CN216916031U - Automobile front longitudinal beam and automobile - Google Patents

Abstract

The application provides a front longitudinal and car, front longitudinal set up L type baffle towards the regional one end in front of the wheel casing of car, and the opening direction of L type baffle is regional towards wheel casing the place ahead before the car. The automobile front longitudinal beam and the automobile can effectively cope with 25% small offset overlapping collision, improve the energy absorption participation degree of the front longitudinal beam in the collision process, avoid the direct impact of the front longitudinal beam on the envelope area of the automobile front wheel tyre by the wall obstacle, and effectively absorb the energy in the collision process; meanwhile, when other collision working conditions (such as 50kph frontal collision and 64kph offset collision) are met, the front end of the front longitudinal beam still can keep good energy absorption and deformation capacity, and the deformation energy absorption length of the front longitudinal beam is ensured.

Description

Automobile front longitudinal beam and automobile

Technical Field

The application relates to the technical field of automobile body parts, in particular to an automobile front longitudinal beam and an automobile using the same.

Background

At present, in the automobile safety index test, in one of the test conditions, a small offset overlap collision test with 25% is carried out, so that the overlap width of an automobile body and a barrier is reduced, a front longitudinal beam for absorbing collision energy in the traditional automobile design is set, only a tire enveloping area and the barrier carry out collision energy absorption, in order to enable the front longitudinal beam of the automobile to participate in the collision energy absorption, a wedge block is designed at the front end of the front longitudinal beam in most existing automobile factories, the Y-direction width of the front end of the front longitudinal beam is increased, the barrier extrudes the wedge block in the collision test, and the front longitudinal beam is extruded to drive the front longitudinal beam to deform and absorb the energy. However, due to the design, the rigidity of the front end of the front longitudinal beam is enhanced greatly, so that the deformation mode of the front end of the front longitudinal beam is poor in other collision working conditions (such as 50kph frontal collision and 64kph offset collision), the front end of the front longitudinal beam is only dependent on the length of the rear end of the front longitudinal beam to perform collapse energy absorption, the energy absorption length of the front longitudinal beam is reduced, and a large amount of time is spent for analyzing and calculating to perform proper rigidity matching during the design of the longitudinal beam rigidity matching.

SUMMERY OF THE UTILITY MODEL

The application provides a front longitudinal beam of an automobile and the automobile, which are used for solving the problem that the front longitudinal beam does not influence the deformation of the front end in other collision working conditions such as frontal collision under the condition of effectively coping with 25% small offset overlapping collision.

In order to solve the problem, the application provides an automobile front longitudinal beam, the front longitudinal beam sets up L type baffle towards the regional one end in front of the automobile front wheel casing, the opening direction orientation of L type baffle the regional in front of the automobile front wheel casing.

Optionally, the front longitudinal beam comprises a longitudinal beam upper plate and a longitudinal beam lower plate which are connected up and down, the longitudinal beam upper plate and the longitudinal beam lower plate enclose a cavity together, and the L-shaped baffle is located on the longitudinal beam upper plate.

Optionally, a wheel cover reinforcing plate matched with the shape of the front wheel cover of the automobile is arranged on the outer side of the longitudinal beam upper plate.

Optionally, the wheel house stiffener plate is connected to the L-shaped baffle.

Optionally, the longitudinal beam upper plate main body is in a plate shape, and the cross section of the longitudinal beam lower plate forms a symmetrical zigzag structure with an opening facing the longitudinal beam upper plate.

Optionally, the opening edge of the L-shaped baffle is provided with a guide flange.

Optionally, the thickness of the stringer upper plate is less than the thickness of the stringer lower plate.

Optionally, the stringer upper plate is welded to the stringer lower plate.

Optionally, the longitudinal beam lower plate is provided with an enveloping profile for avoiding the front wheel of the automobile at a position corresponding to the front wheel of the automobile.

Correspondingly, the application also provides an automobile comprising any one of the automobile front longitudinal beams.

