Automobile front cabin skeleton structure and automobile

Abstract

The present invention relates to a front engine compartment skeleton structure for an automobile and an automobile, comprising a left front section sheet, a right front section sheet, and a rear section sheet. The left and right front section sheets are welded to the rear section sheet and formed into an integral structure by thermoforming and stamping. The front engine compartment skeleton structure for an automobile of this embodiment comprises a left front section sheet, a right front section sheet, and a rear section sheet. The left and right front section sheets are laser-welded to the rear section sheet and formed into an integral structure by thermoforming and stamping. This improves the overall structural strength, meets collision requirements, reduces the manufacturing cycle and process steps, and improves production efficiency. Furthermore, it reduces production costs and improves cost-effectiveness.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile structures, and in particular to an automobile front cabin skeleton structure and an automobile. Background Art

[0002] The automotive industry is rapidly developing, and comfortable, spacious, intelligent cockpits with high safety are inevitable future trends. This means that cars must offer both large interiors and short cabins while also meeting high safety standards. Electric vehicles are heavier than fuel-powered vehicles, placing higher demands on material and structural design to meet high safety standards.

[0003] Existing automotive front engine compartment frameworks are typically welded together from numerous structural components, resulting in structural discontinuities at the joints. This can easily lead to stress concentration and localized deformation during a collision, impacting collision safety performance. Chinese Patent CN202210753414.6 discloses a frontal steel-aluminum alloy structure for an automobile body and vehicle, providing a die-cast engine compartment framework structure that integrates the left and right engine compartments. However, aluminum materials exhibit brittle fracture characteristics and significant limitations. These limitations include: first, the need for a large space to absorb collision kinetic energy; second, high costs; and third, difficulty in maintenance, which does not meet the requirements for automotive engine compartment framework development. Chinese Patent CN202121590403.8 discloses a frontal engine compartment framework structure for an automobile, providing a multi-component welded engine compartment framework structure. Crushing ribs are added to the interior of the front end of the engine compartment framework to improve low-speed collision crush resistance. The crossbeam assembly, the engine compartment framework mid-section assembly, and the mid-section connecting plate form a triangular structure that is the most stable and enhances overall structural strength. However, the large number of components and low integration make it difficult to manufacture in a short cycle and improve precision. Summary of the Invention

[0004] One of the purposes of the present invention is to provide a front engine compartment skeleton structure for an automobile, so as to solve the problem in the prior art that the front engine compartment skeleton structure for an automobile has low integration and discontinuous structure at the joints, which easily produces stress concentration and local deformation during a collision, thereby affecting the collision safety performance; the second purpose is to provide an automobile.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0006] A front cabin skeleton structure of an automobile comprises a left front section sheet, a right front section sheet and a rear section sheet. The left front section sheet and the right front section sheet are welded to the rear section sheet and formed into an integral structure through thermoforming and stamping.

[0007] According to the above technical means, the left front section sheet, the right front section sheet and the rear section sheet are laser welded together and formed into an integrated structure through hot forming and stamping, thereby improving the collision strength of the front engine compartment skeleton structure of the automobile, reducing the number of processes to shorten the manufacturing cycle, and reducing the production cost of the front engine compartment skeleton structure of the automobile.

[0008] Furthermore, both sides of the left front section material sheet along the front-to-back direction and both sides of the right front section material sheet along the front-to-back direction are bent toward the top of the car, forming a U-shaped left front longitudinal beam assembly and a right front longitudinal beam assembly respectively; the front side of the rear section material sheet is bent toward the top of the car to form a crossbeam assembly.

[0009] According to the above technical means, the U-shaped structure of the left front longitudinal beam assembly and the right front longitudinal beam assembly improves the integrity of the left front longitudinal beam assembly and the right front longitudinal beam assembly, thereby improving the collision strength of the left front longitudinal beam assembly and the right front longitudinal beam assembly.

[0010] Furthermore, the left front longitudinal beam assembly and the right front longitudinal beam assembly have the same structure and are symmetrically arranged along the mid-perpendicular line of the cross beam assembly in the left and right directions. The left front longitudinal beam assembly and the right front longitudinal beam assembly both include a horizontally arranged front horizontal connecting portion, a vertically arranged left front vertical connecting portion, and a vertically arranged right front vertical connecting portion. The left front vertical connecting portion and the right front vertical connecting portion are respectively arranged on both sides of the front horizontal connecting portion along the front-to-back direction.

[0011] According to the above technical means, the above arrangement improves the structural integrity of the left front longitudinal beam assembly and the right front longitudinal beam assembly.

[0012] Furthermore, the end of the front horizontal connecting portion away from the beam assembly is provided with a first protrusion, a second protrusion and a third protrusion in sequence along the direction approaching the beam assembly for energy diversion and transmission.

[0013] According to the above technical means, the energy is transferred and diverted backward through the first protrusion, the second protrusion and the third protrusion, thereby reducing the structural damage of the front horizontal connecting part.

[0014] Furthermore, it also includes a mounting component, and the left front vertical connecting part and the right front vertical connecting part are respectively provided with a first recessed part and a second recessed part for energy diversion and transmission in sequence along the direction close to the crossbeam assembly.

