Front end frame assembly for a vehicle and vehicle having the same

Abstract

The application discloses a front end frame assembly for a vehicle and a vehicle with the same. The front end frame assembly comprises a bumper beam, a vehicle body front longitudinal beam assembly and a center tunnel assembly. The vehicle body front longitudinal beam assembly comprises a front longitudinal beam, a first wing and a second wing. The front longitudinal beam is connected with the bumper beam. The first wing and the second wing are both connected with the front longitudinal beam. The second wing is separated from the first wing. The center tunnel assembly comprises a center tunnel body and a seat cross beam assembly. The center tunnel body extends along the front-rear direction of the vehicle. The first wing and the second wing are both connected with the center tunnel body. The seat cross beam assembly is connected with the center tunnel body and extends along the left-right direction of the vehicle. According to the front end frame assembly, the collision force at the front end of the front longitudinal beam can be transmitted to the vehicle body front longitudinal beam assembly and the center tunnel assembly through the front longitudinal beam, and then transmitted to other vehicle body components connected with the vehicle body front longitudinal beam assembly and the center tunnel assembly, so that the force transmission path is increased, and the crash performance is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a front-end frame assembly for a vehicle and a vehicle having the front-end frame assembly. Background Technology

[0002] Vehicle collision safety performance has received widespread attention. Vehicle collisions are generally categorized into frontal, side, and rear collisions, as well as rollover and pedestrian collisions. With the rapid development of new energy vehicles, improving frontal collision performance while ensuring the protection of the battery and other components of the electric drive system, as well as the safety of passengers, has become a focus of market and societal attention. In some related technologies, when a frontal collision occurs, the path of the impact force transmitted to the rear of the vehicle is relatively simple, resulting in poor collision performance. Summary of the Invention

[0003] The present invention aims to at least partially solve one of the aforementioned technical problems in the prior art. To this end, the present invention proposes a front-end frame assembly for vehicles that increases the force transmission path.

[0004] The present invention also proposes a vehicle having the aforementioned front-end frame assembly.

[0005] According to an embodiment of the present invention, a front-end frame assembly for a vehicle includes: a crash beam, a front longitudinal beam assembly, and a center tunnel assembly. The front longitudinal beam assembly includes a front longitudinal beam, a first wing, and a second wing. The front longitudinal beam extends along the longitudinal direction of the vehicle, and the front end of the front longitudinal beam is directly or indirectly connected to the crash beam. The first wing and the second wing are both connected to the front longitudinal beam, and the second wing is located behind the first wing and separate from the first wing. The center tunnel assembly includes a center tunnel body and a seat crossbeam assembly. The center tunnel body extends along the longitudinal direction of the vehicle, and the first wing and the second wing are both connected to the center tunnel body. The seat crossbeam assembly is connected to the center tunnel body and extends along the left-right direction of the vehicle.

[0006] According to an embodiment of the present invention, in the front frame assembly for a vehicle, the impact force at the front end of the front longitudinal beam can be transmitted through the front longitudinal beam to the front longitudinal beam assembly and the center channel assembly, and then to other body components connected to the front longitudinal beam assembly and the center channel assembly. The structural design of the front longitudinal beam assembly and the center channel assembly increases the force transmission path, which is beneficial to improving collision performance.

[0007] According to some embodiments of the present invention, the front longitudinal beam includes a front section, a middle section, and a rear section. The front end of the front section is directly or indirectly connected to the anti-collision beam. The middle section is connected to the rear end of the front section and is at least partially located outside the front section. The rear section is located behind the middle section and connected to it. The front frame assembly further includes an A-pillar inner panel assembly and a sill beam assembly. The A-pillar inner panel assembly is located outside the front longitudinal beam, and the middle section is connected to the A-pillar inner panel assembly. The sill beam assembly is located outside the front longitudinal beam and is connected to the rear end of the A-pillar inner panel assembly. The second wing is connected to the sill beam assembly.

[0008] According to some embodiments of the present invention, the first wing includes: a front bulge crossbeam, the front bulge crossbeam connecting the front longitudinal beam and the central channel body, and the front bulge crossbeam being located inside the front longitudinal beam.

[0009] According to some embodiments of the present invention, the front longitudinal beams are provided on both the left and right sides of the central channel body, and the front longitudinal beam on the left side and the front longitudinal beam on the right side are connected by the same front central crossbeam.

[0010] According to some embodiments of the present invention, the second wing includes: an outer connecting plate of the front lower frame and an inner connecting plate of the front lower frame, the outer connecting plate of the front lower frame connecting the front longitudinal beam and the sill beam assembly, and the outer connecting plate of the front lower frame is located on the rear side of the middle section of the longitudinal beam; the inner connecting plate of the front lower frame connecting the front longitudinal beam and the middle channel body, and the inner connecting plate of the front lower frame connecting the front lower frame is located on the rear side of the front middle crossbeam.

[0011] According to some embodiments of the present invention, the front frame assembly further includes a floor, and the inner connecting plate of the front lower frame is located below the floor. The inner connecting plate of the front lower frame includes an inner connecting plate body and inner connecting plate flanges located on both sides of the inner connecting plate body. The inner connecting plate body is bent to form the inner cavity of the front lower frame. The inner connecting plate flanges on both sides are in contact with the floor. The inner cavity of the front lower frame has a dimension of 75mm to 85mm in the vehicle height direction and a dimension of 110mm to 130mm in the vehicle front-rear direction.

[0012] According to some embodiments of the present invention, the connection between the front bulkhead crossbeam and the central channel body is located in front of the connection between the inner connecting plate of the front bulkhead lower frame and the central channel body. The front bulkhead crossbeam, the rear section of the longitudinal beam, the inner connecting plate of the front bulkhead lower frame and the central channel body form a first annular force transmission structure. The rear section of the longitudinal beam, the middle section of the longitudinal beam, the outer connecting plate of the front bulkhead lower frame and the inner plate assembly of the A-pillar form a second annular force transmission structure.

[0013] According to some embodiments of the present invention, the front end frame assembly further includes a battery pack frame, the rear end of the front longitudinal beam is connected to the battery pack frame, the battery pack frame is connected to the sill beam assembly, and the battery pack frame is also connected to the center channel body.