Compared with the prior art, the application at least obtains the following technical effects:

according to the automobile front longitudinal beam and the automobile using the same, the L-shaped baffle is arranged at the front end of the front area of the automobile front wheel cover above the front longitudinal beam, and the opening of the L-shaped baffle faces the front area of the automobile front wheel cover, so that the L-shaped baffle can enter the opening area of the L-shaped baffle when a barrier is impacted to drag the front longitudinal beam to deform and absorb energy; due to the blocking effect of the L-shaped baffle plate on the barrier, the barrier is prevented from directly impacting an envelope area (such as a front wheel cover of an automobile and the like) of a front wheel tire of the automobile after being wiped by a front longitudinal beam, and the damage of collision to the area is reduced to a certain extent; compared with the mode that the front end of the existing front longitudinal beam is provided with the wedge-shaped block to increase the Y-direction width of the front end and reduce the deformation performance of the front end, the design of the L-shaped baffle does not excessively enhance the rigidity of the front longitudinal beam, but improves the energy absorption participation of the front longitudinal beam, still has better anti-collision performance, and effectively deals with 25% small offset overlapping collision; because the rigidity of the front end of the front longitudinal beam is not excessively enhanced, the front end of the front longitudinal beam can still keep good energy-absorbing deformation capacity in other collision working conditions (such as 50kph frontal collision and 64kph offset collision), and the deformation energy-absorbing length of the front longitudinal beam is ensured.

Drawings

FIG. 1 is a schematic structural view of a front longitudinal beam of an automobile according to an embodiment of the utility model;

FIG. 2 is a schematic diagram illustrating a split of a longitudinal beam upper plate and a longitudinal beam lower plate of an automobile front longitudinal beam according to an embodiment of the present invention;

FIG. 3 is a schematic diagram illustrating a connection relationship between positions of front side members of an automobile according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of the position of the front side member of the automobile and a 25% small offset overlap crash test according to the embodiment of the utility model.

Description of the reference numerals

1-front longitudinal beam; 11-stringer lower plate; 111-envelope profile; 112-a lap edge; 12-a stringer upper plate; a 121-L shaped notch; 1211-guide flanging; 1212-transverse plate; 1213-longitudinal plate; 122-wheel house reinforcement plate; 1221-folding; 2-front energy absorption box; 3-an anti-collision beam; 4-a flange plate.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, the present application is described in further detail with reference to the accompanying drawings and the detailed description.

Referring to fig. 1, which shows a structural schematic diagram of a front side member of an automobile according to the present invention, as shown in fig. 1, an L-shaped baffle 121 is disposed at one end of the front side member 1 facing a front area of a front wheel cover of the automobile, and an opening direction of the L-shaped baffle faces the front area of the front wheel cover of the automobile.

In the present embodiment, the L-shaped baffle 121 is provided at one end of the front side member facing the front region of the front wheel house of the automobile, and the opening direction of the L-shaped baffle 121 faces the front region of the front wheel house of the automobile. The L-shaped dash panel 121 has a longitudinal panel 1213 along the vehicle body length direction and a transverse panel 1212 along the vehicle body width direction, and the transverse panel of the L-shaped dash panel may be disposed at the front end of the front side member as far as possible in terms of the energy absorption length of the front side member, and the transverse panel 1212 has a length in the vehicle body width direction greater than the longitudinal panel 1213 in the vehicle body length direction in terms of the blocking effect of the L-shaped dash panel on the barrier in the collision process. The connecting part of the transverse plate and the longitudinal plate of the L-shaped baffle plate can be connected by a round angle or a right angle. The L-shaped baffle plate can be an independent L-shaped plate connected with the front longitudinal beam main body, or can be formed by arranging an L-shaped opening at the front end of a flanging arranged on the outer side of the front longitudinal beam main body facing the vehicle body. And an opening area formed by the intersection of two plates of the L-shaped baffle is used for meeting the barrier and entering the opening area and impacting the L-shaped baffle to drag the front longitudinal beam to participate in deformation.

In the 25% small offset overlap crash test, due to the narrow overlap width of the vehicle body and the barrier, the barrier rubs the front longitudinal beam during the crash and directly impacts the envelope area (such as the front wheel cover of the vehicle) of the front wheel tire of the vehicle behind the front longitudinal beam, so that serious intrusion damage is caused, and the front longitudinal beam serving as an energy absorbing structure hardly participates in energy absorption during the whole crash. The position of the L-shaped baffle and the arrangement mode of the opening direction indirectly increase the Y-direction width of the front end of the front longitudinal beam, and indirectly increase the chance that the barrier is pressed and contacted with the front longitudinal beam, so that the barrier enters the opening area of the L-shaped baffle when being impacted and indirectly pulls the front longitudinal beam to deform and absorb energy. Referring to fig. 4, a schematic diagram of a collision test with a front longitudinal beam of an automobile in a position and a small offset of 25% is shown, and an arrow in fig. 4 indicates a traveling direction of an obstacle avoidance. When the automobile moves forward, the barrier wipes the automobile head to enter the opening area of the L-shaped baffle, the L-shaped baffle is dragged to deform due to the impact of the barrier, the front longitudinal beam is dragged to participate in deformation, the front end of the front longitudinal beam is driven to integrally start to deform, and energy in collision is effectively absorbed. Furthermore, due to the blocking effect of the L-shaped baffle plate on the barrier, the barrier is prevented from directly impacting an envelope area (such as a front wheel cover of an automobile and the like) of a front wheel tire of the automobile after being wiped by the front longitudinal beam, and the damage of collision to the area is reduced to a certain extent. Compared with the mode that the front end deformation performance is reduced by increasing the Y-direction width of the front end through the wedge block designed at the front end of the existing front longitudinal beam, the design of the L-shaped baffle does not excessively enhance the rigidity of the front longitudinal beam, but improves the energy absorption participation of the front longitudinal beam, still has better anti-collision performance, and effectively copes with 25% of small offset overlapping collision. Because the rigidity of the front end of the front longitudinal beam is not excessively enhanced, the front end of the front longitudinal beam can still keep good energy-absorbing deformation capacity in other collision working conditions (such as 50kph frontal collision and 64kph offset collision), and the deformation energy-absorbing length of the front longitudinal beam is ensured.

