Roof 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 related art roof rail structure is difficult to consider the crush energy absorption and reliable impact force conduction, and provides a roof rail structure, a front assembly and a vehicle. One end of the roof rail structure is used for connecting a front bumper beam assembly, the other end of the roof rail structure is used for connecting an A-pillar assembly, the roof rail structure comprises a first connecting section, a second connecting section and a third connecting section connected in sequence, one end of the first connecting section away from the second connecting section is used for connecting the front bumper beam assembly, one end of the third connecting section away from the second connecting section is used for connecting the A-pillar assembly, the strength of the first connecting section is greater than that of the second connecting section, and the strength of the third connecting section is greater than that of the second connecting section. The application has the beneficial effect of realizing the functions of absorbing and conducting impact force of the roof rail structure.

Description

Technical Field

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

[0002] The vehicle's upper side beam structure is located between the front bumper beam and the A-pillar, serving to transmit impact force and kinetic energy. However, the existing upper side beam structures struggle to simultaneously absorb crushing energy and reliably transmit impact force. Utility Model Content

[0003] This application provides an upper beam structure, a front assembly, and a vehicle to address the technical problem that the upper beam structure of related technologies cannot simultaneously achieve crushing energy absorption and reliable transmission of impact force.

[0004] The embodiments of this application are implemented as follows: In a first aspect, this application provides an upper 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 upper beam structure includes a first connecting segment, a second connecting segment, and a third connecting segment connected in sequence. The end of the first connecting segment opposite to the second connecting segment is used to connect to the front bumper beam assembly, and the end of the third connecting segment opposite to the second connecting segment is used to connect to the A-pillar assembly. The strength of the first connecting segment is greater than the strength of the second connecting segment, and the strength of the third connecting segment is greater than the strength of the second connecting segment.

[0005] According to the upper beam structure of this application, the strength of the first connecting segment is greater than that of the second connecting segment, and the strength of the third connecting segment is greater than that of the second connecting segment. When the upper beam structure is subjected to impact, the first connecting segment can stably absorb a certain amount of impact force. Furthermore, the strength difference between the first and second connecting segments causes the connection between the first and second connecting segments to first undergo bending and crushing. After the second connecting segment transmits the impact force to the third connecting segment, the connection between the second and third connecting segments undergoes bending and crushing, thus absorbing the impact. The higher strength of the third connecting segment results in a smaller deformation than that of the second connecting segment, preventing the third connecting segment from being completely crushed. This facilitates the smooth transmission of the impact force to the rear structure of the vehicle, ensuring a gradual crushing effect.

[0006] In one possible implementation: The first connecting segment has a first chamber, the second connecting segment has a second chamber, and the third connecting segment has a third chamber. The cross-sectional area of ​​the second connecting segment is smaller than that of the first connecting segment, and the cross-sectional area of ​​the second connecting segment is smaller than that of the third connecting segment.

[0007] In one possible implementation: The first connecting segment and the third connecting segment are spaced apart along the first direction; the projection of the upper beam structure along the second direction intersects the first direction at an incline, and the projection of the upper beam structure along the third direction intersects the second direction at an incline.

[0008] In one possible implementation: The angle between the projection of the upper beam structure along the second direction and the first direction is α, 22°≤α≤38°; and / or, the angle between the projection of the upper beam structure along the third direction and the second direction is β, 25°≤β≤30°.

[0009] In one possible implementation: The first connecting segment extends along a first direction, and the extension direction of the second connecting segment is inclined relative to the first connecting segment. The connection between the first connecting segment and the second connecting segment forms a first weak zone.

[0010] In one possible implementation: The upper beam structure includes an inner upper beam plate and an outer upper beam plate. The inner upper beam plate is connected to the outer upper beam plate. A first connecting edge is provided on one side of the inner upper beam plate, and a second connecting edge is provided on one side of the outer upper beam plate. At the connection between the second connecting segment and the third connecting segment, a gap is formed between the first connecting edge and the second connecting edge, and the gap forms a second weak zone.