[0014] According to some embodiments of the present invention, the battery pack frame is adjacent to or at least partially overlaps with the inner connecting plate of the front lower frame, and the rear section of the longitudinal beam, the inner connecting plate of the front lower frame, and the battery pack frame form a third annular force transmission structure; the battery pack frame is adjacent to or at least partially overlaps with the outer connecting plate of the front lower frame, and the rear section of the longitudinal beam, the outer connecting plate of the front lower frame, and the battery pack frame form a fourth annular force transmission structure.

[0015] According to some embodiments of the present invention, the seat crossbeam assembly includes: a front seat front crossbeam assembly and a front seat rear crossbeam assembly, the front seat front crossbeam assembly being connected to the center tunnel body and extending along the left-right direction of the vehicle; the front seat rear crossbeam assembly being located behind the front seat front crossbeam assembly and separate from the front seat front crossbeam assembly, the front seat rear crossbeam assembly being connected to the center tunnel body and extending along the left-right direction of the vehicle.

[0016] According to some embodiments of the present invention, in the direction from the front to the rear of the vehicle, the central channel body includes a first channel segment, a second channel segment, a third channel segment, and a fourth channel segment. The first channel segment is provided with a first connecting structure for connecting the front bulkhead central crossbeam, and the second channel segment is provided with a second connecting structure for connecting the inner connecting plate of the lower frame of the front bulkhead. The front seat front crossbeam assembly is connected to the third channel segment, and the front seat rear crossbeam assembly is connected to the fourth channel segment. The material thickness relationship of the first channel segment, the second channel segment, the third channel segment, and the fourth channel segment is: the material thickness of the second channel segment > the material thickness of the first channel segment, the material thickness of the second channel segment > the material thickness of the third channel segment > the material thickness of the fourth channel segment.

[0017] According to some embodiments of the present invention, the central channel body includes a channel body portion and central channel flanges located on both sides of the channel body portion. The central channel flanges on both sides extend away from each other. The channel body portion includes a connected channel first plate portion, a channel middle plate portion, and a channel second plate portion. The channel first plate portion and the channel second plate portion are located on the same side of the channel middle plate portion and are disposed opposite to each other. Both the channel first plate portion and the channel second plate portion have the central channel flanges. In the direction from the front of the vehicle to the rear of the vehicle, the vertical distance between the channel middle plate portion and the central channel flanges gradually decreases.

[0018] According to some embodiments of the present invention, the front-end frame assembly further includes a floor, the central channel body is located above the floor, the central channel body includes a channel body portion and central channel flanges located on both sides of the channel body portion, both sides of the central channel flanges are in contact with the floor, a central channel cavity is formed between the channel body portion and the floor, and the height of the central channel cavity decreases in the direction from the front to the rear of the vehicle.

[0019] According to some embodiments of the present invention, the strength of the rear section of the longitudinal beam is greater than that of the middle section and the front section of the longitudinal beam, and the middle section of the longitudinal beam, the front bulkhead crossbeam, the outer connecting plate of the lower frame of the front bulkhead, and the inner connecting plate of the lower frame of the front bulkhead are all connected to the rear section of the longitudinal beam.

[0020] According to some embodiments of the present invention, the rear section of the longitudinal beam includes: a rear section body, a rear side longitudinal beam body, and a rear section reinforcing plate. The rear section body includes a rear section body base plate and a rear section body folding plate, and the rear section body folding plate is connected to the rear section body base plate. The rear side longitudinal beam body includes a side longitudinal beam base plate and a side longitudinal beam folding plate, and the side longitudinal beam folding plate is connected to the side longitudinal beam base plate. The side longitudinal beam base plate is at least partially overlapped with the rear section body base plate, and the side longitudinal beam folding plate is disposed opposite to the rear section body folding plate. One side of the rear section reinforcing plate is connected to the side longitudinal beam folding plate, and the other side of the rear section reinforcing plate is connected to the rear section body folding plate.

[0021] According to some embodiments of the present invention, the front section of the longitudinal beam has a front upper side, a front lower side, and a front side connecting the front upper side and the front lower side. The front side is provided with a box-shaped shrinkage rib, one end of which extends to the front upper side and the other end of which extends to the front lower side.

[0022] According to some embodiments of the present invention, the middle section of the longitudinal beam includes an outer longitudinal beam plate and an inner longitudinal beam plate. The outer longitudinal beam plate is located on the side of the inner longitudinal beam plate facing outwards from the vehicle, and the outer longitudinal beam plate is connected to the inner longitudinal beam plate. The inner longitudinal beam plate has an inner plate recessed portion recessed outwards from the vehicle at a first position, and the outer longitudinal beam plate has an outer plate recessed portion recessed inwards from the vehicle at a second position, the second position being located behind the first position.

[0023] According to some embodiments of the present invention, the outer plate of the longitudinal beam is provided with an outer plate shrinkage induced reinforcement at the second position, and the outer plate shrinkage induced reinforcement extends vertically to the top and bottom of the outer plate of the longitudinal beam.

[0024] According to some embodiments of the present invention, the middle section of the longitudinal beam is connected to the front section of the longitudinal beam by an insertion joint, and a middle section cavity is formed between the outer plate of the longitudinal beam and the inner plate of the longitudinal beam. The front longitudinal beam further includes: a subframe front mounting plate and a front wheel arch reinforcement plate. The subframe front mounting plate is installed at the insertion joint between the middle section of the longitudinal beam and the front section of the longitudinal beam. The front wheel arch reinforcement plate is located in the middle section cavity and is installed on the inner plate of the longitudinal beam.

[0025] According to some embodiments of the present invention, the front wheel arch reinforcement plate is provided with a reinforcement plate inducing collapse rib at the first position, and the reinforcement plate inducing collapse rib extends vertically to the top and bottom of the front wheel arch reinforcement plate.

[0026] According to some embodiments of the present invention, the left and right sides of the central channel body are provided with the front longitudinal beams, the middle section of the longitudinal beams is inserted and connected to the corresponding front section of the longitudinal beams, the front end frame assembly also includes a powertrain bracket, one end of the powertrain bracket is connected to the insertion point of the middle section of the longitudinal beam and the front section of the longitudinal beam of the same end, and the other end of the powertrain bracket is connected to the insertion point of the middle section of the longitudinal beam and the front section of the longitudinal beam of the same end.