Based on the automobile front longitudinal beam, the following specific examples can be provided, and under the premise of no mutual conflict, the examples can be combined at will to form a new automobile front longitudinal beam. It should be understood that any combination of the examples to form a new front side rail for an automobile shall fall within the scope of the present application.

Optionally, the front longitudinal beam 1 of the present application includes a longitudinal beam upper plate 12 and a longitudinal beam lower plate 11 connected up and down, and with reference to fig. 2, a schematic diagram of splitting the longitudinal beam upper plate and the longitudinal beam lower plate of the front longitudinal beam of the present application is shown. As shown in fig. 2, the stringer upper plate 12 and the stringer lower plate 11 together enclose a cavity, and the L-shaped baffle 121 is located on the stringer upper plate 12.

In this embodiment, the vertical plate 1213 of the L-shaped baffle 121 is disposed at the front end of the upper side member plate 12, and the L-shaped baffle may be a single L-shaped plate connected to the upper side member plate, or a flange extending outward from the outer edge of the upper side member plate and having an L-shaped opening at its front end facing the front area of the front wheel cover of the automobile. Referring to fig. 4, a schematic diagram of a position of a front longitudinal beam of an automobile and a 25% small offset overlap collision test is shown, an arrow in fig. 4 indicates a traveling direction of an obstacle avoidance, when the automobile moves forward, the obstacle wipes the front end to enter an opening area of an L-shaped baffle 121 arranged on an upper plate 12 of the longitudinal beam, the L-shaped baffle 121 is dragged to deform due to impact of the obstacle, so that the upper plate 12 of the longitudinal beam is deformed, the front longitudinal beam 1 is dragged to participate in deformation, the front end of the front longitudinal beam is driven to integrally start to deform, and energy in collision is effectively absorbed.

In addition, in the mode of the left and right structures of the inner side rail plate and the outer side rail plate arranged on the existing front side rail, the impact force generated when the automobile collides with the barrier easily forms a tangential acting force between the inner side rail plate and the outer side rail plate, and even if the inner side rail plate and the outer side rail plate are connected in a welding mode, the outer side rail plate is easily torn from the inner side rail plate. The front longitudinal beam in the embodiment has an upper and lower structure consisting of the longitudinal beam upper plate and the longitudinal beam upper plate, so that the tangential acting force of the impact force between the longitudinal beam upper plate and the longitudinal beam lower plate is reduced to a certain degree, and the risk of tearing between the two plates of the front longitudinal beam is reduced.

Optionally, referring to fig. 2, fig. 2 shows a schematic diagram of splitting a longitudinal beam upper plate and a longitudinal beam lower plate of an automobile front longitudinal beam, and as shown in fig. 2, a wheel cover reinforcing plate 122 adapted to the shape of an automobile front wheel cover is arranged on the outer side of the longitudinal beam upper plate 12.

In this embodiment, the wheel cover reinforcing plate 122 is vertically disposed on the outer side of the longitudinal beam upper plate 12, and has an arc surface shape adapted to the shape of the front wheel cover of the automobile, so that the wheel cover reinforcing plate is better attached to the outer surface of the front wheel cover of the automobile, and is favorable for adaptive installation on the front wheel cover of the automobile. Specifically, the underside of the wheel house reinforcement plate 122 may be integrally connected to the side member upper plate 12 by providing a bent flange 1221. The wheel cover reinforcing plate may be welded to the front wheel cover of the automobile to reinforce the structural strength of the front wheel cover to enhance the resistance to barrier impact.

