier wall 111. The thickness of the second guide wall 113 is greater than the thickness of the crash barrier wall 111. This further strengthens the supporting function of the first guide wall 112 and the second guide wall 113.

[0056] Optionally, the thickness of the first guide wall 112 is approximately 4 mm. The thickness of the second guide wall 113 is approximately 4 mm. The thickness of the crash beam enclosure 111 is approximately 3 mm.

[0057] Optionally, see Figure 6 The cross-section of the anti-collision cavity Q11 is approximately rectangular. The dimension of the rectangle along the height direction Z of vehicle 1 is greater than the dimension of the rectangle along the length direction X of vehicle 1.

[0058] In some embodiments, see Figure 5 and Figure 7The front bumper beam 11 includes a main body section 11a and an extension section 11b. The extension section 11b is connected to one end of the main body section 11a along the width direction Y of the vehicle 1, and the energy-absorbing box 12 is connected to one end of the main body section 11a near the extension section 11b. The extension section 11b extends outward from one side surface of the energy-absorbing box 12 along the width direction Y of the vehicle 1.

[0059] Where the impact force is transmitted along the main body section 11a to the energy-absorbing box 12, the extension section 11b can support the energy-absorbing box 12 and the main body section 11a, ensuring that the impact force is transmitted to the forward longitudinal beam 50 and the upper side beam assembly 20 through the energy-absorbing box 12. At the same time, the extension section 11b can also absorb some of the impact force to improve the overall energy absorption effect.

[0060] Optionally, see Figure 5 There are two extension segments 11b. Both ends of the main body segment 11a are bent backward along the length direction X of the vehicle 1. One extension segment 11b smoothly connects to one end of the main body segment 11a. The other extension segment 11b smoothly connects to the other end of the main body segment 11a.

[0061] In some embodiments, the angle between the extension direction of the extension segment 11b and the extension direction of the energy-absorbing box 12 is γ, where γ ≤ 55°. This ensures that most of the impact force transmitted by the main body segment 11a is transmitted to the energy-absorbing box 12, reducing the impact force borne by the extension segment 11b and lowering the possibility of premature bending of the extension segment 11b.

[0062] In some embodiments, see Figure 7 The front bumper beam assembly 10 also includes a first reinforcing plate 13. One end of the first reinforcing plate 13 is connected to the energy-absorbing box 12, and the other end is connected to the extension section 11b. The first reinforcing plate 13 can further enhance the supporting effect of the extension section 11b. At the same time, in actual collisions, the energy-absorbing box 12, through the first reinforcing plate 13, can stabilize the front bumper beam 11, thereby reducing the vibration of the front bumper beam 11 during the collision and ensuring the stable transmission of impact force.

[0063] In some embodiments, see Figure 7The projection of the extension segment 11b along the length direction X of the vehicle 1 onto the width direction Y of the vehicle 1 has a length of L3, where L3 ≤ 90 mm. Because the length of the extension segment 11b is limited, it will not exceed the barrier in the width direction Y of the vehicle 1. This reduces the energy absorption of the front bumper beam 11, allowing the impact force to be transmitted through the energy-absorbing box 12 to the front longitudinal beam 50 and the upper side beam assembly 20. This avoids the problem of the upper side beam assembly 20 bending prematurely and causing the front longitudinal beam 50 to bend prematurely, ensuring that the impact force is absorbed sequentially by the upper side beam assembly 20 and the front longitudinal beam 50. Therefore, by limiting the length of the extension segment 11b, the problem of premature bending and energy absorption by the main body segment 11a and the energy-absorbing box 12 can be reduced, ensuring that the energy-absorbing box 12 transmits the impact force to the front longitudinal beam 50 and the upper side beam assembly 20.

[0064] Optionally, the energy-absorbing box 12 and the front bumper beam 11 can be connected by welding. Specifically, the welding method between the energy-absorbing box 12 and the front bumper beam 11 can be MIG (Metal insert gas welding).