[0027] According to some embodiments of the present invention, there are two front longitudinal beams, which are separated from each other. The front section of each longitudinal beam has an inner side facing the front section of the opposite longitudinal beam. The distance between the front ends of the two separated front longitudinal beams is greater than the distance between their rear ends, and the angle between the inner side of the front section and the vehicle's longitudinal direction is 3° to 5°.

[0028] A vehicle according to another embodiment of the present invention includes the aforementioned front-end frame assembly for a vehicle.

[0029] According to the vehicle of the present invention, the collision force at the front end of the front longitudinal beam can be transmitted through the front longitudinal beam to the front longitudinal beam assembly and the center channel assembly, and then to other body components connected to the front longitudinal beam assembly and the center channel assembly. The structural design of the front longitudinal beam assembly and the center channel assembly increases the force transmission path, which is beneficial to improving collision performance.

[0030] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0031] Figure 1 This is a perspective view of a front-end frame assembly for a vehicle according to an embodiment of the present invention;

[0032] Figure 2 This is a top view of a front-end frame assembly for a vehicle according to an embodiment of the present invention;

[0033] Figure 3 It is a 3D schematic diagram of the front-end framework assembly (with the floor removed);

[0034] Figure 4 This is a top view of the front-end framework assembly (without the floor);

[0035] Figure 5 This is a top view of the front-end frame assembly (without the floor and including the battery pack frame);

[0036] Figure 6 This is a three-dimensional schematic diagram of the inner connecting plate of the lower frame of the front bulkhead;

[0037] Figure 7 This is a schematic diagram showing the connection between the inner connecting plate of the front lower frame and the front floor;

[0038] Figure 8 This is a perspective view of a center channel assembly for a vehicle according to an embodiment of the present invention;

[0039] Figure 9 This is a three-dimensional schematic diagram of the central channel body;

[0040] Figure 10 This is a top view of the central tunnel body;

[0041] Figure 11 This is a cross-sectional view of the central channel body;

[0042] Figure 12 This is a perspective view of a front longitudinal beam and a crash beam for a vehicle according to an embodiment of the present invention;

[0043] Figure 13 This is a three-dimensional schematic diagram of a front longitudinal beam (with the outer plate of the longitudinal beam removed) and a crash beam for a vehicle according to an embodiment of the present invention.

[0044] Figure 14 This is a front view of a front longitudinal beam for a vehicle according to an embodiment of the present invention;

[0045] Figure 15 This is a top view of a front longitudinal beam for a vehicle according to an embodiment of the present invention;

[0046] Figure 16 It is a three-dimensional schematic diagram of the anti-collision beam, the front section of the longitudinal beam, and the outer plate of the longitudinal beam;

[0047] Figure 17 It is a three-dimensional schematic diagram of the outer plate and inner plate of the longitudinal beam;

[0048] Figure 18 This is a three-dimensional schematic diagram of the rear section of the longitudinal beam;

[0049] Figure 19 This is a cross-sectional view of the rear section of the longitudinal beam.

[0050] Reference numerals: Front frame assembly 1000; Anti-collision beam 1; Front longitudinal beam assembly 200; Front longitudinal beam 201; Front section of longitudinal beam 2; Inner side of front section 21; Outer side of front section 22; Upper side of front section 23; Lower side of front section 24; Box-type shrinkage rib 28; Middle section of longitudinal beam 2011; Outer plate of longitudinal beam 20111; Recessed part of outer plate 201111; Shrinkage rib of outer plate 201112; Inner plate of longitudinal beam 20112; Recessed part of inner plate 201121; Rear section of longitudinal beam 2012; Rear body 20121; Base plate of rear body 201211; Folded plate of rear body 201212; Rear side longitudinal beam body 20122; Side longitudinal beam Beam base plate 201221, side longitudinal beam folded plate 201222, rear reinforcing plate 20123, reinforcing plate base plate 201231, reinforcing plate flange 201232, subframe front mounting plate 2013, front wheel arch reinforcing plate 2014, reinforcing plate induced shrinkage rib 20141, middle section cavity 2015, front bulkhead middle crossbeam 203, front bulkhead lower frame outer connecting plate 204, front bulkhead lower frame inner connecting plate 205, inner connecting plate body 2051, inner connecting plate first plate portion 20511, inner connecting plate middle plate portion 20512, inner connecting plate second plate portion 20513, inner connecting plate flange 2052, front bulkhead lower frame inner cavity 2053;

[0051] The following components are included: a central tunnel assembly 300, a central tunnel body 301, a first tunnel section 3011, a second tunnel section 3012, a third tunnel section 3013, a fourth tunnel section 3014, a tunnel body 3015, a tunnel first plate 30151, a tunnel middle plate 30152, a tunnel second plate 30153, a central tunnel flange 3016, a recessed portion 3017, a seat crossbeam assembly 302, a front seat front crossbeam assembly 3021, a front seat left front crossbeam 30211, a front seat right front crossbeam 30212, a front seat rear crossbeam assembly 3022, a front seat left rear crossbeam 30221, a front seat right rear crossbeam 30222, and a central connecting crossbeam 30223; an A-pillar inner panel assembly 400; a sill beam assembly 500; a battery pack frame 600; a floor 700, a front floor 701, a middle floor 702; and a powertrain bracket 800. Detailed Implementation

[0052] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0053] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0054] The following is combined Figures 1-19 A front-end frame assembly 1000 for a vehicle and a vehicle having the front-end frame assembly 1000 are described in detail according to embodiments of the present invention.

[0055] Reference Figures 1-5 As shown, the front frame assembly 1000 for a vehicle according to an embodiment of the present invention may include a crash beam 1, a front longitudinal beam assembly 200, and a center tunnel assembly 300.