Alternatively, referring to fig. 2, fig. 2 is a schematic diagram showing a split of a longitudinal beam upper plate and a longitudinal beam lower plate of a front longitudinal beam of an automobile, and as shown in fig. 2, a wheel house reinforcing plate 122 is connected with an L-shaped baffle plate 121.

In this embodiment, the wheel cover reinforcing plate 122 is located behind the L-shaped baffle 121, the lower side of the wheel cover reinforcing plate 122 can be integrally connected with the L-shaped baffle 121 by the folded edge 1221, and the L-shaped baffle and the wheel cover reinforcing plate can be integrally formed, so that the strength defect at the joint of the L-shaped baffle and the wheel cover reinforcing plate is reduced.

Alternatively, referring to fig. 2, fig. 2 shows a schematic diagram of the detachment of the upper longitudinal beam plate and the lower longitudinal beam plate of the front longitudinal beam of the automobile, as shown in fig. 2, the upper longitudinal beam plate 12 is plate-shaped, and the lower longitudinal beam plate 11 has a cross section forming a symmetrical zigzag structure with an opening facing the upper longitudinal beam plate.

In the present embodiment, the side member lower plate 11 having the zigzag cross section and the plate-shaped side member upper plate 12 enclose a front side member having a cavity, and the weight of the front side member can be reduced while ensuring the strength of the front side member, thereby achieving the requirement of light weight. Wherein, the inner and outer sides of the side member lower plate 11 of the zigzag cross section have overlapping edges 112 for connecting with the side member upper plate 12.

Optionally, referring to fig. 2, fig. 2 shows a schematic diagram of the detachment of the upper longitudinal beam plate and the lower longitudinal beam plate of the front longitudinal beam of the automobile, and the opening edge of the L-shaped baffle 121 is provided with a guide flange 1211.

In this embodiment, the edge of the opening of the L-shaped flap 121 may extend downward or upward to form a guiding flange 1211, the guiding flange may be connected to the edge of the L-shaped flap at a rounded angle or a right angle, the guiding flange increases the contact surface of the barrier with the L-shaped flap, and assists the L-shaped flap to deform in a backward overlapping manner under the impact force.

Optionally, the thickness of the stringer upper plate 12 is smaller than that of the stringer lower plate 11.

In the embodiment, the thickness of the upper plate of the longitudinal beam is smaller than that of the lower plate of the longitudinal beam, wherein the thickness of the upper plate of the longitudinal beam is 1.6mm, and the thickness of the lower plate of the longitudinal beam is 1.8mm, so that the upper plate of the longitudinal beam mainly provides a deformation energy absorption function in the early stage of collision (namely, the stage that the barrier enters the opening area of the L-shaped baffle plate to extrude the upper plate of the longitudinal beam), and the lower plate of the longitudinal beam provides a certain impact bearing capacity in the later stage of collision (namely, the extruded upper plate of the longitudinal beam starts to pull the whole front longitudinal beam to deform to the end stage), so that the deformation energy absorption capacity of the front longitudinal beam is optimized.

Optionally, the stringer upper plate 12 is welded to the stringer lower plate 11.

In the present embodiment, the inner and outer overlapping edges 112 of the side member lower plate 11 having the inverted-v-shaped cross section are connected to the plate-shaped side member upper plate 12 by welding. The longitudinal beam upper plate and the longitudinal beam lower plate can be made of steel materials above HC340/590DP, and the longitudinal beam upper plate and the longitudinal beam lower plate can be sheet metal parts.

Optionally, referring to fig. 2, fig. 2 shows a schematic diagram of a split of a longitudinal beam upper plate and a longitudinal beam lower plate of an automobile front longitudinal beam, and as shown in fig. 2, an envelope profile 111 for avoiding an automobile front wheel is provided at a position corresponding to an automobile front wheel on the longitudinal beam lower plate 11.

In the present embodiment, the longitudinal beam lower plate 11 is provided with an enveloping profile 111 corresponding to the front wheel of the automobile for avoiding the front wheel of the automobile, specifically, the outer side wall of the longitudinal beam lower plate 11 is recessed into the front longitudinal beam cavity to form an arc-shaped enveloping profile 111 so as to adapt to the local shape of the front wheel of the automobile, so that the front longitudinal beam can be adaptively mounted in the automobile body structure.

Correspondingly, the application also provides an automobile comprising any one of the automobile front longitudinal beams.

