Vehicle front cabin structure and vehicle

Abstract

The vehicle forecabin structure comprises two front longitudinal beams, a cabin cross beam and two collision force transmission parts, the two front longitudinal beams are provided with first bending points and second bending points, the two ends of the cabin cross beam are connected with the two front longitudinal beams respectively, and the cabin cross beam is located between the first bending points and the second bending points; the two collision force transmission pieces are arranged on the outer side walls of the front ends of the two front longitudinal beams correspondingly and located on the sides, away from the second bending points, of the first bending points, and when small offset collision occurs, the collision force transmission pieces are pushed backwards to enable the front longitudinal beams to be bent at the first bending points; the collision force transmission path comprises one of the two collision force transmission pieces close to the collision side, one of the two front longitudinal beams close to the collision side, the cabin cross beam and the other one of the two front longitudinal beams far away from the collision side. By means of the front longitudinal beam structure, it can be guaranteed that the front longitudinal beam can achieve 100% full direct impact performance, direct impact between a passenger compartment and a small-offset-impact rigid barrier can be avoided, and passengers are protected.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to a vehicle front compartment structure and vehicle. Background Technology

[0002] In existing technologies, two strategies are typically used to address 25% small offset collision scenarios: one is a rigid resistance strategy, which involves adding a large amount of high-strength steel to the vehicle's A-pillars and door sills to rigidly resist the small offset collision with a rigid barrier. This rigid resistance strategy results in an increase of at least 20 kg in vehicle weight and is costly. The other is a sideslip strategy, which involves setting up a sideslip structure at the front of the vehicle body. When the vehicle collides with a rigid barrier in a small offset collision, the sideslip structure generates a lateral force that causes the vehicle to sideslip, pushing the passenger compartment away from the rigid barrier and thus preventing bending of the passenger compartment and large-scale structural failure.

[0003] Sideslip strategies offer advantages such as minimal weight gain and low cost, but implementing them at the front of the vehicle body is challenging. Existing sideslip structures present the following technical problems: 1. Some sideslip structures are designed for front-wheel-drive vehicles, requiring the powertrain within the engine compartment to participate in force transmission during a collision. For rear-wheel-drive vehicles (especially pure electric vehicles), which lack a powertrain at the front, such sideslip structures cannot be implemented, limiting their applicability. For example, patent application CN202110347093.5 requires the powertrain to participate in force transmission; 2. To ensure sideslip effectiveness, some sideslip structures employ multiple lateral force transmission paths. However, the increased number of paths complicates the vehicle body structure and increases weight and cost. For example, the patent application with application number CN202410352436.0 uses four crossbeams for lateral force transmission, which results in a complex structure and higher cost and quality; 3. Some side-slip structures add a crossbeam at the very front of the front longitudinal beam (for example, application number CN202023346213.X), which makes it difficult for the front end of the front longitudinal beam to bend and deform, affecting the achievement of full frontal collision performance and the commonality of front longitudinal beam platform parts; and there is no detailed explanation on how to design the strength of the crossbeam to ensure lateral thrust. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a vehicle front compartment structure and vehicle that achieves both the deformation mode of the original front longitudinal beam and the 100% frontal collision performance of the front longitudinal beam, and the lateral force transmission path along the left and right directions of the vehicle, so that the vehicle sideslips and avoids the passenger compartment from colliding head-on with the rigid barrier in the small offset collision, thus protecting the occupants in the passenger compartment. It does not require power drive and has a simple structure and low cost.

[0005] The technical solution of the present invention provides a vehicle front compartment structure, including two front longitudinal beams, an engine compartment crossbeam, and two collision force transmission components. The two front longitudinal beams have a first bending point and a second bending point.

[0006] The cabin crossbeam has two ends connected to the two front longitudinal beams respectively, and is located between the first bending point and the second bending point;

[0007] The two impact force transmission components are respectively disposed on the outer front wall of the two front longitudinal beams and located on the side away from the second bending point of the first bending point. In the event of a small offset collision, the impact force transmission components are pushed backward to cause the front longitudinal beam to bend at the first bending point, and the impact force transmission path is: one of the two impact force transmission components closer to the impact side, one of the two front longitudinal beams closer to the impact side, the cabin crossbeam, and the other of the two front longitudinal beams away from the impact side.

