Vehicle front end support and vehicle

Abstract

The present disclosure relates to a vehicle front end support and a vehicle, the vehicle front end support comprising a support body, the support body comprising a first frame body and a second frame body, the first frame body and the second frame body being connected to each other, the first frame body and the second frame body both extending along a width direction of the vehicle, the first frame body being arranged above the second frame body, the first frame body having a structural strength less than that of the second frame body, so that the first frame body has a greater energy absorption than the second frame body. The vehicle front end support can both ensure collision energy absorption when colliding with a pedestrian and support the leg of the pedestrian, thereby reducing the risk of secondary injury.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle manufacturing technology, and more particularly to a vehicle front-end bracket and a vehicle. Background Technology

[0002] In related technologies, the front-end bracket of a vehicle absorbs the same amount of energy at different locations when it collides with a pedestrian. As a result, it is impossible to ensure both energy absorption and leg support for the pedestrian during the collision. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle front-end bracket and a vehicle to solve the problems in the aforementioned related technologies.

[0004] To achieve the above objectives, one aspect of this disclosure provides a vehicle front-end bracket, including a bracket body; The support body includes a first frame and a second frame, the first frame and the second frame are connected to each other, the first frame and the second frame both extend along the width direction of the vehicle, and the first frame and the second frame are used for collision energy absorption; The first frame is positioned above the second frame, and the structural strength of the first frame is less than that of the second frame, so that the energy absorbed by the first frame is greater than that absorbed by the second frame. The second frame is used to support the legs of pedestrians.

[0005] The aforementioned technical solution, by making the strength of the first frame less than that of the second frame, allows the first frame to collapse more readily than the second. This results in the first frame absorbing more energy during collapse, ensuring sufficient energy absorption during a collision. Furthermore, the combined energy absorption of the first and second frames achieves tiered energy absorption and cushioning, enhancing pedestrian protection. The second frame, with its higher structural strength, remains largely intact during collapse and energy absorption, preventing breakage and providing support for the pedestrian's legs. This prevents unexpected rebound or rotation of the legs upon impact, reducing the risk of secondary injury. The front-end support of this vehicle, through the arrangement of the first and second frames, effectively absorbs collision energy while simultaneously supporting the pedestrian's legs, minimizing the risk of secondary injury.

[0006] In some possible implementations, the first frame is provided with a plurality of openings, which are located at different positions on the first frame to form a first energy-absorbing region and a second energy-absorbing region. The first energy-absorbing region extends along the width direction of the vehicle and is configured to increase the area of ​​energy absorption by crumpling after an impact. The second energy-absorbing region extends along the front-rear direction of the vehicle.

[0007] This setup enables two-stage buffering and energy absorption, allowing stress waves to propagate in the designed direction and achieving the dispersion and absorption of collision energy.

[0008] In some possible implementations, in the width direction of the vehicle, the first frame is provided with a plurality of recesses and a plurality of protrusions spaced apart in the width direction of the vehicle, the protrusions being disposed between two adjacent recesses, and the protrusions being used to connect with the skin of the front of the vehicle. The plurality of openings are respectively disposed on the protrusion and the recess, the first absorption region is disposed on the protrusion, and the second energy absorption region is disposed on the recess.

[0009] This design ensures that the first frame has sufficient structural strength, guaranteeing the stability of its overall installation and facilitating connection with the front skin of the vehicle.

[0010] In some possible implementations, the protrusion includes a first plate, a second plate, and a third plate, which are connected end to end. The first plate is vertically arranged, the second plate is inclined, and the third plate is horizontally arranged.

[0011] This configuration allows collision energy to be transferred gradually from front to back, thus achieving energy absorption.

[0012] In some possible implementations, the rear end of the first frame is provided with a first mounting part for connecting to the front crossbeam of the vehicle.

[0013] This design facilitates the installation and fixation of the first frame and enables connection with the front crossbeam.

[0014] In some possible implementations, the second frame includes a seventh plate having a second mounting portion for connecting to the front bumper body of the vehicle. The rear end of the seventh plate is connected to the first frame, and the front end of the seventh plate has a support portion for connecting to the front skin of the vehicle.

[0015] This setup facilitates the installation and fixation of the second frame, enabling connection with the front support unit.