[0011] Secondly, this application provides a front assembly including a front bumper beam assembly, an upper side beam structure, and an A-pillar assembly. A first connecting section of the upper side beam structure connects to the rearward side of the front bumper beam assembly along the length of the vehicle. A third connecting section of the upper side beam structure connects to the A-pillar assembly.

[0012] In one possible implementation: The front assembly also includes a front longitudinal beam located on the inward side of the upper beam structure along a third direction, one end of which is connected to the front bumper beam assembly; and a stabilizing bracket connected at one end along a first direction to the front bumper beam assembly, with the stabilizing bracket connecting the front longitudinal beam and the first connecting section on both sides along a third direction, and the end of the stabilizing bracket facing away from the front bumper beam assembly along the third direction corresponding to the first weak area.

[0013] In one possible implementation: The second connecting segment is inclined relative to the first connecting segment, and a first weak area is formed between the first connecting segment and the second connecting segment. The extension direction of the first connecting segment pointing to the first weak area is approximately parallel to the extension direction of the stabilizing bracket along the length of the vehicle.

[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 partial top view of the front assembly according to an embodiment of this application.

[0021] Figure 6 This is a partial cross-sectional view of the front assembly according to an embodiment of this application.

[0022] Figure 7 This is a partial structural diagram of the upper beam assembly, front longitudinal beam, and stabilizing bracket according to an embodiment of this application.

[0023] Figure 8 This is a three-dimensional structural diagram of a stabilizing bracket according to an embodiment of this application.

[0024] Figure 9 This is a top view of the upper beam structure, front longitudinal beam, stabilizing bracket, and energy-absorbing box according to an embodiment of this application.

[0025] Figure 10 This is a side view of the upper beam structure, front longitudinal beam, stabilizing bracket, and energy-absorbing box according to an embodiment of this application.

[0026] Figure 11 This is a cross-sectional view of the first connecting segment according to an embodiment of this application.

[0027] Figure 12 This is a cross-sectional view of the second connecting segment according to an embodiment of this application.

[0028] Figure 13This is a cross-sectional view of the third connecting segment according to an embodiment of this application.

[0029] Figure 14 This is a three-dimensional structural diagram of the upper beam structure according to an embodiment of this application.

[0030] Explanation of key component symbols: 1. Vehicle; 100. Front Assembly; 10. Front Bumper Beam Assembly; 12. Energy Absorbing Box; 14. Adapter; 141. First Adapter Plate; 142. Second Adapter Plate; 22. Weak Zone; 22a. First Weak Zone; 22b. Second Weak Zone; 30. Upper Side Beam Structure; Q30. Third Cavity; Q31. Clearance; 30a. Upper Side Beam Outer Plate; 30b. Upper Side Beam Inner Plate; 31. First Connecting Section; 32. Second Connecting Section; 33. Third Connecting Section; 34. First Connecting Edge; 341. First Edge Section; 342. Second Edge Section; 35. Second Connecting Edge; 351. Third Edge Section; 352. Fourth Edge Section; C30. Clearance Groove; 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, third connecting wall; 77, fourth connecting wall; 78, fifth connecting wall; 79, 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, center channel side beam; X, length direction; Y, width direction; Z, height direction.

[0031] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this application. Detailed Implementation

[0032] 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.

[0033] 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.

[0034] 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.

[0035] Some embodiments of this application are described in detail. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0036] See Figure 1 This embodiment provides a vehicle 1. In this embodiment, the first direction can be the length direction X of the vehicle 1, the second direction can be the height direction Z of the vehicle 1, and the third direction can be the width direction Y of the vehicle 1.

[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 first direction 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 second direction in the context. Unless otherwise specified, in this embodiment, "outward" refers to the direction from the interior space of vehicle 1 to the exterior space of vehicle 1, "inward" refers to the direction from the exterior space of vehicle 1 to the interior space of vehicle 1, "forward" refers to the direction from the rear of vehicle 1 to the front of vehicle 1, "rearward" refers to the direction from the front of vehicle 1 to the rear of vehicle 1, "upward" refers to the direction along the height direction Z of vehicle 1 from the bottom side of vehicle 1 to the top side of vehicle 1, and "downward" refers to the direction 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 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.