[0008] In one of the alternative technical solutions, the two collision force transmission components are symmetrically arranged on the outer front wall of the two front longitudinal beams.

[0009] In one of the alternative technical solutions, the distance in the X direction between the two oppositely arranged outer edges of the end of the cabin beam and the first bending point and the second bending point is greater than or equal to 50 mm.

[0010] In one of the alternative technical solutions, the overlap width between the collision force transmission component and the front longitudinal beam and the small offset collision rigid barrier is greater than or equal to 200mm.

[0011] In one of the alternative technical solutions, the cross-section of the collision force transmission component is triangular, and the hypotenuse of the collision force transmission component near the first bending point can at least partially press against the cover plate of the front longitudinal beam in the event of a small offset collision, and cover the width direction of the cabin crossbeam.

[0012] In one of the alternative technical solutions, the cross-section of the collision force transmission component is quadrilateral, the collision force transmission component is perpendicular to the front outer side wall of the front longitudinal beam, and the vertical side of the collision force transmission component near the first bending point can at least partially press against the cover plate of the front longitudinal beam in the event of a small offset collision, and cover the width direction of the cabin crossbeam.

[0013] In one of the alternative technical solutions, the bending moment strength of the impact force transmission component is greater than the bending moment strength of the front longitudinal beam at the first bending point.

[0014] In one of the alternative technical solutions, the lateral thrust of the collision force transmission component in the Y direction is greater than or equal to the first projected distance in the Y direction from the inner side of the rigid barrier to the door sill in the small offset collision.

[0015] In one of the alternative technical solutions, the beam strength of the cabin beam is determined by the following method:

[0016] Obtain the preset longitudinal beam strength and the preset initial velocity of the small offset collision of the front longitudinal beam;

[0017] The strength of the crossbeam is calculated based on the longitudinal beam strength, the initial velocity, the second projected distance in the X direction from the small offset rigid barrier to the door sill, and the first projected distance.

[0018] The present invention also provides a vehicle, including the vehicle front compartment structure as described above.

[0019] The above technical solution has the following beneficial effects: By setting the engine compartment crossbeam between the first and second bending points of the front longitudinal beam, it achieves both the preservation of the original deformation mode of the front longitudinal beam and the assurance that the front longitudinal beam can achieve 100% frontal collision performance. Furthermore, by setting a collision force transmission component on the outer wall of the front end of the front longitudinal beam, in the event of a small offset collision, the collision force transmission component moves backward to cause the front longitudinal beam to bend at the first bending point, thus realizing a lateral force transmission path along the left and right direction of the vehicle. This causes the vehicle to sideslip, preventing the passenger compartment from colliding head-on with the rigid barrier in a small offset collision, protecting the occupants in the passenger compartment. It requires no power drive, has a simple structure, and is low in cost. Attached Figure Description

[0020] The disclosure of this invention will become more readily understood by referring to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. In the drawings:

[0021] Figure 1 This is a schematic diagram of a vehicle front compartment structure according to an embodiment of the present invention;

[0022] Figure 2 This is a schematic diagram of the vehicle front compartment structure and rigid barrier of the present invention from a first-view perspective.

[0023] Figure 3 This is a schematic diagram of the vehicle front compartment structure and rigid barrier of the present invention from a second-view perspective.

[0024] Figure 4 This is a schematic diagram of the vehicle front compartment structure and rigid barrier of the present invention from a third-person perspective.

[0025] Figure 5 This is one of the schematic diagrams of the collision force transmission path when the vehicle front compartment structure of the present invention undergoes a small offset collision with a rigid barrier;

[0026] Figure 6 This is the second schematic diagram of the collision force transmission path when the vehicle front compartment structure of the present invention undergoes a small offset collision with a rigid barrier. Detailed Implementation

[0027] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0028] It is readily understood that, based on the technical solution of this invention, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of the invention. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this invention and should not be considered as the entirety of the invention or as limitations or restrictions on the technical solution of the invention.

[0029] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0030] like Figures 1-6 As shown, a vehicle front compartment structure provided in one embodiment of the present invention includes two front longitudinal beams 1, an engine compartment crossbeam 2, and two collision force transmission components 3. The two front longitudinal beams 1 have a first bending point 11 and a second bending point 12.