[0056] Among them, reference Figures 2-5 As shown, the front longitudinal beam assembly 200 may include a front longitudinal beam 201, a first wing, and a second wing. Specifically, the front longitudinal beam 201 extends along the vehicle's longitudinal direction (F1-F2 direction). It can be understood that "the front longitudinal beam 201 extends along the vehicle's longitudinal direction (F1-F2 direction)" can mean that the extension direction of the front longitudinal beam 201 is parallel to the vehicle's longitudinal direction (F1-F2 direction), or it can mean that the front longitudinal beam 201 extends approximately along the vehicle's longitudinal direction (F1-F2 direction), for example, the extension direction of the front longitudinal beam 201 has a small angle with the vehicle's longitudinal direction (F1-F2 direction).

[0057] The front end (i.e. F1 end) of the front longitudinal beam 201 is directly or indirectly connected to the anti-collision beam 1. For example, the front longitudinal beam 201 and the anti-collision beam 1 can be connected by riveting, bolts or other means, or the front longitudinal beam 201 and the anti-collision beam 1 can be indirectly connected by connecting brackets.

[0058] The crash beam 1 extends along the left-right direction (F3-F4 direction) of the vehicle. Similarly, "the crash beam 1 extends along the left-right direction (F3-F4 direction) of the vehicle" can mean that the extension direction of the crash beam 1 is parallel to the left-right direction (F3-F4 direction) of the vehicle, or it can mean that the crash beam 1 extends approximately along the left-right direction (F3-F4 direction) of the vehicle, for example, the extension direction of the crash beam 1 has a small angle with the left-right direction (F3-F4 direction) of the vehicle, such as an angle of 5°.

[0059] Reference Figures 1-5As shown, there are two front longitudinal beams 201, both located behind the anti-collision beam 1, and the two front longitudinal beams 201 are separated, with one front longitudinal beam 201 located on the left and the other on the right. The anti-collision beam 1 includes a middle section, a first end section located at the left end of the middle section, and a second end section located at the right end of the middle section. The left front longitudinal beam 201 is adapted to align with the connection between the middle section and the first end section, and the right front longitudinal beam 201 is adapted to align with the connection between the middle section and the second end section.

[0060] Both the first and second wings are connected to the front longitudinal beam 201. The second wing is located behind the first wing and is separate from it; that is, the first wing is the front wing and the second wing is the rear wing. The impact force at the front end of the anti-collision beam 1 can be transmitted to the first and second wings via the front longitudinal beam 201, and then to other body components connected to the front longitudinal beam 201, the first wing, and the second wing via the front longitudinal beam 201, the first wing, and the second wing.

[0061] The center tunnel assembly 300 includes a center tunnel body 301 and a seat crossbeam assembly 302. The center tunnel body 301 extends along the longitudinal direction of the vehicle. The first and second wings are both connected to the center tunnel body 301. The seat crossbeam assembly 302 is connected to the center tunnel body 301 and extends along the lateral direction of the vehicle. When a frontal collision occurs, the collision force is transmitted through the anti-collision beam 1 to the front longitudinal beam 201, and then through the first and second wings to the center tunnel body 301. The center tunnel body 301 can further transmit the force transmitted from the front longitudinal beam assembly 200 to the seat crossbeam assembly 302. The seat crossbeam assembly 302 can further transmit the force transmitted from the center tunnel body 301 to other body components connected to the seat crossbeam assembly 302. Therefore, the front frame assembly 1000 has multiple force transmission paths, enabling better transmission of the frontal collision force to the rearward direction, thus dispersing the force on the vehicle body and improving vehicle collision performance.

[0062] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0063] The front-end frame assembly 1000 for a vehicle according to an embodiment of the present invention solves the collision problem at the front of the vehicle. The collision force at the front end of the front longitudinal beam 201 can be transmitted through the front longitudinal beam 201 to the front longitudinal beam assembly 200 and the center channel assembly 300, and then to other body components connected to the front longitudinal beam assembly 200 and the center channel assembly 300. The structural design of the front longitudinal beam assembly 200 and the center channel assembly 300 increases the force transmission path, which is beneficial to improving collision performance. Moreover, the force transmission structure of the front-end frame assembly 1000 of the present invention is simple and highly versatile, which is beneficial to reducing weight and achieving lightweighting. At the same time, compared with the relatively simple path in related technologies, the front-end frame assembly 1000 of the present invention has better performance.

[0064] In some embodiments of the present invention, reference is made to... Figures 3-5 , Figures 12-19 As shown, the front longitudinal beam 201 may include a front section 2, a middle section 2011, and a rear section 2012. The front end of the front section 2 is directly or indirectly connected to the anti-collision beam 1. The middle section 2011 is connected to the rear end of the front section 2, and the middle section 2011 is at least partially located outside the front section 2. The portion of the middle section 2011 located outside the front section 2 can further transmit the force transmitted from the front section 2 to the outside of the front section 2. The rear section 2012 is located behind the middle section 2011 and is connected to the middle section 2011. In this way, the front section 2 can transmit the collision force of the front of the vehicle to the rear section 2012 via the middle section 2011.

[0065] Reference Figures 1-5 As shown, the front frame assembly 1000 may further include: an A-pillar inner panel assembly 400 and a sill beam assembly 500. The A-pillar inner panel assembly 400 is located outside the front longitudinal beam 201. For example, for the left front longitudinal beam 201, the A-pillar inner panel assembly 400 is located on the left side of the front longitudinal beam 201; for the right front longitudinal beam 201, the A-pillar inner panel assembly 400 is located on the right side of the front longitudinal beam 201. The middle section 2011 of the longitudinal beam is connected to the A-pillar inner panel assembly 400. Specifically, the portion of the middle section 2011 of the longitudinal beam located outside the front section 2 of the longitudinal beam is adapted to be connected to the A-pillar inner panel assembly 400. The sill beam assembly 500 is located outside the front longitudinal beam 201, and the sill beam assembly 500 is connected to the rear end of the A-pillar inner panel assembly 400. The second wing is connected to the sill beam assembly 500.

[0066] When a frontal collision occurs, the impact force is transmitted through the anti-collision beam 1 to the front section 2 of the longitudinal beam, then through the front section 2 to the middle section 2011 of the longitudinal beam, and finally through the middle section 2011 to the rear section 2012 of the longitudinal beam. The portion of the middle section 2011 located outside the front section 2 of the longitudinal beam can further transmit the force transmitted from the front section 2 to the A-pillar inner panel assembly 400 connected to the middle section 2011. The portion of the middle section 2011 located outside the front section 2 of the longitudinal beam forms the first force transmission path.