[0016] In some possible implementations, the second frame further includes a connector, and the seventh plate is provided in two, with the two seventh plates spaced apart in the width direction of the vehicle and having a accommodating space for accommodating the target component to be placed. The connector is disposed between the two seventh plates, and the two ends of the connector in the width direction of the vehicle are respectively connected to the two seventh plates. The connector is connected to the first frame.

[0017] This setup allows for the placement of the target components.

[0018] In some possible implementations, at least one of the seventh plates is provided with an assembly portion for assembling components.

[0019] This setup facilitates the assembly and placement of related components.

[0020] In some possible implementations, both the first frame and the second frame are plate-shaped, the first frame and the second frame are integrally formed, and the thickness of the first frame is less than the thickness of the second frame.

[0021] This configuration ensures that the structural strength of the first frame is less than that of the second frame.

[0022] In some possible implementations, the second frame is 670mm-700mm above the ground in the height direction of the vehicle.

[0023] This setup ensures that the second frame supports the pedestrian's legs at the preset position, effectively suppressing unintended leg rollover and greatly reducing leg injuries.

[0024] A second aspect of this disclosure also provides a vehicle including a front crossbeam, a front bumper body, and the aforementioned vehicle front support; The first frame of the vehicle front bracket is connected to the front crossbeam, and the second frame of the vehicle front bracket is connected to the front bumper body.

[0025] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0026] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a perspective view of a vehicle front-end bracket according to one embodiment of the present disclosure.

[0027] Figure 2This is a schematic diagram of the front end of a vehicle according to one embodiment of the present disclosure.

[0028] Figure 3 This is a cross-sectional view of the front end of a vehicle according to one embodiment of the present disclosure.

[0029] Explanation of reference numerals in the attached figures 1. First frame; 11. First energy-absorbing area; 12. Second energy-absorbing area; 13. Protrusion; 131. First plate; 132. Second plate; 133. Third plate; 14. Recess; 141. Fourth plate; 142. Fifth plate; 143. Sixth plate; 15. First mounting part. 2. Second frame, 21. Seventh plate, 22. Second mounting part, 23. Connector, 24. Assembly part, 25. Support part; 3. Opening a hole; 100. Brake body; 101. Front crossbeam; 102. Front bumper body; 103. Skin. Detailed Implementation

[0030] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0031] In this disclosure, unless otherwise stated, directional terms such as "upper," "lower," "left," and "right" are generally used to define the orientation of the accompanying drawings, and "inner" and "outer" refer to the inner and outer parts of the relevant components. Furthermore, terms such as "first" and "second" are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0032] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0033] Pedestrian protection primarily involves optimizing the front-end design and structure of vehicles to reduce head and leg injuries to pedestrians in the event of a collision. Therefore, the structural design requirements for the front-end support structure of vehicles are becoming increasingly stringent.

[0034] In related technologies, the front-end support of a vehicle absorbs energy at the same rate at different locations during a collision with a pedestrian. This makes it impossible to simultaneously absorb energy and provide leg support during the collision. For example, some designs use brittle PP materials for collision energy absorption. While these materials can effectively absorb energy, they are prone to cracking upon impact, failing to provide leg support and causing unexpected rollover after the collision. Conversely, using impact-resistant materials can provide leg support, but they are susceptible to ineffective energy absorption.

[0035] Therefore, such as Figures 1-3 As shown, one aspect of this disclosure provides a vehicle front-end bracket, including a bracket body 100.

[0036] The support body 100 includes a first frame 1 and a second frame 2, which are connected to each other. Both the first frame 1 and the second frame 2 extend along the width direction of the vehicle. The first frame 1 and the second frame 2 are used for collision energy absorption. It can be understood that both the first frame 1 and the second frame 2 can absorb energy and achieve the absorption of collision energy, thereby achieving a buffering effect.

[0037] The first frame 1 is positioned above the second frame 2. The structural strength of the first frame 1 is less than that of the second frame 2, so that the energy absorbed by the first frame 1 is greater than that absorbed by the second frame 2. The second frame 2 is used to support the legs of pedestrians.