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

[0042] In some embodiments, see Figure 4 The front bumper beam assembly 10 includes a front bumper beam 11, an energy-absorbing box 12, and an adapter 14. The front bumper beam 11 extends along the width direction Y of the vehicle 1. The energy-absorbing box 12 is connected to the rearward side of the front bumper beam 11 along the length direction X of the vehicle 1. The adapter 14 is connected to the side of the energy-absorbing box 12 opposite to the front bumper beam 11. The adapter 14 connects the upper side beam structure 30 and the front longitudinal beam 50. In other embodiments, the upper side beam structure 30 and the front longitudinal beam 50 may also be directly connected to the energy-absorbing box 12.

[0043] In some embodiments, see Figure 4A bending guide area 51 is formed at the end of the front longitudinal beam 50 near the energy-absorbing box 12 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, see Figure 3 The front assembly 100 also includes a wheel arch inner plate 80. The upper beam structure 20 is connected to the front longitudinal beam 50 through the wheel arch inner plate 80.

[0046] In some embodiments, see Figure 5 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 front bumper beam assembly 10. Specifically, the stabilizing bracket 70 is connected to the energy-absorbing box 12 via an adapter 14. In other embodiments, the stabilizing bracket 70 may also be directly connected to the energy-absorbing box 12. The side of the stabilizing bracket 70 along the width Y direction of the vehicle 1 is used to connect to the front longitudinal beam 50. The side of the stabilizing bracket 70 along the width Y direction of the vehicle 1 is connected to the upper side beam structure 30. The stabilizing bracket 70 can transmit the impact force of the front bumper beam assembly 10 to the upper side beam structure 30, inducing the upper side beam structure 30 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 structure 30 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.

[0047] Optionally, the stabilizing bracket 70 is welded to the front longitudinal beam 50, the upper side beam structure 30, and the front anti-collision beam assembly 10. The welding method can be resistance welding.

[0048] In some embodiments, see Figure 5The upper beam structure 30 includes a first connecting section 31 and a second connecting section 32. One end of the first connecting section 31 is connected to the front bumper beam assembly 10. The first connecting section 31 can be connected to an adapter 14 to connect to the energy-absorbing box 12 of the front bumper beam assembly 10. One end of the second connecting section 32 is connected to the first connecting section 31. The second connecting section 32 is inclined relative to the first connecting section 31, and a first weak zone 22a is formed between the first connecting section 31 and the second connecting section 32. The extension direction of the first connecting section 31 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 included 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 31, which can provide reliable support to effectively transmit the impact force to the second connecting section 32. Subsequently, the first weak zone 22a bends, which ensures that the upper beam structure 30 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.

[0049] 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.

[0050] Optionally, the second connecting segment 32 is bent relative to the first connecting segment 31. Thus, the connection between the first connecting segment 31 and the second connecting segment 32 can form the first weak zone 22a. In other embodiments, the connection between the first connecting segment 31 and the second connecting segment 32 can also be formed as the first weak zone 22a through material changes, wall thickness changes, the addition of grooves, ribs, or other structures.

[0051] In some embodiments, see Figure 5 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.

[0052] In some embodiments, see Figure 5Along the length direction X of vehicle 1, the length of the first connecting segment 31 is the same as the length of the stabilizing bracket 70. Here, "the length of the first connecting segment 21a is the same as the length of the stabilizing bracket 70" means that the length of the first connecting segment 21a is exactly the same as the length of the stabilizing bracket 70, or the difference between the length of the first connecting segment 21a and the length of the stabilizing bracket 70 is within an allowable range, which can be 0 to 10%. This further enhances the overall supporting effect of the first connecting segment 31, facilitating the rearward transmission of impact force. Furthermore, through the above arrangement, the strength of the first connecting segment 31 can be further enhanced by the stabilizing bracket 70, increasing the strength difference between the first connecting segment 31 and the second connecting segment 32, which is beneficial for the second connecting segment 32 to crush under impact force.