[0031] The cabin crossbeam 2 is connected at both ends to the two front longitudinal beams 1 respectively, and is located between the first bending point 11 and the second bending point 12.

[0032] The two collision force transmission components 3 are respectively disposed on the outer front wall of the two front longitudinal beams 1, and are located on the side of the first bending point 11 away from the second bending point 12. In the event of a small offset collision, the collision force transmission component 3 pushes backward to cause the front longitudinal beam 1 to bend at the first bending point 11, and the collision force transmission path is: one of the two collision force transmission components 3 near the collision side, one of the two front longitudinal beams 1 near the collision side, the cabin crossbeam 2, and the other of the two front longitudinal beams 1 away from the collision side.

[0033] The vehicle front compartment structure provided in this embodiment of the invention mainly includes two front longitudinal beams 1, a cabin crossbeam 2, and two collision force transmission components 3.

[0034] Two front longitudinal beams 1 are arranged opposite each other along the Y direction (i.e. the width direction of the vehicle). The two front longitudinal beams 1 are symmetrical structures. Each front longitudinal beam 1 has a first bending point 11 and a second bending point 12. The first bending point 11 and the second bending point 12 are distributed sequentially from front to back along the X direction (i.e. the length direction of the vehicle). The first bending point 11 is the first place where the vehicle bends in the order from front to back in the event of a small offset collision. The second bending point 12 is the second place where the vehicle bends.

[0035] The cabin crossbeam 2 is located between the two longitudinal beams 1. The two ends of the cabin crossbeam 2 in the length direction are connected to the two longitudinal beams 1 respectively, and the two ends of the cabin crossbeam 2 are located between the first bending point 11 and the second bending point 12. This will not affect the original deformation mode of the front longitudinal beam 1, ensuring that the front longitudinal beam 1 achieves 100% frontal collision performance.

[0036] Two impact force transmission components 3 are respectively installed on the outer front wall of the two front longitudinal beams 1. The vertical direction (i.e., the vehicle width direction) of the foremost point of each impact force transmission component 3 is aligned with the foremost point of each front longitudinal beam 1. In the event of a small offset collision, the rear end of the impact force transmission component 3 is pushed backward, causing the front longitudinal beam 1 to bend at the first bending point 11, and the impact force transmission component 3 transmits the impact force along... Figure 5 The arrows indicate that the transmission eventually reaches the front longitudinal beam 1 on the other side, as shown. Figure 6 As shown, the collision force transmission path is: collision force transmission component 3 near the collision side → front longitudinal beam 1 near the collision side → engine compartment cross beam 2 → front longitudinal beam 1 away from the collision side, thus realizing a lateral force transmission path along the left and right direction of the vehicle, causing the vehicle to skid and avoiding a frontal collision between the passenger compartment and the small offset rigid barrier 4, thus protecting the occupants in the passenger compartment.

[0037] The vehicle front compartment structure provided in this embodiment achieves this by placing the engine compartment crossbeam between the first and second bending points of the front longitudinal beam. This ensures that the deformation mode of the original front longitudinal beam is not affected, thus guaranteeing 100% frontal collision performance. Furthermore, by installing a collision force transmission component on the outer wall of the front end of the front longitudinal beam, in the event of a small offset collision, the collision force transmission component moves backward, causing the front longitudinal beam to bend at the first bending point. This creates a lateral force transmission path along the left-right direction of the vehicle, causing the vehicle to sideslip and preventing the passenger compartment from colliding head-on with the rigid barrier in a small offset collision. This protects the occupants in the passenger compartment. The structure is simple and low-cost, requiring no power drive.

[0038] In one embodiment, the two collision force transmission components 3 are symmetrically arranged on the outer front walls of the two front longitudinal beams 1, thereby better realizing a lateral force transmission path along the left and right direction of the vehicle, causing the vehicle to skid and avoiding a head-on collision between the passenger compartment and the small offset rigid barrier, thus protecting the occupants in the passenger compartment.

[0039] In one embodiment, Figure 2 As shown, the distance in the X direction between the two opposite outer edges of the end of the cabin beam 2 and the first bending point 11 and the second bending point 12 is greater than or equal to 50mm.