[0015] According to the above technical means, the first recessed portion and the second recessed portion transfer the energy backward.

[0016] Furthermore, the width of the left front longitudinal beam assembly at an end away from the cross beam assembly is greater than the width of the left front longitudinal beam assembly at an end close to the cross beam assembly.

[0017] According to the above technical means, the left front longitudinal beam assembly and the right front longitudinal beam assembly can withstand greater impact when they are hit.

[0018] Furthermore, one end of the left front vertical connecting portion away from the crossbeam assembly and the right front vertical connecting portion are bent in a direction approaching each other and are arranged parallel to each other.

[0019] According to the above technical means, the structural strength of the left end of the left front longitudinal beam assembly and the left end of the right front longitudinal beam assembly can be improved.

[0020] Furthermore, the crossbeam assembly includes a transverse through-connecting portion and a left rear longitudinal beam mechanism, a right rear longitudinal beam mechanism and a transverse transition mechanism connected to the transverse through-connecting portion. The left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism have the same structure and are symmetrically arranged along the perpendicular midline in the left and right directions of the transverse through-connecting portion. The crossbeam assembly is connected to the left front longitudinal beam assembly and the right front longitudinal beam assembly through the left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism respectively. The transverse transition mechanism is used to connect the left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism.

[0021] According to the above technical means, the structural integrity of the crossbeam assembly is improved and the collision strength of the crossbeam assembly is enhanced.

[0022] Furthermore, the left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism both include a horizontally arranged rear section horizontal connection portion, a vertically arranged left rear section vertical connection portion, and a vertically arranged right rear section vertical connection portion, and the left rear section vertical connection portion and the right rear section vertical connection portion are respectively arranged on both sides of the rear section horizontal connection portion along the front-to-back direction.

[0023] According to the above technical means, the U-shaped structures of the left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism have good integrity, thereby improving the collision strength of the left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism.

[0024] Further, the lateral transition mechanism includes a left inner facade connection part, a right inner facade connection part, a first rear section lateral connection part, a second rear section lateral connection part, a third rear section lateral connection part, a fourth rear section lateral connection part and a fifth rear section lateral connection part, the first end of the left inner facade connection part is connected to the first end of the right inner facade connection part to form a U-shaped structure, the first rear section lateral connection part, the second rear section lateral connection part, the third rear section lateral connection part, the fourth rear section lateral connection part and the fifth rear section lateral connection part are all arranged between the left inner facade connection part and the right inner facade connection part, the fourth rear section lateral connection part and the fifth rear section lateral connection part are arranged in a direction close to the lateral through-connection part, the first rear section lateral connection part, the second rear section lateral connection part and the third rear section lateral connection part are arranged on the fourth rear section lateral connection part, and are connected in sequence along the left and right directions of the lateral through-connection part.

[0025] According to the above technical means, the integrity of the beam assembly is improved, and the energy is diverted laterally to reduce structural damage.

[0026] Furthermore, the fourth rear section transverse connecting portion is provided with a fourth protrusion, a fifth protrusion and a sixth protrusion for energy diversion and transmission, and the fourth protrusion, the fifth protrusion and the sixth protrusion are distributed in the shape of a "small" character.

[0027] According to the above technical means, the energy is diverted and transferred backward more quickly to reduce structural damage.

[0028] Furthermore, the crossbeam assembly also includes a left flange portion and a right flange portion respectively arranged on both sides of the transversely penetrating connecting portion along the front-to-back direction.

[0029] According to the above technical means, the left flange portion and the right flange portion can make the crossbeam assembly transition smoothly and perform energy diversion and guidance.

[0030] Furthermore, the left flange portion is provided with a first bent portion bent toward the left front longitudinal beam assembly at one end away from the left front longitudinal beam assembly, and the right flange portion is provided with a second bent portion bent toward the right front longitudinal beam assembly at one end away from the right front longitudinal beam assembly.

[0031] According to the above technical means, energy diversion and guidance are performed through the first bending portion and the second bending portion.

[0032] Furthermore, a seventh protrusion and an eighth protrusion for diverting and transmitting energy are respectively provided on the left flange portion and the right flange portion.

[0033] According to the above technical means, the seventh protrusion and the eighth protrusion transfer the energy backward.

[0034] Furthermore, a plurality of ninth protrusions for diverting and transmitting energy are provided along the front edge of the transverse penetrating connecting portion.

[0035] According to the above technical means, the ninth protrusion can divert and transfer energy backward.

[0036] Furthermore, a Y-shaped tenth protrusion is provided on the transverse penetrating connection portion.

[0037] According to the above technical means, the tenth protrusion diverts and transfers the energy backward.

[0038] Furthermore, a lower flange portion bent toward the vehicle bottom is provided on the rear side of the transverse penetrating connecting portion.

[0039] According to the above technical means, the lower flange portion diverts and guides the energy generated by the impact on the transversely penetrating connecting portion.

[0040] Furthermore, a patch plate is provided on the rear section material piece.

[0041] According to the above technical means, the patch plate strengthens the overall structure.