[0053] In some embodiments, see Figure 5 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 is used to connect the front longitudinal beam 50. The second connecting wall 72 is used to connect the upper side beam structure 30. Along the length direction X of the vehicle 1, the first connecting wall 71 is arranged corresponding to the side of the front longitudinal beam 50 facing outward along the width direction X of the vehicle 1, and the second connecting wall 72 is arranged corresponding to the side of the energy-absorbing box 12 facing outward along the width direction Y of the vehicle 1. Thus, along the width direction Y of the vehicle 1, the upper side beam structure 30 is located entirely outside the energy-absorbing box 12 of the front anti-collision beam assembly 10. Most of the impact force transmitted from the energy-absorbing box 12 can only be transmitted to the upper side beam structure 30 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 structure 30.

[0054] In some embodiments, see Figure 5 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 31, but also facilitate the subsequent guidance of the front longitudinal beam 50 to offset outward along the width direction Y of the vehicle 1.

[0055] In some embodiments, see Figure 6 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 structure 30 (first connecting section 31) 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.

[0056] 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. Since A6 is greater than A7, this can improve the bending resistance of the front longitudinal beam 50, ensuring that the front longitudinal beam 50 can bend again after being crushed and bent in several weak areas 22 of the upper beam structure 30. This improves the reliability of the upper beam structure 30 in pulling the front longitudinal beam 50 outward along the width direction Y of the vehicle 1 during the bending process.

[0057] 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.

[0058] In some embodiments, see Figure 7 and Figure 8 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. The 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 the 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 structure 30 together form the second cavity Q70.

[0059] In some embodiments, see Figure 8 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.

[0060] In some embodiments, see Figure 8 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 structure 30 along the length direction X of the vehicle 1 to connect the upper side beam structure 30. 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 structure 30 along the height direction Z of the vehicle 1 to connect the upper side beam structure 30.

[0061] 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.

[0062] In some embodiments, see Figure 9 and Figure 10 The upper beam structure 30 includes a first connecting segment 31, a second connecting segment 32, and a third connecting segment 33 connected sequentially. One end of the first connecting segment 31 is connected to the front bumper beam assembly 10. The first connecting segment 31 can be connected to the energy-absorbing box 12 via an adapter 14, or it can be directly connected to the energy-absorbing box 12. One end of the second connecting segment 32 is connected to the other end of the first connecting segment 31. One end of the third connecting segment 33 is connected to the other end of the second connecting segment 32, and the other end of the third connecting segment 33 is used to connect to the A-pillar assembly 60. The third connecting segment 33 can be connected to the A-pillar assembly 60 via the front beam structure 40. The third connecting segment 33 can also be directly connected to the A-pillar assembly 60. This application embodiment does not specifically limit the connection method between the third connecting segment 33 and the A-pillar assembly 60. The strength of the first connecting segment 31 is greater than the strength of the second connecting segment 32, and the strength of the third connecting segment 33 is greater than the strength of the second connecting segment 32.

[0063] Thus, the strength of the first connecting segment 31 is greater than that of the second connecting segment 32, and the strength of the third connecting segment 33 is greater than that of the second connecting segment 32. When the upper beam structure 30 is impacted, the first connecting segment 31 can stably absorb a certain amount of impact force. Furthermore, the strength difference between the first connecting segment 31 and the second connecting segment 32 causes the connection between the two segments to first undergo bending and crushing. After the second connecting segment 32 transmits the impact force to the third connecting segment 33, the connection between the second connecting segment 32 and the third connecting segment 33 undergoes bending and crushing, thus absorbing the impact. The higher strength of the third connecting segment 33 results in a smaller deformation than that of the second connecting segment 32, preventing the third connecting segment 33 from being completely crushed. This facilitates the smooth transmission of the impact force from the third connecting segment 33 to the rear structure of the vehicle 1 (such as the front beam structure 40 and the A-pillar assembly 60), ensuring the gradual crushing of the impact force.

[0064] Optionally, the first connecting segment 31, the second connecting segment 32, and the third connecting segment 33 are connected in a smooth transition sequence.

[0065] Optionally, a first weak zone 22a is formed between the first connecting segment 31 and the second connecting segment 32. A second weak zone 22b is formed between the second connecting segment 32 and the third connecting segment 33. The stabilizing bracket 70 is connected to the first connecting segment 31.