[0065] In some embodiments, see Figure 7 and Figure 8 The energy-absorbing box 12 includes an energy-absorbing body 126, a first extension wall 127, and a second extension wall 128. The first extension wall 127 is located at the end of the energy-absorbing body 126 that is forward along the length direction X of the vehicle 1, and connects to the side of the energy-absorbing body 126 that is upward along the height direction Z of the vehicle 1. The first extension wall 127 extends to overlap the surface of the front bumper beam 11 that is upward along the height direction Z of the vehicle 1. The second extension wall 128 is located at the end of the energy-absorbing body 126 that is forward along the length direction X of the vehicle 1, and connects to the side of the energy-absorbing body 126 that is downward along the height direction Z of the vehicle 1. The second extension wall 128 extends to overlap the surface of the front bumper beam 11 that is downward along the height direction Z of the vehicle 1. The first extension wall 127 has a recessed area C127.

[0066] Thus, the first extension wall 127 and the second extension wall 128 can jointly limit the front bumper beam 11 in the height direction Z of the vehicle 1, thereby reducing the vibration of the front bumper beam 11 during a collision and ensuring the stable transmission of impact force. In addition, the recessed area C127 can further improve the limiting effect.

[0067] Specifically, the first extension wall 127 includes a first wall segment 1271, a second wall segment 1272, and a third wall segment 1273. The first wall segment 1271 is spaced apart from the front bumper beam 11. One end of the second wall segment 1272 is connected to one side of the first wall segment 1271, and the other end of the second wall segment 1272 abuts against the front bumper beam 11. One end of the third wall segment 1273 is connected to the other side of the first wall segment 1271, and the other end of the third wall segment 1273 abuts against the front bumper beam 11. A recessed area C127 is formed in the first wall segment 1271. The edge of the recessed area C127 abuts against the front bumper beam 11.

[0068] In this embodiment, after the front anti-collision beam 11 and energy-absorbing box 12 are completely crushed, they can absorb at least 30% of the impact force. The remaining impact force can be transmitted to the front longitudinal beam 50 and the upper side beam assembly 20 for subsequent impact force transmission.

[0069] In some embodiments, see Figure 9 The energy-absorbing box 12 has an energy-absorbing cavity Q12. A partition wall 123 is provided inside the energy-absorbing box 12. The partition wall 123 extends along the length direction X of the vehicle 1, dividing the energy-absorbing box 12 into a first energy-absorbing part 121 and a second energy-absorbing part 122. Along a plane perpendicular to the length direction X of the vehicle 1, the cross-sectional area of ​​the first energy-absorbing part 121 is A4, and the cross-sectional area of ​​the second energy-absorbing part 122 is A5, where 0.8 ≤ A4 / A5 ≤ 1.

[0070] Thus, by limiting the cross-sectional area of ​​the first energy-absorbing part 121 to be smaller than that of the second energy-absorbing part 122, the impact force transmitted by the first energy-absorbing part 121 can be controlled to be less than that transmitted by the second energy-absorbing part 122. This results in the impact force transmitted to the upper beam assembly 20 being greater than that transmitted to the front longitudinal beam 50, allowing the weak area 22 of the upper beam assembly 20 to bend before the front longitudinal beam 50. By controlling the order of the disabling of the upper beam assembly 20 and the crushing disabling of the front longitudinal beam 50, the premature crushing of the front longitudinal beam 50 and the phenomenon of pulling the upper beam assembly 20 towards the engine compartment of the vehicle 1 can be avoided, thus ensuring the effectiveness of the impact force transmission of the upper beam assembly 20.

[0071] For example, A4 / A5 can be 0.8, 0.9, or 1.

[0072] In some embodiments, see Figure 9Along the length direction X of vehicle 1, the partition wall 123 corresponds to the outward side of the front longitudinal beam 50 along the width direction Y of vehicle 1. This allows the first energy-absorbing part 121 to transmit impact force to the front longitudinal beam 50 and the second energy-absorbing part 122 to transmit impact force to the upper side beam assembly 20 simultaneously. Subsequently, the front longitudinal beam 50 bears the impact force, and the weak areas 22 of the upper side beam assembly 20 are sequentially bent and crushed. After a certain number of weak areas 22 are crushed, the front longitudinal beam 50 undergoes bending and crushing. By limiting the position of the partition wall 123, excessive impact force transmitted to the upper side beam assembly 20 can be avoided, preventing premature bending of the upper side beam assembly 20 and guiding premature bending of the front longitudinal beam 50. This ensures that the upper side beam assembly 20 and the front longitudinal beam 50 bend and lose energy sequentially according to the designed bending sequence, ensuring that both the upper side beam assembly 20 and the front longitudinal beam 50 achieve reliable energy absorption.