[0067] Specifically, refer to Figure 15 As shown, the middle section 2011 of the longitudinal beam may include a first middle section and a second middle section. The front end of the first middle section is connected to the rear end of the front section 2 of the longitudinal beam, and the second middle section is connected to the first middle section. The second middle section extends outward relative to the first middle section. For example, for the left front longitudinal beam 201, refer to... Figure 15 As shown, the second section of the middle segment extends to the left side (F3 side) of the vehicle relative to the first section of the middle segment; for the right front longitudinal beam 201, the second section of the middle segment extends to the right side (F4 side) of the vehicle relative to the first section of the middle segment, and the second section of the middle segment is adapted to connect with the A-pillar inner panel assembly 400. The front end of the rear section 2012 of the longitudinal beam connects to the adjacent point of the first section of the middle segment and the second section of the middle segment. The front section 2 of the longitudinal beam transmits force to the first section of the middle segment, the first section of the middle segment further transmits force to the second section of the middle segment, and the second section of the middle segment can further transmit the force transmitted from the first section of the middle segment to the A-pillar inner panel assembly 400 connected to the second section of the middle segment, thus forming the first force transmission path mentioned above at the second section of the middle segment.

[0068] In some embodiments of the present invention, the first wing may include a front bulge crossbeam 203, which connects the front longitudinal beam 201 and the central channel body 301. The front bulge crossbeam 203 is located inside the front longitudinal beam 201. For example, for the left front longitudinal beam 201, the front bulge crossbeam 203 is located on the right side (F4 side) of the front longitudinal beam 201; for the right front longitudinal beam 201, the front bulge crossbeam 203 is located on the left side (F3 side) of the front longitudinal beam 201. When a collision occurs at the front of the vehicle, the collision force is transmitted to the front longitudinal beam 201 via the anti-collision beam 1, and then to the front bulge crossbeam 203 via the front longitudinal beam 201. The front bulge crossbeam 203 can further transmit the force transmitted from the front longitudinal beam 201 to the central channel body 301 connected to the front bulge crossbeam 203, forming a second force transmission path at the front bulge crossbeam 203.

[0069] In some embodiments of the present invention, front longitudinal beams 201 are provided on both the left and right sides of the central channel body 301, and the front longitudinal beam 201 on the left side and the front longitudinal beam 201 on the right side are connected by the same front crossbeam 203.

[0070] In some embodiments of the present invention, the second wing may include an outer connecting plate 204 and an inner connecting plate 205 of the lower front frame. The outer connecting plate 204 connects the front longitudinal beam 201 and the sill beam assembly 500, and is located behind the middle section 2011 of the longitudinal beam. The inner connecting plate 205 connects the front longitudinal beam 201 and the middle channel body 301, and is located behind the middle crossbeam 203 of the front frame. The inner connecting plate 205 is separate from the middle crossbeam 203 of the front frame.

[0071] Specifically, the outer connecting plate 204 of the lower front frame is located behind the portion of the middle section 2011 of the longitudinal beam located outside the front section 2 of the longitudinal beam. That is, the outer connecting plate 204 of the lower front frame is located behind the second part of the middle section, and the outer connecting plate 204 of the lower front frame is separate from the second part of the middle section. When a collision occurs at the front of the vehicle, the collision force is transmitted to the front longitudinal beam 201 via the anti-collision beam 1, and then to the outer connecting plate 204 of the lower front frame via the front longitudinal beam 201. The outer connecting plate 204 of the lower front frame can further transmit the force transmitted from the front longitudinal beam 201 to the sill beam assembly 500 connected to the outer connecting plate 204 of the lower front frame, thus forming a third force transmission path at the outer connecting plate 204 of the lower front frame.

[0072] When a collision occurs at the front of the vehicle, the collision force is transmitted through the anti-collision beam 1 to the front longitudinal beam 201, and then through the front longitudinal beam 201 to the inner connecting plate 205 of the lower frame of the front bulkhead. The inner connecting plate 205 of the lower frame of the front bulkhead can further transmit the force transmitted from the front longitudinal beam 201 to the central channel body 301 connected to the inner connecting plate 205 of the lower frame of the front bulkhead, thus forming a fourth force transmission path at the inner connecting plate 205 of the lower frame of the front bulkhead.

[0073] The front longitudinal beam 201, the front central crossbeam 203, the outer connecting plate 204 of the front lower frame, and the inner connecting plate 205 of the front lower frame constitute the force transmission structure of the fighter jet model. The front central crossbeam 203 and the inner connecting plate 205 of the front lower frame are located inside the rear section 2012 of the longitudinal beam, while the second part of the middle section and the outer connecting plate 204 of the front lower frame are located outside the rear section 2012 of the longitudinal beam. The force transmission structure of the fighter jet model has multiple force transmission paths, which can effectively decompose and disperse forces, minimize intrusion, and improve collision performance.

[0074] In some embodiments of the present invention, reference is made to... Figure 1 , Figures 6-7As shown, the front frame assembly 1000 may also include a floor 700. The inner connecting plate 205 of the lower frame of the front bulkhead is located below the floor 700. The inner connecting plate 205 of the lower frame of the front bulkhead includes an inner connecting plate body 2051 and inner connecting plate flanges 2052 located on both sides of the inner connecting plate body 2051. The inner connecting plate body 2051 is bent to form the inner cavity 2053 of the lower frame of the front bulkhead. The inner connecting plate 205 of the lower frame of the front bulkhead has the inner cavity 2053 of the lower frame of the front bulkhead, which improves the strength and rigidity of the inner connecting plate 205 of the lower frame of the front bulkhead. The inner connecting plate 205 of the lower frame of the front bulkhead is not easily deformed or damaged, so that it can effectively transmit force when the front of the vehicle collides.