[0066] In some embodiments, see Figure 9 and Figure 10 The projection of the upper side beam structure 30 along the height direction Z of the vehicle 1 intersects the length direction X of the vehicle 1 at an angle, and the projection of the upper side beam structure 30 along the width direction Y of the vehicle 1 intersects the height direction Z of the vehicle 1 at an angle. Thus, the angle of the upper side beam structure 30 along the width direction Y of the vehicle 1 can provide an outward pulling force along the width direction Y of the vehicle 1 in the bending direction of the upper side beam structure 30, which can partially dissipate the kinetic energy generated in the width direction Y of the vehicle 1 by the second energy-absorbing part 122, achieving kinetic energy dispersion and ensuring that the first weak area 22a bends. The angle of the upper side beam structure 30 along the height direction Z of the vehicle 1 allows the upper side beam structure 30 to both absorb a certain amount of impact force and stably transmit the remaining impact force to the A-pillar assembly 60. For example, the upper side beam structure 30 can transmit the impact force to the A-pillar assembly 60 through the second side beam 40.

[0067] In some embodiments, see Figure 9 The angle between the projection of the upper beam structure 30 along the height direction Z of the vehicle 1 and the length direction X of the vehicle 1 is α, where 22°≤α≤38°. This ensures the dispersion of impact force and the bending of the first weak zone 22a.

[0068] Optionally, α can be any one of 22°, 23°, 24°, 25°, 26°, 27°, 28°, 29°, 30°, 31°, 32°, 33°, 34°, 35°, 36°, 37° and 38°.

[0069] Optionally, 25°≤α≤30°. Since the first weak zone 22a and the bending guide zone 51 of the front longitudinal beam 50 are spaced apart along the length direction X of the vehicle 1, by limiting α to be between 25° and 30°, the risk of the bending guide zone 51 bending prematurely can be reduced, so as to ensure that the first weak zone 22a bends and collapses before the bending guide zone 51.

[0070] In some embodiments, see Figure 10 The angle between the projection of the upper beam structure 30 along the width direction Y of the vehicle 1 and the height direction Z of the vehicle 1 is β, where 25°≤β≤30°. If β is too small, the second weak zone 22b will bend before the first weak zone 22a, resulting in the failure of the impact force transmission of the upper beam assembly 20. If β is too large, the crushing degree of the first weak zone 22a and the second weak zone 22b will be too large, reducing the kinetic energy that the upper beam structure 30 can absorb. This will result in excessive kinetic energy and impact force transmitted to the second beam 40, increasing the risk of tearing of the second beam 40 and making it difficult to achieve stepwise crushing. Therefore, by limiting β to between 25° and 30°, it is possible to absorb a certain amount of kinetic energy and impact force while ensuring that the remaining impact force and kinetic energy can be stably transmitted to the second beam 40.

[0071] Optionally, β can be any one of 25°, 26°, 27°, 28°, 29°, and 30°. When β = 29°, the risk of premature bending at the second bend point is relatively low.

[0072] In some embodiments, see Figures 11 to 13 The cross-sectional area of ​​the first connecting segment 31 is larger than that of the second connecting segment 32, and the cross-sectional area of ​​the third connecting segment 33 is larger than that of the first connecting segment 31, and the cross-sectional area of ​​the third connecting segment 33 is larger than that of the second connecting segment 32. Thus, the first connecting segment 31 can function as a simple crushing and energy-absorbing element, transmitting the impact force to the second connecting segment 32. During the impact force transmission process, the larger cross-section of the first connecting segment 31 compared to the second connecting segment 32 further facilitates bending in the first weak zone 22a and causes the second connecting segment 32 to twist with the offset angle of the first connecting segment 31, thereby crushing the wall surface of the second connecting segment 32. The increased cross-sectional area of ​​the third connecting segment 33 enables the stable transmission of the impact force to the A-pillar assembly 60 (in this embodiment, this is transmitted to the A-pillar assembly 60 via the second side beam 40), achieving reliable impact force transmission.