[0042] Furthermore, there are two patch plates, which are symmetrically arranged along the perpendicular midline in the left and right directions of the beam assembly.

[0043] According to the above technical means, the two symmetrically arranged patch plates improve the overall structural strength.

[0044] An automobile comprises the automobile front cabin skeleton structure as described above.

[0045] Beneficial effects of the present invention:

[0046] The front engine compartment skeleton structure of this solution consists of left and right front sections, and rear sections. These sections are laser-welded to the rear section and then thermoformed to form a single piece. This improves overall structural strength, meets collision requirements, reduces manufacturing cycles and process steps, and improves production efficiency. This also reduces production costs and enhances cost-effectiveness. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 This is a schematic diagram of the cabin skeleton material structure of the present invention;

[0048] Figure 2 This is a schematic diagram of the cabin skeleton structure in the present invention;

[0049] Figure 3 This is a schematic diagram of the cabin skeleton structure from another angle in the present invention;

[0050] Figure 4 This is a schematic diagram of the cabin skeleton structure from another angle in the present invention;

[0051] Figure 5 This is a schematic diagram of the cabin skeleton structure from another angle in the present invention;

[0052] Figure 6 This is a schematic diagram of the main section of the left front vertical connecting portion of the present invention;

[0053] Figure 7 This is a schematic diagram of the left side cross section of the cabin frame in the present invention;

[0054] Figure 8 This is a schematic diagram of the cabin skeleton boundary in the present invention;

[0055] Figure 9 This is a schematic diagram of the collision energy guidance zones of the cabin frame in the present invention;

[0056] Figure 10 The figure is a schematic diagram of the cabin skeleton material structure according to another embodiment of the present invention.

[0057] Among them, 1001-transverse through-connection part; 1002-rear horizontal connection part; 1003-left rear vertical connection part; 1004-right rear vertical connection part; 1005-left flange part; 1006-right flange part; 1100-left front section material piece; 1200-right front section material piece; 1300-rear section material piece;

[0058] 1101 - front horizontal connection; 1102 - right front vertical connection; 1103 - left front vertical connection; 1104 - first recessed portion; 1105 - second raised portion; 1106 - third raised portion; 1107 - second recessed portion; 1108 - first raised portion; 1109 - front side horizontal portion; 1110 - flange connection;

[0059] 1301 - first rear transverse connecting portion; 1302 - second rear transverse connecting portion; 1303 - third rear transverse connecting portion; 1304 - fourth rear transverse connecting portion; 1305 - fifth rear transverse connecting portion; 1306 - collision energy diversion structure; 1307 - lower flange portion; 1308 - fourth raised portion; 1309 - fifth raised portion; 1310 - sixth raised portion; 1311 - ninth raised portion; 1312 - first bent portion; 1313 - second bent portion; 1314 - tenth raised portion; 1315 - seventh raised portion; 1316 - eighth raised portion;

[0060] 1600-Reinforced cover. DETAILED DESCRIPTION

[0061] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0062] It should be noted that the diagrams provided in the present embodiment are only schematic illustrations of the basic concept of the present invention. The diagrams only show the components related to the present invention and are not drawn according to the number, shape and size of the components during actual implementation. The type, quantity and ratio of each component during actual implementation can be changed at will, and the component layout type may also be more complex. The structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the content disclosed in the specification for people familiar with this technology to understand and read. They are not used to limit the limiting conditions for the implementation of the present invention. Therefore, they have no technical significance. Any modification of the structure, change of the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the efficacy and purpose of the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description and are not used to limit the scope of the implementation of the present invention. Changes or adjustments in their relative relationships should also be considered as the scope of the implementation of the present invention without substantially changing the technical content.

[0063] The automotive industry is rapidly developing, and comfortable, spacious, intelligent cockpits with high safety are inevitable future trends. This means that cars must offer both large interiors and short cabins while also meeting high safety standards. Electric vehicles are heavier than fuel-powered vehicles, placing higher demands on material and structural design to meet high safety standards.

[0064] Existing automotive front engine compartment frameworks are typically welded together from numerous structural components, resulting in structural discontinuities at the joints. This can easily lead to stress concentration and localized deformation during a collision, impacting collision safety performance. Chinese Patent CN202210753414.6 discloses a frontal steel-aluminum alloy structure for an automobile body and vehicle, providing a die-cast engine compartment framework structure that integrates the left and right engine compartments. However, aluminum materials exhibit brittle fracture characteristics and significant limitations. These limitations include: first, the need for a large space to absorb collision kinetic energy; second, high costs; and third, difficulty in maintenance, which does not meet the requirements for automotive engine compartment framework development. Chinese Patent CN202121590403.8 discloses a frontal engine compartment framework structure for an automobile, providing a multi-component welded engine compartment framework structure. Crushing ribs are added to the interior of the front end of the engine compartment framework to improve low-speed collision crush resistance. The crossbeam assembly, the engine compartment framework mid-section assembly, and the mid-section connecting plate form a triangular structure that is the most stable and enhances overall structural strength. However, the large number of components and low integration make it difficult to manufacture in a short cycle and improve precision.