[0075] The inner connecting plate flanges 2052 on both sides of the inner connecting plate body 2051 extend away from each other, that is, the inner connecting plate flange 2052 on the F1 side of the inner connecting plate body 2051 extends in the F1 direction, and the inner connecting plate flange 2052 on the F2 side of the inner connecting plate body 2051 extends in the F2 direction. The inner connecting plate body 2051 includes a connected inner connecting plate first plate portion, an inner connecting plate middle plate portion, and an inner connecting plate second plate portion. Both the inner connecting plate first plate portion and the inner connecting plate second plate portion have inner connecting plate flanges 2052. The inner connecting plate first plate portion and the inner connecting plate second plate portion are located on the same side of the inner connecting plate middle plate portion and are arranged opposite to each other. The inner connecting plate first plate portion, the inner connecting plate middle plate portion, and the inner connecting plate second plate portion are constructed in a "U" shape. For example, the inner connecting plate first plate portion and the inner connecting plate second plate portion are located on the upper side of the inner connecting plate middle plate portion, and the opening of the "U" shape faces upward. The first plate portion of the inner connecting plate, the middle plate portion of the inner connecting plate, and the second plate portion of the inner connecting plate together form the aforementioned front lower frame inner cavity 2053.

[0076] Both inner connecting plates 2052 are flush with the floor 700. The inner cavity 2053 of the front lower frame has a dimension of 75mm-85mm in the vehicle height direction and a dimension of 110mm-130mm in the vehicle front-rear direction. (Refer to...) Figures 6-7 As shown, the dimension of the inner cavity 2053 of the front lower frame in the vehicle height direction is L1, which satisfies the relationship: 75mm≤L1≤85mm. Optionally, L1 can be 75mm, 78mm, 80mm, 82mm, 85mm, etc., or other values ​​between 75mm and 85mm, which will not be listed here. The dimension of the inner cavity 2053 of the front lower frame in the vehicle front-rear direction is L2, which satisfies the relationship: 110mm≤L2≤130mm. Optionally, L2 can be 110mm, 115mm, 120mm, 125mm, 130mm, etc., or other values ​​between 110mm and 130mm, which will not be listed here.

[0077] The vertical distance between the middle plate of the inner connecting plate and the flange 2052 of the inner connecting plate, which is the dimension of the inner cavity 2053 of the front lower frame in the vehicle height direction, is 75mm to 85mm. The distance between the first plate and the second plate of the inner connecting plate, which is the dimension of the inner cavity 2053 of the front lower frame in the vehicle front-rear direction, is 110mm to 130mm.

[0078] In some embodiments of the present invention, reference is made to... Figure 1 , Figures 6-7 As shown, the floor 700 includes a front floor 701, and the inner connecting plate 205 of the lower frame of the front bulkhead is located below the front floor 701. The inner connecting plate flanges 2052 on both sides of the inner connecting plate body 2051 are attached to the lower surface of the front floor 701. The front floor 701 covers the upper opening of the inner cavity 2053 of the lower frame of the front bulkhead. In this way, a box-shaped structure is formed between the inner connecting plate 205 of the lower frame of the front bulkhead and the front floor 701, which is beneficial to improving the force transmission effect at the inner connecting plate 205 of the lower frame of the front bulkhead.

[0079] Both the front bulkhead crossbeam 203 and the front bulkhead lower frame inner connecting plate 205 are connected to the central channel body 301. In other words, the front bulkhead crossbeam 203 has a crossbeam connection structure, and the front bulkhead lower frame inner connecting plate 205 has an inner connecting plate connection structure. The front bulkhead crossbeam 203 is connected to the central channel body 301 through the crossbeam connection structure, and the front bulkhead lower frame inner connecting plate 205 is connected to the central channel body 301 through the inner connecting plate connection structure. In some embodiments of the present invention, the connection point between the front bulkhead crossbeam 203 and the central channel body 301 is located in front of the connection point between the front bulkhead lower frame inner connecting plate 205 and the central channel body 301, and the second force transmission path and the fourth force transmission path converge on the central channel body 301.

[0080] Optionally, the front bulkhead crossbeam 203 and the central channel body 301 can be welded and fixed, or they can be connected and fixed using fasteners; the front bulkhead lower frame inner connecting plate 205 and the central channel body 301 can be welded and fixed, or they can be connected and fixed using fasteners.

[0081] Optionally, the door sill assembly 500 can be an aluminum extruded door sill assembly.

[0082] In the force transmission paths of the front frame assembly 1000 designed in this invention, the first wing and the second wing of the fighter jet-type force transmission structure of the front longitudinal beam assembly 200 are connected to the central channel body 301 and have reliable and stable connection points for energy transmission. For example, a portion of the collision energy is transmitted inward through the cavity of the front crossbeam 203 and continues to be transmitted laterally and backward to the central channel body 301 and then backward. A portion of the collision energy is transmitted inward through the inner connecting plate 205 of the lower frame of the front to the central channel body 301 and then backward.

[0083] In some embodiments of the present invention, a first annular force transmission structure is formed between the front crossbeam 203, the rear section of the longitudinal beam 2012, the inner connecting plate 205 of the front lower frame, and the central channel body 301. The first annular force transmission structure is a quadrilateral force transmission structure, which can effectively decompose and disperse forces. A second annular force transmission structure is formed between the middle section of the longitudinal beam 2011, the rear section of the longitudinal beam 2012, the outer connecting plate 204 of the front lower frame, and the A-pillar inner panel assembly 400. The second annular force transmission structure is a quadrilateral force transmission structure, which can effectively decompose and disperse forces.

[0084] In some embodiments of the present invention, reference is made to... Figure 5 As shown, the front frame assembly 1000 may further include a battery pack frame 600. The rear end of the front longitudinal beam 201 is connected to the battery pack frame 600. The battery pack frame 600 is connected to the sill beam assembly 500 and also to the center channel body 301. For example, battery pack frames 600 are provided on both the left and right sides of the center channel body 301. The outer end of each battery pack frame 600 is connected to the sill beam assembly 500, and the inner end of each battery pack frame 600 is connected to the center channel body 301. Of course, the battery pack frame 600 can also be a single structure extending from one sill beam assembly 500 to the other. The battery pack frame 600 provides mounting and fixing points for the battery pack. When a frontal collision occurs, the impact force is transmitted through the anti-collision beam 1 to the front longitudinal beam 201, and then through the front longitudinal beam 201 to the battery pack frame 600. In addition, the impact force transmitted from the front longitudinal beam assembly 200 to the central tunnel body 301 can be further transmitted through the central tunnel body 301 to the battery pack frame 600. The impact force on the battery pack frame 600 can be further transmitted to the sill beam assembly 500, and then continue to be transmitted to the rear of the vehicle. The impact force transmitted from the front longitudinal beam 201 to the battery pack frame 600 can also be further transmitted to the central tunnel body 301, and then continue to be transmitted to the rear of the vehicle.