[0073] Optionally, the cross-sectional area of ​​the second connecting segment 32 is between 0.7 and 0.9 times the cross-sectional area of ​​the first connecting segment 31, specifically 0.7, 0.8, or 0.9. The cross-sectional area of ​​the third connecting segment 33 is between 1.1 and 1.3 times the cross-sectional area of ​​the first connecting segment 31, specifically 1.1, 1.2, or 1.3.

[0074] Optionally, the cross-section of the first connecting section 31 is approximately similar to the cross-section of the second energy-absorbing section 122.

[0075] In some embodiments, see Figures 11 to 13 The dimension of the first connecting segment 31 along the height direction Z of the vehicle 1 is greater than that of the second connecting segment 32 along the height direction Z of the vehicle 1, and the dimension of the second connecting segment 32 along the height direction Z of the vehicle 1 is smaller than that of the third connecting segment 33 along the height direction Z of the vehicle 1. The dimension of the first connecting segment 31 along the width direction Y of the vehicle 1 is smaller than that of the second connecting segment 32 along the width direction Y of the vehicle 1, and the dimension of the second connecting segment 32 along the width direction Y of the vehicle 1 is smaller than that of the third connecting segment 33 along the width direction Y of the vehicle 1.

[0076] Specifically, the shape of the first connecting section 31 is similar to that of the second energy-absorbing section 122. Since the dimension of the energy-absorbing box 12 along the width direction Y of the vehicle 1 is limited, the dimension of the energy-absorbing box 12 along the height direction Z of the vehicle 1 is increased to ensure the energy absorption effect and impact force transmission effect of the energy-absorbing box 12. The third connecting section 33 is roughly square in shape, possessing higher strength and better able to withstand impact forces. The gradual shape of the second connecting section 32 allows for a smooth transition between the first connecting section 31 and the third connecting section 33.

[0077] In some embodiments, see Figure 14 The upper beam structure 30 includes an outer upper beam plate 30a and an inner upper beam plate 30b. The outer upper beam plate 30a connects to the inner upper beam plate 30b on one side outward along the width direction Y of the vehicle 1. A first connecting edge 34 is provided on one side of the inner upper beam plate 30b, and a second connecting edge 35 is provided on one side of the outer upper beam plate 30a. At the connection between the second connecting section 32 and the third connecting section 33, a gap Q31 is formed between the first connecting edge 34 and the second connecting edge 35, forming a second weak zone 22b. Thus, the gap Q31 facilitates the crushing and bending of the second connecting section 32 relative to the third connecting section 33. The gap Q31 has a simple structure and is easy to manufacture.

[0078] Optionally, see Figure 14 The first connecting edge 34 includes a first segment 341 and two second segments 342. The second connecting edge 35 includes a third segment 351 and two fourth segments 352. One second segment 342 connects to the fourth segment 352 and corresponds to the second connecting edge 32, while the other second segment 342 connects to the fourth segment 352 and corresponds to the third connecting edge 33. The first segment 341 and the third segment 351 are located at the connection point of the second connecting edge 32 and the third connecting edge 33. The two ends of the first segment 341 are bent to connect to the two second segments 342, and the two ends of the third segment 351 are bent to connect to the two fourth segments 352. A gap Q31 is formed between the first segment 341 and the third segment 351. Q31 forms the second weak area 22b. Thus, the first segment 341 and the third segment 351 are prone to bending when subjected to impact force. Furthermore, by setting the second weak zone 22b between the first side segment 341 and the third side segment 351, the processing difficulty is lower and the cost is lower compared to setting guide grooves or changing materials.

[0079] Optionally, the second side segment 342 and the fourth side segment 352 can be connected by welding.

[0080] Obviously, in other embodiments, the second weak region 22b can also be constructed using other formation methods described above, and this embodiment does not specifically limit it.

[0081] In some embodiments, see Figure 14 At the end of the upper beam outer plate 30a near the energy-absorbing box 12, a clearance groove C30 is formed on the side of the upper beam outer plate 30a along the Z-direction of the vehicle 1. This allows it to avoid other structures of the vehicle 1. In addition, this feature facilitates a smooth transition between the first connecting section 31 and the second connecting section 32, which helps to reduce the molding difficulty of the second connecting section 32.