[0038] In the above technical solution, by making the strength of the first frame 1 less than that of the second frame 2, the first frame 1 is more conducive to collapse than the second frame 2. Therefore, the energy absorbed by the first frame 1 during collapse is greater than that absorbed by the second frame 2, ensuring sufficient absorption of collision energy. Furthermore, the joint energy absorption of the first frame 1 and the second frame 2 achieves tiered energy absorption and buffering, improving the protection for pedestrians. The second frame 2 has a higher structural strength, ensuring that its structure remains essentially unchanged during collapse and energy absorption, preventing breakage. This provides support for the pedestrian's legs, preventing unexpected rebound or rotation upon impact and reducing the risk of secondary injury. The front-end bracket of this vehicle, through the arrangement of the first frame 1 and the second frame 2, can both ensure the absorption of collision energy during a pedestrian collision and provide leg support, reducing the risk of secondary injury.

[0039] Optionally, in one embodiment of this disclosure, a plurality of openings 3 are provided on the first frame 1. These openings 3 are located at different positions on the first frame 1 to form a first energy-absorbing region 11 and a second energy-absorbing region 12. The first energy-absorbing region 11 extends along the width direction of the vehicle and is configured to increase the area for energy absorption during collapse after an impact. The second energy-absorbing region 12 extends along the longitudinal direction of the vehicle. By using the openings 3, the structural strength of the first frame 1 can be weakened at different locations, thereby reducing the structural strength of the first frame 1 and facilitating its collapse and energy absorption, thus achieving a buffering effect.

[0040] The multiple openings 3 are positioned differently on the first frame 1, creating different energy-absorbing areas at different locations on the first frame 1, namely the first energy-absorbing area 11 and the second energy-absorbing area 12. These two energy-absorbing areas provide two-stage buffering and energy absorption, but their functions differ. The first energy-absorbing area 11 absorbs energy across its entire surface, increasing the contact area during the collision and allowing the collision force to diffuse along the width of the vehicle, thus absorbing the collision energy. The second energy-absorbing area 12 absorbs energy in the front-to-back direction of the vehicle, allowing the collision energy to be transferred from front to back. Therefore, through the first energy-absorbing area 11 and the second energy-absorbing area 12, stress waves can propagate in the designed direction, achieving the dispersion and absorption of collision energy and ensuring an energy absorption efficiency of >75% within the first 20ms of the collision.

[0041] Optionally, in one embodiment of this disclosure, in the width direction of the vehicle, the first frame 1 is provided with a plurality of recesses 14 and a plurality of protrusions 13 spaced apart in the width direction of the vehicle. The protrusions 13 are disposed between two adjacent recesses 14 and are used to connect with the skin 103 of the front of the vehicle. A plurality of openings 3 are respectively disposed in the protrusions 13 and recesses 14, a first energy-absorbing region is disposed in the protrusions 13, and a second energy-absorbing region 12 is disposed in the recesses 14.

[0042] The protrusion 13 connects to the front skin 103 of the vehicle, providing support for the front skin 103 and facilitating its arrangement. Furthermore, in the event of a frontal collision, impact energy is transferred from the front skin 103 to the protrusion 13, thus absorbing the impact energy. The first frame 1 is provided with multiple recesses 14, which enhance its structural strength, ensuring its overall structural stability and allowing the protrusions 13 to absorb impact energy first, preventing breakage or damage to the entire first frame 1 upon impact. It can be understood that recesses 14 are formed in certain areas of the first frame 1, while protrusions 13 are formed where no recesses are made. The recesses 14 face downwards, and their edges extend along both the front-rear and width directions of the vehicle, thereby increasing the structural strength of the first frame 1 in the front-rear direction.

[0043] Optionally, in some examples, multiple openings 3 are formed at the protrusion 13, which weakens the structural strength of the protrusion 13, thereby enabling collision energy absorption. Similarly, forming multiple openings 3 in the recess 14 reduces the structural size and strength of the recess 14, also enabling collision energy absorption. It is understood that during a collision, a localized area of ​​the recess 14 can bend, absorbing energy. Furthermore, the design of the openings 3 allows for weight reduction of the first frame 1, meeting lightweight requirements.

[0044] Optionally, in one embodiment of this disclosure, the protrusion 13 includes a first plate 131, a second plate 132, and a third plate 133, which are connected end to end. The first plate 131 is vertically arranged, the second plate 132 is inclined, and the third plate 133 is horizontally arranged.