[0085] It should be noted that in this invention, "connection" between two components or parts, or one part being mounted on another part, can refer to a fixed connection such as welding or gluing, or a detachable connection achieved by bolts or rivets.

[0086] In some embodiments of the present invention, in the longitudinal direction (F1-F2 direction) of the vehicle, the battery pack frame 600 is adjacent to or at least partially overlaps with the inner end of the front lower frame inner connecting plate 205. The front longitudinal beam 201, the front lower frame inner connecting plate 205 and the battery pack frame 600 form a third annular force transmission structure. Specifically, the rear section 2012 of the longitudinal beam, the front lower frame inner connecting plate 205 and the battery pack frame 600 form a third annular force transmission structure. The third annular force transmission structure is a triangular force transmission structure, which is structurally stable and can effectively decompose and disperse forces. The battery pack frame 600 is adjacent to or at least partially overlaps with the outer end of the front lower frame outer connecting plate 204. The front longitudinal beam 201, the front lower frame outer connecting plate 204 and the battery pack frame 600 form a fourth annular force transmission structure. Specifically, the rear section 2012 of the longitudinal beam, the front lower frame outer connecting plate 204 and the battery pack frame 600 form a fourth annular force transmission structure. The fourth annular force transmission structure is a triangular force transmission structure, which is stable and can effectively decompose and disperse forces.

[0087] In some embodiments of the present invention, reference is made to... Figures 3-5 , Figure 8 As shown, the seat crossbeam assembly 302 may include a front seat front crossbeam assembly 3021 and a front seat rear crossbeam assembly 3022. The front seat front crossbeam assembly 3021 is connected to the center tunnel body 301 and extends along the left-right direction (F3-F4 direction) of the vehicle. The front seat rear crossbeam assembly 3022 is located behind the front seat front crossbeam assembly 3021 and is separate from the front seat front crossbeam assembly 3021. The front seat rear crossbeam assembly 3022 is connected to the center tunnel body 301 and extends along the left-right direction (F3-F4 direction) of the vehicle. Similarly, the extension of the front seat front crossbeam assembly 3021 along the left-right direction (F3-F4 direction) of the vehicle can mean that the extension direction of the front seat front crossbeam assembly 3021 is parallel to the left-right direction (F3-F4 direction) of the vehicle, or it can mean that the front seat front crossbeam assembly 3021 extends approximately along the left-right direction (F3-F4 direction) of the vehicle, for example, the extension direction of the front seat front crossbeam assembly 3021 has a small angle with the left-right direction (F3-F4 direction) of the vehicle, such as an angle of 5°. The center tunnel body 301, the front seat front crossbeam assembly 3021, and the front seat rear crossbeam assembly 3022 are constructed in a dragonfly wing shape. The impact force on the central tunnel body 301 can be transmitted through the front seat front crossbeam assembly 3021 and the front seat rear crossbeam assembly 3022 to other body components connected to the front seat front crossbeam assembly 3021 and the front seat rear crossbeam assembly 3022.

[0088] The rear crossbeam assembly 3022 and the front crossbeam assembly 3021 of the front seats provide support and anchor points for the vehicle's front seats. Optionally, the rear crossbeam assembly 3022 and the front crossbeam assembly 3021 of the front seats are parallel, which improves the assembly efficiency of the center tunnel assembly 300. Of course, the rear crossbeam assembly 3022 and the front crossbeam assembly 3021 of the front seats may not be parallel.

[0089] The force transmission structure formed by the center tunnel assembly 300 according to an embodiment of the present invention is a dragonfly wing shape, which solves the collision problem at the front of the vehicle. The collision force on the center tunnel body 301 can be transmitted to the left and right directions of the vehicle through the front seat front crossbeam assembly 3021 and the front seat rear crossbeam assembly 3022, and then transmitted to other body parts connected to the front seat front crossbeam assembly 3021 and the front seat rear crossbeam assembly 3022, thereby increasing the force transmission path and improving collision performance. Moreover, the force transmission structure of the center tunnel assembly 300 of the present invention is simple and highly universal, which is conducive to reducing weight and achieving lightweighting. At the same time, compared with the relatively simple force transmission path in related technologies, the performance of the center tunnel assembly 300 of the present invention is superior.

[0090] In some embodiments of the present invention, reference is made to... Figures 8-10 As shown, the central tunnel body 301 is a component with unequal material thickness in the direction from the front to the rear of the vehicle. In other words, the material thickness of the central tunnel body 301 is inconsistent in the direction from F1 to F2.

[0091] In some embodiments of the present invention, reference is made to... Figure 10As shown, in the direction from the front to the rear of the vehicle, the central tunnel body 301 includes a first tunnel segment 3011, a second tunnel segment 3012, a third tunnel segment 3013, and a fourth tunnel segment 3014. The material thickness relationship of the first tunnel segment 3011, the second tunnel segment 3012, the third tunnel segment 3013, and the fourth tunnel segment 3014 is as follows: the material thickness of the second tunnel segment 3012 is greater than that of the first tunnel segment 3011, and the material thickness of the second tunnel segment 3012 is greater than that of the third tunnel segment 3013, which is greater than that of the fourth tunnel segment 3014. That is to say, the second tunnel segment 3012 is the thickest. Optionally, in a specific example, the material thickness of the second channel segment 3012 > the material thickness of the third channel segment 3013 > the material thickness of the fourth channel segment 3014 equals the material thickness of the first channel segment 3011. For example, the material thickness of the first channel segment 3011 is 1.2 mm, the material thickness of the second channel segment 3012 is 1.6 mm, the material thickness of the third channel segment 3013 is 1.4 mm, and the material thickness of the fourth channel segment 3014 is 1.2 mm. The different material thicknesses of each channel segment in the central channel body 301 of this invention can be achieved through TRB (Tailor Rolling Blanks) or TWB (Tailor Welded Blanks) processes.