[0065] First, it's important to note that stamping involves applying external forces to sheet metal, strip, tube, and profiles using a press and die, causing them to plastically deform or separate, thereby obtaining a workpiece (stamped part) of the desired shape and size. Stamping materials are primarily hot-rolled and cold-rolled steel sheets and strips. 60-70% of the world's steel is sheet metal, much of which is stamped into finished products. Automobile bodies, chassis subframes, fuel tanks, radiator fins, and more are all stamped.

[0066] Stamping is a production technology that uses the power of conventional or specialized stamping equipment to subject sheet metal to direct deformation forces within a die, thereby deforming it to achieve a desired shape, size, and performance. Sheet metal, die, and equipment are the three essential elements of stamping. Compared to castings and forgings, stamped parts are thin, uniform, lightweight, and strong. Stamping can produce workpieces with reinforcing ribs, ridges, undulations, or flanges that are difficult to manufacture by other methods, thereby increasing their rigidity. Stamping is categorized into hot stamping and cold stamping based on the processing temperature. The former is suitable for processing sheet metal with high deformation resistance and poor plasticity; the latter, performed at room temperature, is a commonly used stamping method for thin sheet metal.

[0067] Hot stamping is a part processing method that heats the blank to a certain temperature, then uses a press to press it into a corresponding die and quench it under pressure to achieve the desired shape while simultaneously achieving a phase change in the metal. The resulting body parts are ultra-high-strength, can reduce vehicle weight, improve safety and comfort, enhance stamping formability, increase part dimensional accuracy, improve surface hardness, dent resistance, and corrosion resistance, and reduce press tonnage requirements.

[0068] Laser welding uses laser energy to automatically join and weld several steel, stainless steel, and aluminum alloy materials of varying materials, thicknesses, and coatings to form a single, integrated sheet, profile, or sandwich panel. This technology meets the diverse material performance requirements of components, achieving lightweight equipment with minimal weight, optimal structure, and optimal performance. Laser-welded blanks are widely used in the automotive industry. The process not only reduces vehicle manufacturing costs, logistics costs, vehicle weight, assembly tolerances, fuel consumption, and scrap rates, but also reduces the number of external reinforcements, simplifies assembly steps, and improves the vehicle's crashworthiness, stamping efficiency, and corrosion resistance. Furthermore, by eliminating the need for sealants, the process is more environmentally friendly. Laser-welded blanks offer numerous advantages over traditional spot welding processes: they reduce vehicle manufacturing costs, logistics costs, vehicle weight, assembly tolerances, fuel consumption, and scrap rates, while also reducing the number of external reinforcements and simplifying assembly steps and processes. They also enhance the vehicle's crashworthiness, stamping efficiency, and corrosion resistance.

[0069] This embodiment proposes a car front cabin skeleton structure, such as Figure 1 As shown, it includes a left front section material piece 1100, a right front section material piece 1200, and a rear section material piece 1300. The left front section material piece 1100 and the right front section material piece 1200 are both rectangular, and the rear section material piece 1300 is U-shaped. The left front section material piece 1100 and the right front section material piece 1200 are respectively laser welded to the left front side and the right front side of the rear section material piece 1300, and are formed into an integrated structure by thermoforming and stamping. In this embodiment, by laser welding the left front section material piece 1100 to the left front side of the rear section material piece 1300, laser welding the right front section material piece 1200 to the right front side of the rear section material piece 1300, and thermoforming and stamping the left front section material piece 1100, the right front section material piece 1200, and the rear section material piece 1300 to form an integrated structure, the collision strength of the cabin skeleton structure is improved, the number of processes is reduced to shorten the manufacturing cycle, and the production cost is reduced.

[0070] In this embodiment, Figure 2 As shown, the left front section sheet 1100 is bent along both sides of the front-to-back direction toward the top of the vehicle, that is, bent upward to form a U-shaped left front longitudinal beam assembly. The right front section sheet 1200 is bent along both sides of the front-to-back direction toward the top of the vehicle, that is, bent upward to form a U-shaped right front longitudinal beam assembly. The left and right sides and the front side of the rear section sheet 1300 are bent toward the top of the vehicle, that is, bent upward to form a crossbeam assembly. The U-shaped structure of the left and right front longitudinal beam assemblies improves the integrity of the left and right front longitudinal beam assemblies and enhances the collision resistance of the left and right front longitudinal beam assemblies.

[0071] In this embodiment, Figure 2 As shown, the left and right front longitudinal beam assemblies have identical structures and are symmetrically arranged along the perpendicular midline of the crossbeam assembly in the left-right direction. Each of the left and right front longitudinal beam assemblies includes a horizontally arranged front horizontal connecting portion 1101, a vertically arranged left front vertical connecting portion 1103, and a vertically arranged right front vertical connecting portion 1102. The left front vertical connecting portion 1103 and the right front vertical connecting portion 1102 are respectively arranged on either side of the front horizontal connecting portion 1101 in the front-to-back direction. The lengths of the front horizontal connecting portion 1101, the left front vertical connecting portion 1103 and the right front vertical connecting portion 1102 are equal, and the front horizontal connecting portion 1101, the left front vertical connecting portion 1103 and the right front vertical connecting portion 1102 form a U-shape as a whole, and the height and inclination of the left front vertical connecting portion 1103 and the right front vertical connecting portion 1102 are equal. The above-mentioned arrangement improves the structural integrity of the left front longitudinal beam assembly and the right front longitudinal beam assembly.