[0082] In this embodiment, during the 40% offset crash test of Vehicle 1 in the NCAP (New Car Assessment Program), the impact force is transmitted to the energy-absorbing box 12 through the front bumper beam 11. A portion of the impact force is transmitted to the front longitudinal beam 50. A portion of the impact force is transmitted to the upper side beam structure 30. The upper side beam structure 30 is crushed under the impact force, causing the front longitudinal beam 50 to shift outward and crush along the width direction Y of Vehicle 1. Subsequently, the impact force of the upper side beam structure 30 is transmitted to the second side beam 40, where it is crushed, 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, and finally to 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.

[0083] 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.

[0084] 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).

[0085] 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 top beam structure, characterized in that, One end of the upper beam structure is used to connect to the front bumper beam assembly, and the other end of the upper beam structure is used to connect to the A-pillar assembly. The upper beam structure includes a first connecting segment, a second connecting segment, and a third connecting segment connected in sequence. The end of the first connecting segment opposite to the second connecting segment is used to connect to the front bumper beam assembly, and the end of the third connecting segment opposite to the second connecting segment is used to connect to the A-pillar assembly. The strength of the first connecting segment is greater than the strength of the second connecting segment, and the strength of the third connecting segment is greater than the strength of the second connecting segment.

2. The upper beam structure according to claim 1, characterized in that: The first connecting segment has a first chamber, the second connecting segment has a second chamber, and the third connecting segment has a third chamber. The cross-sectional area of ​​the second connecting segment is smaller than that of the first connecting segment, and the cross-sectional area of ​​the second connecting segment is smaller than that of the third connecting segment.

3. The upper beam structure according to claim 1, characterized in that: The first connecting segment and the third connecting segment are spaced apart along a first direction; The projection of the upper beam structure along the second direction intersects the first direction at an incline, and the projection of the upper beam structure along the third direction intersects the second direction at an incline.

4. The upper beam structure according to claim 3, characterized in that: The angle between the projection of the upper beam structure along the second direction and the first direction is α, where 22°≤α≤38°; And / or, the angle between the projection of the upper beam structure along the third direction and the second direction is β, where 25°≤β≤30°.

5. The upper beam structure according to claim 1, characterized in that: The first connecting segment extends along a first direction, and the extension direction of the second connecting segment is inclined relative to the first connecting segment. The connection between the first connecting segment and the second connecting segment forms a first weak zone.

6. The upper beam structure according to claim 1, characterized in that: The upper beam structure includes an inner upper beam plate and an outer upper beam plate. The inner upper beam plate is connected to the outer upper beam plate. A first connecting edge is provided on one side of the inner upper beam plate, and a second connecting edge is provided on one side of the outer upper beam plate. At the connection between the second connecting segment and the third connecting segment, a gap is formed between the first connecting edge and the second connecting edge, and the gap forms a second weak zone.

7. A front assembly, characterized in that, include: Front bumper beam assembly; The upper beam structure as described in any one of claims 1 to 6, wherein the first connecting section of the upper beam structure connects the front bumper beam assembly to the rearward side along the length of the vehicle; The A-pillar assembly is connected to the third connecting section of the upper beam structure.

8. The front assembly according to claim 7, characterized in that: The front assembly also includes a front longitudinal beam, which is located on the side of the upper beam structure inward along a third direction, and one end of the front longitudinal beam is connected to the front anti-collision beam assembly; A stabilizing bracket is provided, with one end of the stabilizing bracket connected to the front anti-collision beam assembly along a first direction, and the two sides of the stabilizing bracket along a third direction respectively connected to the front longitudinal beam and the first connecting segment. Along the third direction, the end of the stabilizing bracket away from the front anti-collision beam assembly is correspondingly positioned at the connection point of the first connecting segment and the second connecting segment.

9. The front assembly according to claim 8, characterized in that: The second connecting segment is inclined relative to the first connecting segment, and a first weak area is formed between the first connecting segment and the second connecting segment. The extension direction of the first connecting segment pointing to the first weak area is approximately parallel to the extension direction of the stabilizing bracket along the length of the vehicle.

10. A vehicle, characterized in that, include: The front assembly as described in any one of claims 7 to 9.

Images