[0073] In some embodiments, see Figure 9 The first energy-absorbing part 121 has a first reinforcing wall 124 inside, which divides the first energy-absorbing part 121 into at least two first energy-absorbing sub-cavities Q121. The second energy-absorbing part 122 has a second reinforcing wall 125 inside, which divides the second energy-absorbing part 122 into at least two second energy-absorbing sub-cavities Q122. Thus, the first reinforcing wall 124 can improve the energy absorption effect and impact force transmission effect of the first energy-absorbing part 121. The second reinforcing wall 125 can improve the energy absorption effect and impact force transmission effect of the second energy-absorbing part 122.

[0074] Optionally, there is one first reinforcing wall 124, which is approximately perpendicular to the height direction Z of the vehicle 1. There is one second reinforcing wall 125, which is also approximately perpendicular to the height direction Z of the vehicle 1.

[0075] In some embodiments, see Figure 10 The front assembly 100 also includes a stabilizing bracket 70. One end of the stabilizing bracket 70 along the length X direction of the vehicle 1 is connected to the second energy-absorbing part 122. The stabilizing bracket 70 can be directly connected to the energy-absorbing box 12, or it can be connected to the energy-absorbing box 12 through other connecting structures. The side of the stabilizing bracket 70 extending inward along the width Y direction of the vehicle 1 is used to connect to the front longitudinal beam 50, and the side of the stabilizing bracket 70 extending outward along the width Y direction of the vehicle 1 is connected to the upper side beam assembly 20. The stabilizing bracket 70 can transmit the impact force of the second energy-absorbing part 122 to the upper side beam assembly 20, inducing the upper side beam assembly 20 to first undergo crushing and bending relative to the front longitudinal beam 50. This allows the subsequent front longitudinal beam 50 to shift outward along the width Y direction of the vehicle 1 under the influence of the upper side beam assembly 20 during the crushing process, thereby reducing the impact of the front longitudinal beam 50 on the wheel hub of the vehicle 1 along the length X direction of the vehicle 1 and reducing wheel hub crushing.

[0076] In some embodiments, see Figure 4 The front bumper beam assembly 10 also includes an adapter 14. The adapter 14 connects to the energy-absorbing box 12 on one side along the length X of the vehicle 1. The upper side beam assembly 20 and the front longitudinal beam 50 are spaced apart and connected to the adapter 14 on the other side along the length X of the vehicle 1. The stabilizer bracket 70 is connected to the energy-absorbing box 12 via the adapter 14. This facilitates the assembly of the bumper beam assembly 10, as well as the assembly of the bumper beam assembly 10 with the front longitudinal beam 50 and the upper side beam assembly 20.

[0077] Alternatively, the adapter 14 can be constructed as a plate-like structure.

[0078] Optionally, the stabilizing bracket 70 is welded to the front longitudinal beam 50, the upper side beam assembly 20, and the adapter 14. The welding method can be resistance welding.

[0079] In some embodiments, see Figure 10 The adapter 14 includes a first adapter plate 141 and a second adapter plate 142. The first adapter plate 141 is connected to the energy-absorbing box 12 on one side along the length X direction of the vehicle 1, and the front longitudinal beam 50 and the stabilizer bracket 70 are connected to the other side of the first adapter plate 141 along the length X direction of the vehicle 1. The second adapter plate 142 is connected to the first adapter plate 141 and extends beyond the energy-absorbing box 12 relative to the first adapter plate 141 along the width Y direction of the vehicle 1. The second adapter plate 142 is connected to the upper side beam assembly 20 on one side along the length X direction of the vehicle 1.