[0045] The first plate 131 is vertically positioned in front of the second plate 132. The first plate 131 first bears the impact force, which is then transmitted to the second plate 132. The inclined arrangement of the second plate 132 allows the impact force to be transmitted obliquely upwards, thereby transmitting it to the third plate 133. The third plate 133 is located behind the second plate 132, thus the impact energy is gradually transmitted from front to back, achieving energy absorption. Furthermore, the inclined arrangement of the second plate 132 enables the dispersion of impact energy.

[0046] Optionally, in one embodiment of this disclosure, the recess 14 includes a fourth plate 141, a fifth plate 142, and a sixth plate 143. The fourth plate 141 is connected to the fifth plate 142, and the fifth plate 142 is connected to the sixth plate. The fifth plate 142 is horizontally arranged, while the fourth plate 141 and the sixth plate 143 are vertically arranged. The fourth plate 141 extends along the width direction of the vehicle, and the sixth plate 143 extends along the front-rear direction of the vehicle. The fourth plate 141 is connected to the first plate 131, and the sixth plate 143 is connected to the second plate 132 and the third plate 133.

[0047] Among them, openings 3 are provided on the fourth plate 141, the fifth plate 142 and the sixth plate 143 to weaken the structural strength and reduce weight. The openings 3 can reduce the area of ​​the fifth plate 142 and the sixth plate 143, so that the connection between the fifth plate 142 and the sixth plate 143 can be bent in the event of a collision, thereby absorbing energy.

[0048] Optionally, in one embodiment of this disclosure, a first mounting portion 15 is provided at the rear end of the first frame 1. The first mounting portion 15 is used to connect with the front crossbeam 101 of the vehicle. The first mounting portion 15 facilitates the installation and fixation of the first frame 1 and enables connection with the front crossbeam 101 via bolts. In some examples, the first mounting portion 15 may be a mounting plate, which can be attached to the front crossbeam 101 and connected via bolts.

[0049] Optionally, in one embodiment of this disclosure, the second frame 2 includes a seventh plate 21, the seventh plate 21 is provided with a second mounting part 22, the second mounting part 22 is used to connect with the front bumper body 102 of the vehicle, the rear end of the seventh plate 21 is connected to the first frame 1, and the front end of the seventh plate 21 is provided with a support part 25, the support part 25 is used to connect with the front skin 103 of the vehicle.

[0050] The second mounting part 22 facilitates the installation and fixation of the second frame 2 and enables connection with the front bumper body 102 via bolts. In some examples, the second mounting part 22 can be a mounting plate that fits onto the front bumper body 102 and is connected via bolts. The second mounting part 22 is positioned along the height direction of the vehicle.

[0051] The support part 25 is connected to the front skin 103 of the vehicle and can provide support for the front skin 103, which is beneficial to the arrangement of the front skin 103. In addition, when the front of the vehicle is involved in a collision, the impact energy can be transferred to the support part 25 through the front skin 103, thereby absorbing the impact energy.

[0052] Optionally, in one embodiment of this disclosure, the second frame 2 further includes a connector 23, and two seventh plates 21 are provided. The two seventh plates 21 are spaced apart in the width direction of the vehicle and have a accommodating space for accommodating the target component to be arranged. The connector 23 is disposed between the two seventh plates 21, and the two ends of the connector 23 in the width direction of the vehicle are respectively connected to the two seventh plates 21. The connector 23 is connected to the first frame 1.

[0053] The two seventh plates 21 are spaced apart to provide a space for accommodating target components. This allows for the placement of target components as needed. In some examples, the target component can be a millimeter-wave radar. The connector 23 connects to the two seventh plates 21, reinforcing the area between them and ensuring structural strength. The target component can also connect to the second frame 2, improving its structural strength. The second frame 2 does not have any holes to ensure its structural strength and provide leg support for pedestrians.

[0054] Optionally, in one embodiment of this disclosure, at least one seventh plate 21 is provided with an assembly portion 24 for assembling components. The assembly portion 24 facilitates the assembly of related components, which is beneficial for the arrangement of the vehicle's front-end structures. In some examples, one seventh plate 21 is provided with an assembly portion 24, while the other is not, resulting in an asymmetrical design between the two seventh plates 21.

[0055] Optionally, in one embodiment of this disclosure, both the first frame 1 and the second frame 2 are plate-shaped and integrally formed, with the thickness of the first frame 1 being less than the thickness of the second frame 2. This configuration results in the structural strength of the first frame 1 being less than that of the second frame 2.