[0040] The distance L1 between the cabin crossbeam 2 and the first bending point 11 in the X direction, and the distance L2 between the cabin crossbeam 2 and the second bending point 12 in the X direction are both greater than or equal to 50mm. This can further ensure that the collision force transmission component 3 pushes backward to make the front longitudinal beam 1 bend and deform stably at the first bending point 11 and the second bending point 12, and ensure that the collision force transmission component 3 transmits the collision force through the following path: collision force transmission component 3 near the collision side → front longitudinal beam 1 near the collision side → cabin crossbeam 2 → front longitudinal beam 1 away from the collision side.

[0041] In one embodiment, Figure 3 As shown, the overlap width w between the collision force transmission component 3 and the front longitudinal beam 1 and the small offset collision rigid barrier 4 is greater than or equal to 200mm, thereby further ensuring that the collision force is stably transmitted from the collision force transmission component 3 to the front longitudinal beam 1.

[0042] In one embodiment, the cross-section of the collision force transmission component 3 is triangular. The hypotenuse of the collision force transmission component 3 near the first bending point 11 can at least partially press against the cover plate of the front longitudinal beam 1 during a small offset collision, and also cover the width direction of the cabin crossbeam 2. By setting the collision force transmission component 3 as a triangle, lightweight design can be achieved, the bending moment from the point of impact with the rigid barrier 4 during a small offset collision to the first bending point 11 can be maximized, and the force at the first bending point can be maximized, facilitating the transmission of the collision force through the cabin crossbeam 2 to the front longitudinal beam away from the collision side.

[0043] In one embodiment, the collision force transmission component 3 has a quadrilateral cross-section and is perpendicular to the outer front wall of the front longitudinal beam 1. The vertical side of the collision force transmission component 3 near the first bending point 11 can at least partially press against the cover plate of the front longitudinal beam 1 during a small offset collision, and also covers the width direction of the cabin crossbeam 2. By setting the collision force transmission component 3 as a quadrilateral, lightweight design can be achieved, the bending moment from the point of impact with the rigid barrier 4 during a small offset collision to the first bending point 11 can be maximized, and the force at the first bending point can be maximized, facilitating the transmission of the collision force through the cabin crossbeam 2 to the front longitudinal beam away from the collision side.

[0044] It should be noted that the shape of the collision force transmission component 3 can also be other geometric shapes, as long as it can ensure that when the collision force transmission component 3 is pushed backward, it can at least partially press against the cover plate of the front longitudinal beam 1, cover the width direction of the cabin cross beam 2, so that the front longitudinal beam 1 bends at the first bending point, and transmits the collision force from the front longitudinal beam 1 to the cabin cross beam 2, and then from the cabin cross beam 2 to another front longitudinal beam 1 away from the collision side. The shape of the collision force transmission component 3 is not limited to this application.

[0045] In one embodiment, the bending moment strength of the collision force transmission member 3 is greater than the bending moment strength of the front longitudinal beam 1 at the first bending point 11, thereby ensuring that the collision force is stably transmitted from the collision force transmission member 3 to the front longitudinal beam.

[0046] In one embodiment, Figure 4 As shown, the lateral thrust S of the collision force transmission component 3 in the Y direction y The first projected distance L in the Y direction from the inner side of the small offset rigid barrier 4 to the vehicle door sill is greater than or equal to the distance between the inner side and the door sill. y This ensures that when the small offset rigid barrier 4 moves along the X direction to the passenger compartment, the small offset rigid barrier 4 does not come into contact with the passenger compartment.

[0047] In one embodiment, Figure 4 As shown, the strength of the cabin crossbeam 2 is determined using the following method:

[0048] Obtain the preset longitudinal beam strength F of the front longitudinal beam 1 x The preset initial velocity V0 of the collision with the small offset;

[0049] Based on the longitudinal beam strength F x The initial velocity V0, the second projected distance L in the X direction from the small offset rigid barrier 4 to the door sill. x and the first projection distance L y Calculate the strength F of the beam y .

[0050] Due to S y ≥L y (Formula 1), as follows Figure 4 As shown, S x =L x =V0×t-0.5A x ×t 2 (Formula 2), S y =0.5A y ×t 2 Therefore, 0.5A y ×t 2 ≥L y (Formula 3) To meet the requirements of a full frontal collision, the longitudinal beam strength F of the front longitudinal beam 1 is... xThe preset value can be used to calculate the result. (Formula 4) Substituting Formula 4 into Formula 2 yields the collision duration t, and substituting the collision duration t into Formula 3 yields the acceleration A in the Y direction. y Finally, the beam strength F was calculated. y =m×A y By calculating the strength of the cabin beam 2, it can be further ensured that when the small offset rigid barrier 4 moves along the X direction to the passenger cabin, the small offset rigid barrier 4 does not come into contact with the passenger cabin.