[0080] In some embodiments, see Figure 10 The upper beam assembly 20 includes a first connecting section 21a and a second connecting section 21b. One end of the first connecting section 21a is connected to the second energy-absorbing part 122. The first connecting section 21a can be directly connected to the second energy-absorbing part 122, or connected to the second energy-absorbing part 122 via an adapter 14. One end of the second connecting section 21b is connected to the end of the first connecting section 21a away from the second energy-absorbing part 122, and the other end of the second connecting section 21b is inclined relative to the first connecting section 21a. A first weak zone 22a is formed between the first connecting section 21a and the second connecting section 21b. The extension direction of the first connecting section 21a pointing to the first weak zone 22a is parallel to the extension direction of the stabilizing bracket 70. These two directions can be completely parallel, and the angle between the two directions can be between 0° and 5°. This ensures that the impact force can be stably transmitted to the first connecting section 21a, which can provide reliable support to effectively transmit the impact force to the second connecting section 21b. Subsequently, the first weak zone 22a bends, which ensures that the upper beam assembly 20 bends before the front longitudinal beam 50, thereby ensuring that the front longitudinal beam 50 bends outward along the width direction Y of the vehicle 1, reducing the possibility of the barrier hitting the wheel hub.

[0081] Optionally, the extension direction of the first connecting segment 21a pointing to the first weak area 22a, the extension direction of the stabilizing bracket 70, and the length direction X of the vehicle 1 are parallel to each other.

[0082] Optionally, the second connecting segment 21b is bent relative to the first connecting segment 21a. Thus, the connection between the first connecting segment 21a and the second connecting segment 21b can form the first weak zone 22a. In other embodiments, the connection between the first connecting segment 21a and the second connecting segment 21b can also be formed as the first weak zone 22a through material changes, wall thickness changes, the addition of grooves, ribs, or other structures.

[0083] In some embodiments, see Figure 10 Along the length direction X of vehicle 1, the length of the first connecting segment 21a is the same as the length of the stabilizing bracket 70. This means that the lengths of the first connecting segment 21a and the stabilizing bracket 70 are exactly the same, or the difference between their lengths is within an acceptable range, which can be 0% to 10%. This further enhances the overall supporting effect of the first connecting segment 21a, facilitating the rearward transmission of impact force. Furthermore, through this arrangement, the strength of the first connecting segment 21a can be further enhanced by the stabilizing bracket 70, increasing the strength difference between the first connecting segment 21a and the second connecting segment 21b, which is beneficial for the second connecting segment 21b to crush under impact force.

[0084] In some embodiments, see Figure 10 The stabilizing bracket 70 includes a first connecting wall 71 and a second connecting wall 72. The first connecting wall 71 and the second connecting wall 72 are arranged opposite to each other along the width direction Y of the vehicle 1. The first connecting wall 71 connects to the front longitudinal beam 50, and the second connecting wall 72 connects to the upper side beam assembly 20. Along the length direction X of the vehicle 1, the first connecting wall 71 is correspondingly arranged with the partition wall 123, and the second connecting wall 72 is correspondingly arranged with the energy-absorbing box 12 on the outward side along the width direction Y of the vehicle 1. Thus, along the width direction Y of the vehicle 1, the upper side beam assembly 20 is entirely located outside the energy-absorbing box 12. Most of the impact force transmitted from the second energy-absorbing part 122 can only be transmitted to the upper side beam assembly 20 through the stabilizing bracket 70. This ensures that the energy-absorbing box 12 divides the impact force into two parts, transmitting one part to the front longitudinal beam 50 and the other part to the upper side beam assembly 20.

[0085] In some embodiments, see Figure 10 The second connecting wall 72 extends rearward along the length direction X of the vehicle 1 and is inclined outward along the width direction Y of the vehicle 1. In this way, the second connecting wall 72 can not only conform to the wall shape of the first connecting section 21a, but also facilitate the subsequent guidance of the front longitudinal beam 50 to offset outward along the width direction Y of the vehicle 1.

[0086] In some embodiments, see Figure 11 Along a plane perpendicular to the length direction X of the vehicle 1, the front longitudinal beam 50 forms a first cavity Q50, the stabilizer bracket 70 forms a second cavity Q70, and the upper beam assembly 20 forms a third cavity Q20. Along the height direction Z of the vehicle 1, the upper side of the first cavity Q50 corresponds to the upper side of the second cavity Q70, and the lower side of the second cavity Q70 corresponds to the lower side of the third cavity Q20.