[0056] The first frame 1 and the second frame 2 can be injection molded from plastic into a single integral structure. The plastic can be a PC-ABS composite material with 60% elongation, whose high ductility can effectively prevent brittle fracture under impact loads, ensuring support for the pedestrian's legs. During injection molding, a melt flow guided injection process can be used, and a 6-point hot runner needle valve can be employed, which can significantly improve molding time.

[0057] Optionally, in one embodiment of this disclosure, the second frame 2 is positioned 670mm-700mm above the ground in the vehicle's height direction. By controlling the height of the second frame 2 above the ground, the support position for the pedestrian's legs can be controlled, ensuring that the support position of the second frame 2 for the pedestrian's legs is a preset position, effectively suppressing unintended leg rollover and greatly reducing leg injuries. It should be noted that the height of the second frame 2 above the ground can be set as needed, and no further restrictions are imposed here.

[0058] A second aspect of this disclosure also provides a vehicle including a front crossbeam 101, a front bumper body 102, and the aforementioned vehicle front support. A first frame 1 of the vehicle front support is connected to the front crossbeam 101, and a second frame 2 of the vehicle front support is connected to the front bumper body 102.

[0059] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0060] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0061] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle front-end bracket, characterized in that, Including the support body; The support body includes a first frame and a second frame, the first frame and the second frame are connected to each other, the first frame and the second frame both extend along the width direction of the vehicle, and the first frame and the second frame are used for collision energy absorption; The first frame is positioned above the second frame, and the structural strength of the first frame is less than that of the second frame, so that the energy absorbed by the first frame is greater than that absorbed by the second frame. The second frame is used to support the legs of pedestrians.

2. The vehicle front-end bracket according to claim 1, characterized in that, The first frame is provided with multiple openings, which are located at different positions on the first frame to form a first energy-absorbing area and a second energy-absorbing area. The first energy-absorbing area extends along the width direction of the vehicle and is configured to increase the area of ​​energy absorption after impact. The second energy-absorbing area extends along the front-rear direction of the vehicle.

3. The vehicle front-end bracket according to claim 2, characterized in that, In the width direction of the vehicle, the first frame is provided with a plurality of recesses and a plurality of protrusions spaced apart in the width direction of the vehicle, the protrusions being disposed between two adjacent recesses, and the protrusions being used to connect with the skin of the front of the vehicle. The plurality of openings are respectively disposed on the protrusion and the recess, the first absorption region is disposed on the protrusion, and the second energy absorption region is disposed on the recess.

4. The vehicle front-end bracket according to claim 3, characterized in that, The protrusion includes a first plate, a second plate, and a third plate, which are connected end to end. The first plate is vertically arranged, the second plate is inclined, and the third plate is horizontally arranged.

5. The vehicle front-end bracket according to claim 1, characterized in that, The rear end of the first frame is provided with a first mounting part, which is used to connect with the front crossbeam of the vehicle.

6. The vehicle front-end bracket according to claim 1, characterized in that, The second frame includes a seventh plate, which is provided with a second mounting part for connecting to the front bumper body of the vehicle. The rear end of the seventh plate is connected to the first frame, and the front end of the seventh plate is provided with a support part for connecting to the front skin of the vehicle.

7. The vehicle front-end bracket according to claim 6, characterized in that, The second frame also includes a connector. The seventh plate is provided in two, with the two seventh plates spaced apart in the width direction of the vehicle and leaving a accommodating space for accommodating the target component to be placed. The connector is disposed between the two seventh plates, and the two ends of the connector in the width direction of the vehicle are respectively connected to the two seventh plates. The connector is connected to the first frame.

8. The vehicle front-end bracket according to claim 6, characterized in that, At least one of the seventh plates is provided with an assembly part for assembling components.

9. The vehicle front-end bracket according to claim 1, characterized in that, Both the first frame and the second frame are plate-shaped and are integrally formed. The thickness of the first frame is less than the thickness of the second frame.

10. The vehicle front-end bracket according to any one of claims 1-9, characterized in that, In the vehicle's height direction, the second frame is 670mm-700mm above the ground.

11. A vehicle, characterized in that, Includes a front crossbeam, a front bumper body, and a vehicle front bracket as described in any one of claims 1-10; The first frame of the vehicle front bracket is connected to the front crossbeam, and the second frame of the vehicle front bracket is connected to the front bumper body.

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