[0072] In this embodiment, Figure 4As shown, the end of the front horizontal connecting portion 1101, distal from the crossbeam assembly, is provided with a first protrusion 1108, a second protrusion 1105, and a third protrusion 1106, sequentially arranged toward the crossbeam assembly, for energy diversion. These protrusions are located on the top surface of the front horizontal connecting portion 1101, i.e., from left to right, they are arranged on the left end of the front horizontal connecting portion 1101. Each of the first, second, and third protrusions 1108, 1105, and 1106 consists of multiple concentric arc-shaped protrusions with varying radii. In the event of a collision, the collision energy is diverted rearward through the first, second, and third protrusions 1108, 1105, and 1106, minimizing structural damage to the front horizontal connecting portion 1101.

[0073] In this embodiment, Figure 4 As shown, the left front vertical connecting portion 1103 is sequentially provided with a first recessed portion 1104 and a second recessed portion 1107 for energy diversion and transfer along the direction from the front of the vehicle to the rear, with a distance between the first recessed portion 1104 and the second recessed portion 1107. The right front vertical connecting portion 1102 is also sequentially provided with a first recessed portion 1104 and a second recessed portion 1107 for energy diversion and transfer along the direction from the front of the vehicle to the rear, with a distance between the first recessed portion 1104 and the second recessed portion 1107. The first recessed portion 1104 is horizontally aligned with the second raised portion 1105, while the second recessed portion 1107 is horizontally aligned with the third raised portion 1106. Both the first recessed portion 1104 and the second recessed portion 1107 are recessed toward the space between the left front vertical connecting portion 1103 and the right front vertical connecting portion 1102. The first recessed portion 1104 and the second recessed portion 1107 transfer the energy backwards.

[0074] In this embodiment, Figure 4 As shown, the width of the left front longitudinal beam assembly at the end away from the crossbeam assembly is greater than the width of the left front longitudinal beam assembly at the end near the crossbeam assembly, that is, the width of the left end of the left front longitudinal beam assembly is greater than the width of the right end, that is, the left front longitudinal beam assembly is bent outward near its left end on both sides of the vehicle's front-to-back direction. The width of the right front longitudinal beam assembly at the end away from the crossbeam assembly is greater than the width of the right front longitudinal beam assembly at the end near the crossbeam assembly, that is, the width of the left end of the right front longitudinal beam assembly is greater than the width of the right end, that is, the right front longitudinal beam assembly is bent outward near its left end on both sides of the vehicle's front-to-back direction. This arrangement enables the left and right front longitudinal beam assemblies to withstand greater impact in the event of a collision.

[0075] In this embodiment, Figure 2 and Figure 4As shown, the left front vertical connecting portion 1103 of the left front longitudinal beam assembly, at one end away from the crossbeam assembly, is bent toward each other and parallel to the right front vertical connecting portion 1102 of the left front longitudinal beam assembly. The left front vertical connecting portion 1103 of the right front longitudinal beam assembly, at one end away from the crossbeam assembly, is bent toward each other and parallel to the right front vertical connecting portion 1102 of the right front longitudinal beam assembly. The left end of the left front vertical connecting portion 1103 and the left end of the right front vertical connecting portion 1102 are both provided with a front side horizontal portion 1109. The two front side horizontal portions 1109 are bent toward each other and parallel to each other, thereby improving the structural strength of the left end of the left front longitudinal beam assembly and the left end of the right front longitudinal beam assembly.

[0076] In this embodiment, Figure 2 As shown, the crossbeam assembly includes a transverse connecting portion 1001, a left rear longitudinal beam mechanism, a right rear longitudinal beam mechanism, and a transverse transition mechanism connected to the transverse connecting portion. The left and right rear longitudinal beam mechanisms have identical structures and are symmetrically arranged along the perpendicular midline of the transverse connecting portion 1001 in the left-right direction. The left and right rear longitudinal beam mechanisms are respectively located on the left and right front sides of the transverse connecting portion 1001. The crossbeam assembly is connected to the left front longitudinal beam assembly via the left rear longitudinal beam mechanism, and to the right front longitudinal beam assembly via the right rear longitudinal beam mechanism. The transverse transition mechanism is located on the front side of the transverse connecting portion 1001 in the vehicle's front-to-back direction, connecting the left and right rear longitudinal beam mechanisms and acting as a transition. This arrangement improves the structural integrity of the crossbeam assembly and enhances its collision resistance.

[0077] In this embodiment, Figure 2 As shown, both the left and right rear longitudinal beam mechanisms include a horizontally arranged rear horizontal connection portion 1002, a vertically arranged left rear vertical connection portion 1003, and a vertically arranged right rear vertical connection portion 1004. The left and right rear vertical connections 1003 and 1004 are respectively arranged on either side of the rear horizontal connection portion 1002 along the vehicle's fore-aft direction. The left and right rear vertical connections 1003 and 1004 have identical lengths, inclination angles, and heights. The U-shaped structures of the left and right rear longitudinal beam mechanisms provide excellent integrity, enhancing their collision resistance.