The automobile with the automobile front longitudinal beam is characterized in that referring to fig. 3, fig. 3 shows a schematic connection relationship diagram of the position of the automobile front longitudinal beam, and as shown in fig. 3, the front longitudinal beam 1 is located in the front area of the automobile front panel, is connected with the rear end of the front energy absorption box 2 through a flange plate 4, and is connected with the anti-collision beam 3 located at the front end through the front energy absorption box 2. The automobile can effectively deal with the condition of small offset collision, and the safety of the automobile is improved. Referring to fig. 4, fig. 4 shows a schematic diagram of a position of a front longitudinal beam of an automobile and a 25% small offset overlap collision test, an arrow in fig. 4 shows a traveling direction of an obstacle avoidance, when the automobile moves forward, a barrier wipes a headstock to enter an opening area of an L-shaped baffle 121 arranged on an upper plate 12 of the longitudinal beam, the L-shaped baffle 121 is dragged by the impact of the barrier to deform the upper plate 12 of the longitudinal beam, and then the front longitudinal beam 1 is dragged to participate in deformation, so that the front end of the front longitudinal beam is driven to integrally start to deform, energy during collision is effectively absorbed, and the amount of invasion of an a column and an instrument panel to a cockpit caused by collision is reduced, so that injury of passengers is reduced; furthermore, due to the blocking effect of the L-shaped baffle plate on the barrier, the barrier is prevented from directly impacting an envelope area (such as a front wheel cover of an automobile and the like) of a front wheel tire of the automobile after being wiped by the front longitudinal beam, and the damage of the area caused by collision is reduced to a certain extent. Compared with the mode that the front end of the existing front longitudinal beam is provided with the wedge-shaped block to increase the Y-direction width of the front end and reduce the deformation performance of the front end, the design of the L-shaped baffle does not excessively enhance the rigidity of the front longitudinal beam, but improves the energy absorption participation of the front longitudinal beam, still has good anti-collision performance, and effectively deals with 25% small offset overlapping collision. Because the rigidity of the front end of the front longitudinal beam is not excessively enhanced, the front end of the front longitudinal beam can still keep good energy-absorbing deformation capacity in other collision working conditions (such as 50kph frontal collision and 64kph offset collision), and the deformation energy-absorbing length of the front longitudinal beam is ensured.

It should be noted that, in the embodiments, terms of orientation such as "front" and "rear" used refer to the front-rear orientation of the vehicle body, such as "upper" and "lower" refer to the up-down orientation of the vehicle body, such as "left" and "right" refer to the left-right orientation of the vehicle body, such as "inner" and "outer" refer to the orientations toward the inside and the outside of the vehicle body.

The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The foregoing describes in detail a front side member and an automobile provided by the present application, and a specific example is applied in the description to explain the principle and the implementation of the present application, and the description of the foregoing embodiment is only used to help understand the method and the core idea of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims (10)

1. The automobile front longitudinal beam is characterized in that an L-shaped baffle (121) is arranged at one end, facing the front area of an automobile front wheel cover, of the front longitudinal beam (1), and the opening direction of the L-shaped baffle (121) faces the front area of the automobile front wheel cover.

2. The automobile front longitudinal beam as claimed in claim 1, characterized in that the front longitudinal beam (1) comprises an upper longitudinal beam plate (12) and a lower longitudinal beam plate (11) which are connected up and down, the upper longitudinal beam plate (12) and the lower longitudinal beam plate (11) jointly enclose a cavity, and the L-shaped baffle plate (121) is located on the upper longitudinal beam plate (12).

3. The front longitudinal beam of the automobile according to claim 2, characterized in that the outer side of the longitudinal beam upper plate (12) is provided with a wheel cover reinforcing plate (122) matched with the shape of the automobile front wheel cover.

4. Front longitudinal beam for vehicles according to claim 3, characterized in that the wheel house reinforcement panel (122) is connected to the L-shaped baffle (121).

5. The front side member of an automobile according to any one of claims 2 to 4, wherein the side member upper plate (12) body is plate-shaped, and the side member lower plate (11) is formed in a cross section into a symmetrical zigzag structure with an opening facing the side member upper plate.

6. Front longitudinal beam for vehicles as claimed in any one of claims 1 to 4, characterized in that the opening edge of the L-shaped flap (121) is provided with a guide flange (1211).

7. Front longitudinal beam for a motor vehicle according to claim 2, characterised in that the thickness of the upper longitudinal beam panel (12) is smaller than the thickness of the lower longitudinal beam panel (11).

8. The front side member of an automobile according to claim 2, wherein the side member upper plate (12) is welded to the side member lower plate (11).

9. Front longitudinal beam for a motor vehicle according to claim 2, characterized in that the longitudinal beam lower plate (11) is provided with an envelope profile (111) for avoiding the front wheel of the motor vehicle at a position corresponding to the front wheel of the motor vehicle.

10. An automobile, characterized in that the automobile comprises the automobile front side member according to any one of claims 1 to 9.

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