[0051] The present invention also provides a vehicle, including the vehicle front compartment structure as described above.

[0052] The vehicle provided in this embodiment places the engine compartment crossbeam between the first and second bending points of the front longitudinal beam through the vehicle's front compartment structure. This achieves both the preservation of the original deformation mode of the front longitudinal beam, ensuring that the front longitudinal beam can achieve 100% frontal collision performance, and the installation of a collision force transmission component on the outer wall of the front end of the front longitudinal beam. In the event of a small offset collision, the collision force transmission component moves backward, causing the front longitudinal beam to bend at the first bending point, thus creating a lateral force transmission path along the left and right directions of the vehicle. This causes the vehicle to sideslip, preventing the passenger compartment from colliding head-on with the rigid barrier in a small offset collision, protecting the occupants in the passenger compartment. This design requires no power drive, has a simple structure, and is low in cost.

[0053] The above embodiments are only used to illustrate the technical solutions of the embodiments of the present invention, and are not intended to limit them. Although the embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle front compartment structure, characterized in that, It includes two front longitudinal beams, a cabin crossbeam, and two collision force transmission components. The two front longitudinal beams have a first bending point and a second bending point. The two ends of the cabin crossbeam are respectively connected to the two front longitudinal beams and are located between the first bending point and the second bending point; The two impact force transmission components are respectively disposed on the outer front wall of the two front longitudinal beams and located on the side away from the second bending point of the first bending point. In the event of a small offset collision, the impact force transmission components are pushed backward to cause the front longitudinal beam to bend at the first bending point, and the impact force transmission path is: one of the two impact force transmission components closer to the impact side, one of the two front longitudinal beams closer to the impact side, the cabin crossbeam, and the other of the two front longitudinal beams away from the impact side.

2. The vehicle front compartment structure as described in claim 1, characterized in that, The two collision force transmission components are symmetrically arranged on the outer front walls of the two front longitudinal beams.

3. The vehicle front compartment structure as described in claim 1, characterized in that, The distance in the X direction between the two opposite outer edges of the end of the cabin beam and the first bending point and the second bending point is greater than or equal to 50 mm.

4. The vehicle front compartment structure as described in claim 1, characterized in that, The overlap width between the collision force transmission component and the front longitudinal beam and the small offset rigid barrier is greater than or equal to 200 mm.

5. The vehicle front compartment structure as described in claim 1, characterized in that, The cross-section of the collision force transmission component is triangular. The hypotenuse of the collision force transmission component near the first bending point can at least partially press against the cover plate of the front longitudinal beam in the event of a small offset collision, and cover the width direction of the cabin crossbeam.

6. The vehicle front compartment structure as described in claim 1, characterized in that, The cross-section of the collision force transmission component is quadrilateral. The collision force transmission component is perpendicular to the outer wall of the front end of the front longitudinal beam. The vertical side of the collision force transmission component near the first bending point can at least partially press against the cover plate of the front longitudinal beam in the event of a small offset collision, and cover the width direction of the cabin crossbeam.

7. The vehicle front compartment structure as described in any one of claims 1-6, characterized in that, The bending moment strength of the impact force transmission component is greater than the bending moment strength of the front longitudinal beam at the first bending point.

8. The vehicle front compartment structure as described in claim 7, characterized in that, The lateral thrust of the collision force transmission component in the Y direction is greater than or equal to the first projected distance in the Y direction from the inner side of the rigid barrier to the door sill of the vehicle in the small offset collision.

9. The vehicle front compartment structure as described in claim 8, characterized in that, The strength of the cabin beam is determined using the following method: Obtain the preset longitudinal beam strength and the preset initial velocity of the small offset collision of the front longitudinal beam; The strength of the crossbeam is calculated based on the longitudinal beam strength, the initial velocity, the second projected distance in the X direction from the small offset rigid barrier to the door sill, and the first projected distance.

10. A vehicle, characterized in that, Includes the vehicle front compartment structure as described in any one of claims 1-9.

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