[0078] In this embodiment, Figure 2 and Figure 3As shown, the lateral transition mechanism includes a left inner facade connection portion 1011, a right inner facade connection portion 1012, a first rear section lateral connection portion 1301, a second rear section lateral connection portion 1302, a third rear section lateral connection portion 1303, a fourth rear section lateral connection portion 1304 and a fifth rear section lateral connection portion 1305. The right end of the left inner facade connection portion 1011 is connected to the left end of the right inner facade connection portion 1012 to form a U-shaped structure. The left inner facade connection portion 1011 and the right inner facade connection portion 1012 are both arranged at the arc on the front side of the transverse penetrating connection portion 1001, and the bottom of the left inner facade connection portion 1011 and the right inner facade connection portion 1012 match the arc on the front side of the transverse penetrating connection portion 1001. The first rear transverse connection 1301, the second rear transverse connection 1302, the third rear transverse connection 1303, the fourth rear transverse connection 1304, and the fifth rear transverse connection 1305 are all disposed between the left inner facade connection 1011 and the right inner facade connection 1012. The fourth rear transverse connection 1304 and the fifth rear transverse connection 1305 are arranged in a direction close to the transverse through-connection 1001. The first rear transverse connection 1301, the second rear transverse connection 1302, and the third rear transverse connection 1303 are disposed on the fourth rear transverse connection 1304. The first rear transverse connection 1301, the second rear transverse connection 1302, and the third rear transverse connection 1303 are sequentially connected in the left-right direction of the transverse through-connection 1001. This improves the integrity of the crossbeam assembly, diverts lateral energy transmission, and reduces structural damage.

[0079] In this embodiment, Figure 5 As shown, the fourth rear transverse connecting portion 1304 is provided with a fourth protrusion 1308, a fifth protrusion 1309, and a sixth protrusion 1310 for energy diversion and transfer. These protrusions are arranged in a "small" shape. Each of these protrusions 1308, 1309, and 1310 is composed of multiple concentric elliptical protrusions of varying radii. These protrusions 1308, 1309, and 1310 enable faster energy diversion and transfer rearward, minimizing structural damage.

[0080] In this embodiment, Figure 3As shown, the crossbeam assembly further includes a left flange portion 1005 and a right flange portion 1006, respectively disposed on either side of the transverse through-connecting portion 1001 in the front-to-back direction. The left flange portion 1005 and the right flange portion 1006 are respectively arranged along the left and right edges of the transverse through-connecting portion 1001 and extend away from the transverse through-connecting portion 1001. The left flange portion 1005 is connected to the left rear vertical connecting portion 1003 and smoothly transitions rearward, while the right flange portion 1006 is connected to the right rear vertical connecting portion 1005 and smoothly transitions rearward. The left flange portion 1005 and the right flange portion 1006 enable a smooth transition of the crossbeam assembly and provide energy diversion and guidance.

[0081] In this embodiment, Figure 4 As shown, the left flange portion 1005 has a first bent portion 1312 bent toward the left front longitudinal beam assembly at its end away from the left front longitudinal beam assembly, and the right flange portion 1006 has a second bent portion 1313 bent toward the right front longitudinal beam assembly at its end away from the right front longitudinal beam assembly. The first bent portion 1312, which bends forward, is provided at the right end of the left flange portion 1005, while the second bent portion 1313, which bends forward, is provided at the left end of the right flange portion 1006. Energy is diverted and directed through the first bent portion 1312 and the second bent portion 1313.

[0082] In this embodiment, Figure 5 As shown, the left flange portion 1005 and the right flange portion 1006 are respectively provided with a seventh protrusion 1315 and an eighth protrusion 1316 for shunting and transferring energy. The seventh protrusion 1315 and the eighth protrusion 1316 shunt and transfer energy backward.

[0083] In this embodiment, Figure 5 As shown, a plurality of ninth protrusions 1311 for diverting and transferring energy are provided along the front edge of the transversely penetrating connecting portion 1001. The ninth protrusions 1311 include a plurality of concentric elliptical protrusions with different radii. The ninth protrusions 1311 can divert and transfer energy backward.

[0084] In this embodiment, Figure 5 As shown, a Y-shaped tenth protrusion 1314 is provided on the transverse penetrating connection portion 1001. There are two tenth protrusions 1314, which are symmetrically arranged along the mid-perpendicular line of the transverse penetrating connection portion 1001 in the left and right directions. The tenth protrusion 1314 diverts and transmits energy backward.

[0085] In this embodiment, Figure 5 and Figure 7 As shown, a lower flange portion 1307 bent toward the bottom of the vehicle is provided at the rear bottom of the transverse penetrating connection portion 1001. The lower flange portion 1307 is arranged horizontally, and the lower flange portion 1307 diverts and guides the energy generated by the impact on the transverse penetrating connection portion 1001.

[0086] In this embodiment, Figure 10 As shown, a patch plate 1400 is provided on the rear section material piece 1300 , and the patch plate 1400 is used to strengthen the overall structure.