[0087] Optionally, the cross-sectional area of ​​the first cavity Q50 is A6, and the sum of the cross-sectional areas of the second cavity Q70 and the third cavity Q20 is A7. A6 is greater than A7, which can improve the bending resistance of the front longitudinal beam 50 and ensure that the front longitudinal beam 50 is bent again after being crushed and bent in several weak areas 22 of the upper beam assembly 20. This improves the reliability of the upper beam assembly 20 in pulling the front longitudinal beam 50 outward along the width direction Y of the vehicle 1 during the bending process.

[0088] Specifically, A6:A7 can be between (4.6 to 5.6): (3.5 to 4.5). For example, A6:A7 can be any one of 4.6:3.5, 5:4, or 5.6:4.5.

[0089] In some embodiments, see Figure 12 and Figure 13 The stabilizing bracket 70 also includes a top wall 73, an end wall 74, and a bottom wall 75. The end wall 74 and the energy-absorbing box 12 are spaced apart along the length X direction of the vehicle 1. The top wall 73 connects to the side of the end wall 74 facing upwards along the height Z direction of the vehicle 1, and the bottom wall 75 connects to the side of the end wall 74 facing downwards along the height Z direction of the vehicle 1. A first connecting wall 71 connects to the side of the top wall 73 facing inwards along the width Y direction of the vehicle 1, and a second connecting wall 72 connects to the side of the top wall 73 facing outwards along the width Y direction of the vehicle 1. The top wall 73, end wall 74, bottom wall 75, front longitudinal beam 50, and upper side beam assembly 20 together form the second cavity Q70.

[0090] In some embodiments, see Figure 13 A third connecting wall 76 is connected to the top wall 73 along the forward X-direction of the vehicle 1, and a fourth connecting wall 77 is connected to the bottom wall 75 along the forward X-direction of the vehicle 1. The third connecting wall 76 connects to the energy-absorbing box 12. The fourth connecting wall 77 connects to the energy-absorbing box 12. A fifth connecting wall 78 is connected to the end wall 74 along the inward Y-direction of the vehicle 1, and the fifth connecting wall 78 connects to the side of the front longitudinal beam 50. A sixth connecting wall 79 is connected to the bottom wall 75 along the inward Y-direction of the vehicle 1, and the sixth connecting wall 79 connects to the side of the front longitudinal beam 50. This further improves the connection reliability between the stabilizer bracket 70, the energy-absorbing box 12, and the front longitudinal beam 50.

[0091] In some embodiments, see Figure 13 The end wall 74 extends outward along the width direction Y of the vehicle 1 and fits against the rearward side surface of the upper side beam assembly 20 along the length direction X of the vehicle 1 to connect the upper side beam assembly 20. The bottom wall 75 extends outward along the width direction Y of the vehicle 1 and fits against the downward side surface of the upper side beam assembly 20 along the height direction Z of the vehicle 1 to connect the upper side beam assembly 20.

[0092] Optionally, the material of the stabilizer 70 can be cold-rolled advanced high-strength steel of model HC420 / 780DP, and the wall thickness of the stabilizer 70 can be set between 1.3 mm and 1.7 mm. For example, the wall thickness of the stabilizer 70 can be any one of 1.3 mm, 1.4 mm, 1.5 mm, 1.6 mm or 1.7 mm.

[0093] In this embodiment, during the NCAP (New Car Assessment Program) 40% offset crash test, the impact force of vehicle 1 is transmitted through the front bumper beam 11 to the energy-absorbing box 12. A portion of the impact force is transmitted to the front longitudinal beam 50 via the first energy-absorbing part 121. Another portion of the impact force is transmitted to the upper side beam assembly 20 via the first energy-absorbing part 121, and then 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 of the front longitudinal beam 50 is transmitted to the sill beam 300 and the center tunnel side beam 700, and finally to the underfloor longitudinal beam.

[0094] 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.

[0095] 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).