[0087] In this embodiment, Figure 10 As shown, there are two patch plates 1400, which are symmetrically arranged along the perpendicular midline of the beam assembly in the left and right directions. The two symmetrically arranged patch plates 1400 further improve the overall structural strength.

[0088] In this embodiment, Figure 6 and Figure 8 As shown, a reinforcing cover plate 1600 is arranged between the left front vertical connecting portion 1103 and the right front vertical connecting portion 1102. The reinforcing cover plate 1600 is located near the top of the left front vertical connecting portion 1103 and the top of the right front vertical connecting portion 1102. The reinforcing cover plate 1600 is arranged horizontally to strengthen the structural strength between the left front vertical connecting portion 1103 and the right front vertical connecting portion 1102.

[0089] In this embodiment, a reinforcing cover plate 1600 is also provided between the left rear section vertical connection part 1003 and the right rear section vertical connection part 1004. The reinforcing cover plate 1600 is located near the top of the left rear section vertical connection part 1003 and the top of the right rear section vertical connection part 1004. The reinforcing cover plate 1600 is arranged horizontally to strengthen the structural strength between the left rear section vertical connection part 1003 and the right rear section vertical connection part 1004.

[0090] In this embodiment, Figure 4 As shown, the top of the left front vertical connection portion 1103 and the top of the right front vertical connection portion 1102 are both provided with flange connection portions 1110. The flange connection portion 1110 at the top of the left front vertical connection portion 1103 is first bent diagonally upward away from the right front vertical connection portion 1102, and then bent vertically upward. The flange connection portion 1110 at the top of the right front vertical connection portion 1102 is first bent diagonally upward away from the left front vertical connection portion 1103, and then bent vertically upward, so that the longitudinal cross-sections of the left and right front longitudinal beam assemblies are both Y-shaped. The width of the top of the left front vertical connection portion 1103 and the top of the right front vertical connection portion 1102 are increased to ensure the contour of the top of the left front vertical connection portion 1103 and the top of the right front vertical connection portion 1102. It has an important anti-rebound function for the one-piece molding process, and has the initial positioning and structural connection functions for the reinforced cover plate 6.

[0091] In this embodiment, Figure 4As shown, flange connections 1110 are provided at the tops of the left rear vertical connection 1003 and the right rear vertical connection 1004. The flange connection 1110 at the top of the left rear vertical connection 1003 is first bent diagonally upward away from the right rear vertical connection 1004, and then bent vertically upward. The flange connection 1110 at the top of the right rear vertical connection 1004 is first bent diagonally upward away from the left rear vertical connection 1003, and then bent vertically upward, resulting in a Y-shaped longitudinal cross-section of both the left and right rear longitudinal beam assemblies. The flange connection 1110 plays an important role in preventing rebound during the one-piece molding process and provides initial positioning and structural connection for the reinforced cover plate 6.

[0092] In this embodiment, Figure 7 As shown, a collision energy diversion structure portion 1306 is provided on the outer side of the right rear section vertical connection portion 1004. The energy diversion structure portion 1306 is an inward depression. The same structure as the collision energy diversion structure portion 1306 is also provided on the left rear section vertical connection portion 1003 for diverting the collision energy backward.

[0093] In this embodiment, Figure 9 As shown, Figure 9 This diagram illustrates the collision energy distribution zones within the cabin frame, defining three rational zones: the crumple zone, the crumple + bend zone, and the bend zone. When absorbing collision kinetic energy, the energy first passes through the crumple zone, then the crumple + bend zone, and finally the bend zone, absorbing and dissipating most of the collision energy. Finally, the rigid zone protects the vehicle occupants.

[0094] This embodiment also provides a car, comprising the above-mentioned car front cabin skeleton structure.

[0095] The present invention's automotive front engine compartment skeleton structure comprises left and right front sections, and rear sections. These sections are laser-welded to the rear section and then thermoformed to form an integrated structure. This improves overall structural strength, meets collision requirements, reduces manufacturing cycles and process steps, and improves production efficiency. Furthermore, it reduces production costs and enhances cost-effectiveness.

[0096] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A front cabin skeleton structure of an automobile, characterized in that: The vehicle body comprises a left front section material piece, a right front section material piece and a rear section material piece, the left front section material piece and the right front section material piece are welded to the rear section material piece and formed into an integral structure through hot forming and stamping, the front side of the rear section material piece is bent toward the top of the vehicle to form a crossbeam assembly, the crossbeam assembly comprises a transverse through-connection portion and a left rear longitudinal beam mechanism, a right rear longitudinal beam mechanism and a transverse transition mechanism connected to the transverse through-connection portion, the transverse transition mechanism comprises a left inner facade connection portion, a right inner facade connection portion, a first rear section transverse connection portion, a second rear section transverse connection portion, a third rear section transverse connection portion, a fourth rear section transverse connection portion and a fifth rear section transverse connection portion, the left The first end of the inner facade connection part is connected to the first end of the right inner facade connection part to form a U-shaped structure, the first rear section transverse connection part, the second rear section transverse connection part, the third rear section transverse connection part, the fourth rear section transverse connection part and the fifth rear section transverse connection part are all arranged between the left inner facade connection part and the right inner facade connection part, the fourth rear section transverse connection part and the fifth rear section transverse connection part are arranged in a direction close to the transverse through-connection part, the first rear section transverse connection part, the second rear section transverse connection part and the third rear section transverse connection part are arranged on the fourth rear section transverse connection part, and are connected in sequence along the left and right directions of the transverse through-connection part.

2. The automobile front cabin skeleton structure according to claim 1, characterized in that: Both sides of the left front section material piece and the right front section material piece along the front-back direction are bent toward the top of the car to form a U-shaped left front longitudinal beam assembly and a right front longitudinal beam assembly respectively.

3. The automobile front cabin skeleton structure according to claim 2, characterized in that: The left front longitudinal beam assembly and the right front longitudinal beam assembly have the same structure and are symmetrically arranged along the mid-perpendicular line of the cross beam assembly in the left and right directions. The left front longitudinal beam assembly and the right front longitudinal beam assembly both include a horizontally arranged front horizontal connecting portion, a vertically arranged left front vertical connecting portion and a vertically arranged right front vertical connecting portion. The left front vertical connecting portion and the right front vertical connecting portion are respectively arranged on both sides of the front horizontal connecting portion along the front-to-back direction.

4. The automobile front cabin skeleton structure according to claim 3, characterized in that: The end of the front horizontal connecting portion away from the crossbeam assembly is provided with a first protrusion, a second protrusion and a third protrusion in sequence along a direction close to the crossbeam assembly for energy diversion and transmission.

5. The automobile front cabin skeleton structure according to claim 4, characterized in that: A first recessed portion and a second recessed portion for energy diversion and transmission are respectively provided in sequence on the upper edges of the left front vertical connecting portion and the right front vertical connecting portion in a direction close to the crossbeam assembly.

6. The automobile front cabin skeleton structure according to claim 3, characterized in that: The width of the left front longitudinal beam assembly at one end away from the cross beam assembly is greater than the width of the left front longitudinal beam assembly at one end close to the cross beam assembly.

7. The automobile front cabin skeleton structure according to claim 3, characterized in that: One end of the left front vertical connecting portion away from the crossbeam assembly and the right front vertical connecting portion are bent in a direction approaching each other and are arranged parallel to each other.

8. The automobile front cabin skeleton structure according to claim 1, characterized in that: The left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism have the same structure and are symmetrically arranged along the mid-perpendicular line of the transverse connecting portion in the left and right directions. The crossbeam assembly is connected to the left front longitudinal beam assembly and the right front longitudinal beam assembly through the left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism respectively. The transverse transition mechanism is used to connect the left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism.

9. The automobile front cabin skeleton structure according to claim 8, characterized in that: The left rear longitudinal beam mechanism and the right rear longitudinal beam mechanism both include a horizontally arranged rear section horizontal connecting portion, a vertically arranged left rear section vertical connecting portion, and a vertically arranged right rear section vertical connecting portion. The left rear section vertical connecting portion and the right rear section vertical connecting portion are respectively arranged on both sides of the rear section horizontal connecting portion along the front-to-back direction.

10. The automobile front cabin skeleton structure according to claim 1, characterized in that: The fourth rear section transverse connecting portion is provided with a fourth protrusion, a fifth protrusion and a sixth protrusion for energy diversion and transmission, and the fourth protrusion, the fifth protrusion and the sixth protrusion are distributed in the shape of a "small" character.

11. The automobile front cabin skeleton structure according to claim 10, characterized in that: The crossbeam assembly further includes a left flange portion and a right flange portion respectively arranged on both sides of the transverse penetrating connecting portion along the front-to-back direction.

12. The automobile front cabin skeleton structure according to claim 11, characterized in that: The left flange portion is provided with a first bent portion bent toward the left front longitudinal beam assembly at one end away from the left front longitudinal beam assembly, and the right flange portion is provided with a second bent portion bent toward the right front longitudinal beam assembly at one end away from the right front longitudinal beam assembly.

13. The automobile front cabin skeleton structure according to claim 11, characterized in that: The left flange portion and the right flange portion are respectively provided with a seventh protrusion and an eighth protrusion for diverting and transmitting energy.

14. The automobile front cabin skeleton structure according to claim 11, characterized in that: A plurality of ninth protrusions for shunting and transmitting energy are provided along the front edge of the transverse penetrating connecting portion.

15. The automobile front cabin skeleton structure according to claim 11, characterized in that: A Y-shaped tenth protrusion is provided on the transverse penetrating connection portion.

16. The automobile front cabin skeleton structure according to claim 9, characterized in that: A lower flange portion bent toward the vehicle bottom is provided on the rear side of the transverse penetrating connecting portion.

17. The automobile front cabin skeleton structure according to claim 1, characterized in that: A patch plate is provided on the rear section material piece.

18. The automobile front cabin skeleton structure according to claim 17, characterized in that: There are two patch plates, which are symmetrically arranged along the perpendicular midline in the left and right directions of the beam assembly.

19. An automobile, characterized in that: The invention comprises the automobile front cabin skeleton structure as described in any one of claims 1-18.

Images