[0096] 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 bumper beam assembly, characterized in that, The device includes a front bumper beam and an energy-absorbing box. The front bumper beam includes a bumper beam enclosure, a first guide wall, and a second guide wall. The bumper beam enclosure forms a bumper cavity, and the energy-absorbing box is connected to the front bumper beam enclosure. The first guide wall and the second guide wall are spaced apart in the bumper cavity along a first direction. The first guide wall is connected to the bumper beam enclosure at both ends along a second direction, and the second guide wall is connected to the bumper beam enclosure at both ends along the second direction. The first guide wall and the second guide wall divide the bumper cavity into a first sub-cavity, a second sub-cavity, and a third sub-cavity. The first sub-cavity is located on the side of the second sub-cavity facing upward along the first direction, and the third sub-cavity is located on the side of the second sub-cavity facing downward along the first direction, along a plane perpendicular to the third direction. The cross-sectional area of ​​the first sub-cavity is A1, the cross-sectional area of ​​the second sub-cavity is A2, and the cross-sectional area of ​​the third sub-cavity is A3, where A2 > A3 > A1.

2. The front bumper beam assembly according to claim 1, characterized in that: The first guide wall is located on the side of the second guide wall that is upward along the first direction. Along the first direction, the first guide wall protrudes in a direction away from the second guide wall, and the second guide wall protrudes in a direction away from the first guide wall.

3. The front bumper beam assembly according to claim 2, characterized in that: Along the second direction, a first groove opposite to the second guide wall is formed in the middle of the first guide wall, and a second groove opposite to the first guide wall is formed in the middle of the second guide wall.

4. The front bumper beam assembly according to claim 1, characterized in that: The front bumper beam includes a main body section and an extension section. The extension section is connected to one end of the main body section along a third direction. The energy-absorbing box is connected to one end of the main body section near the extension section. The extension section extends outward from one side surface of the energy-absorbing box along a third direction.

5. The front bumper beam assembly according to claim 4, characterized in that: The angle between the extension direction of the extension section and the extension direction of the energy-absorbing box is γ, where γ ≤ 55°.

6. The front bumper beam assembly according to claim 1, characterized in that: The energy-absorbing box includes a first energy-absorbing part and a second energy-absorbing part. The first energy-absorbing part is used to connect to the front longitudinal beam, and the second energy-absorbing part is located on the side of the first energy-absorbing part that is outward along a third direction. The second energy-absorbing part is used to connect to the upper side beam assembly.

7. The front bumper beam assembly according to claim 6, characterized in that: The energy-absorbing box has an energy-absorbing cavity, and the interior of the energy-absorbing box is provided with a partition wall that extends along a third direction, dividing the energy-absorbing box into a first energy-absorbing part and a second energy-absorbing part. Along a plane perpendicular to the third direction, the cross-sectional area of ​​the first energy-absorbing part is A4, the cross-sectional area of ​​the second energy-absorbing part is A5, and 0.8≤A4 / A5≤1.

8. The front bumper beam assembly according to claim 7, characterized in that: The front anti-collision beam assembly also includes a stabilizing bracket. One end of the stabilizing bracket along the second direction is connected to the second energy-absorbing part. One side of the stabilizing bracket along the third direction is used to connect to the front longitudinal beam. The other side of the stabilizing bracket along the third direction extends relative to the energy-absorbing box along the third direction and is used to connect to the upper beam assembly.

9. The front bumper beam assembly according to claim 1, characterized in that: The front anti-collision beam assembly also includes an adapter, which connects to the energy-absorbing box on one side along the second direction, and the other side along the second direction is used to connect the upper side beam assembly, the stabilizing bracket and the front longitudinal beam.

10. The front bumper beam assembly according to claim 9, characterized in that: The adapter includes a first adapter plate and a second adapter plate. One side of the first adapter plate in a second direction is connected to the energy-absorbing box, and the other side of the first adapter plate in the second direction is used to connect the front longitudinal beam and the stabilizing bracket. The second adapter plate is connected to the first adapter plate and extends out of the energy-absorbing box in a third direction relative to the first adapter plate. One side of the second adapter plate in the second direction is used to connect to the upper beam assembly.

11. A front assembly, characterized in that, include: The front bumper beam assembly as described in any one of claims 1 to 10; Front longitudinal beam, which connects to the energy-absorbing box; The upper beam assembly is connected to the energy-absorbing box.

12. A vehicle, characterized in that, include: The front assembly as claimed in claim 11.

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