[0092] In some embodiments of the present invention, the first channel segment 3011 is provided with a first connecting structure for connecting the front bulkhead middle crossbeam 203, and the second channel segment 3012 is provided with a second connecting structure for connecting the inner connecting plate 205 of the front bulkhead lower frame. The first and second connecting structures can be welded points formed by spot welding. The front seat front crossbeam assembly 3021 is connected to the third channel segment 3013, and the front seat rear crossbeam assembly 3022 is connected to the fourth channel segment 3014. The second channel segment 3012 is the thickest, so the connection between the inner connecting plate 205 of the front bulkhead lower frame and the middle channel body 301 is firm. The inner connecting plate 205 of the front bulkhead lower frame is also connected to the front longitudinal beam 201, so that the inner connecting plate 205 of the front bulkhead lower frame can effectively transfer part of the collision force on the front longitudinal beam 201 to the middle channel body 301.

[0093] The first connecting structure is located at the front end of the central channel body 301. The front crossbeam 203 is connected to the first channel section 3011. For example, the two are connected by spot welding. Since the main energy of the front crossbeam 203 is transmitted through the F3-F4 direction and then the energy loss is large when it is transmitted through the F1-F2 direction, the energy transmitted along the F1-F2 direction of the central channel body 301 at the connection between the front crossbeam 203 and the first channel section 3011 is relatively small. Therefore, the structure of the first channel section 3011 at the connection between the front crossbeam 203 and the first channel section 3011 can be weakened and refined. For example, the first channel section 3011 can be a thermoformed section with a material thickness of 1.2mm.

[0094] The second connecting structure is located in the front middle part of the central channel body 301. The energy here is mainly transmitted to the rear through the inner connecting plate 205 of the lower frame of the front bulkhead. The transmission channel at the inner connecting plate 205 of the lower frame of the front bulkhead is a cavity of (80×120) mm. The inner connecting plate 205 of the lower frame of the front bulkhead is spot welded to the central channel body 301. Because it superimposes the energy transmitted to the rear by the first channel section 3011 at the front of the central channel body 301, the energy here is relatively large. Therefore, the second channel section 3012 is designed as a prominent energy transmission beam structure and a thermoformed section with a material thickness of 1.6 mm. The energy is transmitted to the rear and absorbed, and the energy decreases step by step.

[0095] In some embodiments of the present invention, reference is made to... Figure 9 , Figure 11 As shown, in the direction from the front to the rear of the vehicle, i.e., from F1 to F2, the height of the central tunnel body 301 decreases. Because the energy and force of the central tunnel assembly 300 of this invention gradually weaken, the material thickness remains unchanged, and the height of the central tunnel body 301 can be gradually reduced from 85mm to 45mm. The surface of the central tunnel body 301 gradually becomes gentler, dispersing energy to the front seat crossbeam assembly 3021. The energy further weakens at the rear. Therefore, through refined design, CAE virtual analysis, and physical verification, the material thickness at an appropriate location changes from 1.6mm for the second channel section 3012 to 1.4mm for the third channel section 3013. Both the second channel section 3012 and the third channel section 3013 are thermoformed sections.

[0096] The energy of the force transmission structure of the central channel assembly 300 of the present invention, after passing through the front crossbeam assembly 3021 of the front seat, continues to be transmitted and dispersed to the rear crossbeam assembly 3022 of the front seat, and gradually decreases thereafter. Due to the arrangement, the cavity height and shape tend to be stable, and the material thickness changes from 1.4 mm in the third channel section 3013 to 1.2 mm in the fourth channel section 3014, continuing to reduce thickness, weight and cost.

[0097] In some embodiments of the present invention, reference is made to... Figure 9 , Figure 11As shown, the central tunnel body 301 may include a tunnel body portion 3015 and central tunnel flanges 3016 located on both sides of the tunnel body portion 3015. The central tunnel flanges 3016 on both sides extend away from each other. The tunnel body portion 3015 includes a connected tunnel first plate portion 30151, a tunnel middle plate portion 30152, and a tunnel second plate portion 30153. The tunnel first plate portion 30151 and the tunnel second plate portion 30153 are located on the same side of the tunnel middle plate portion 30152 and are arranged opposite to each other. Both the tunnel first plate portion 30151 and the tunnel second plate portion 30153 have central tunnel flanges 3016. In the direction from the front to the rear of the vehicle, the vertical distance between the tunnel middle plate portion 30152 and the central tunnel flanges 3016 gradually decreases. Figure 11 In the example, the vertical distance between the middle plate 30152 and the middle channel flange 3016 is H1, combined with Figures 2-5 and Figure 11 In the direction from the front to the rear of the vehicle, that is, from F1 to F2, the shape of the central tunnel body 301 gradually becomes gentler and H1 gradually decreases. This helps to save materials and reduce the height of the rear end of the central tunnel body 301, leaving more space for the passenger compartment.

[0098] In some embodiments of the present invention, the middle channel plate portion 30152 further has a downwardly recessed portion 3017, the recessed portion 3017 extending along the longitudinal direction of the vehicle, and the vertical distance between the recessed portion 3017 and the middle channel flange 3016 gradually decreasing in the direction from the front to the rear of the vehicle. Figure 11 In the example, the vertical distance between the recessed portion 3017 and the central channel flange 3016 is H2, combined with Figures 2-5 and Figure 11 In the direction from the front to the rear of the vehicle, that is, from F1 to F2, the shape of the central tunnel body 301 gradually becomes gentler and H2 gradually decreases. This helps to save materials and reduce the height of the rear end of the central tunnel body 301, leaving more space for the passenger compartment.

[0099] In some embodiments of the present invention, reference is made to... Figures 4-5 , Figure 8 As shown, the front seat front crossbeam assembly 3021 may include a left front crossbeam 30211 and a right front crossbeam 30212. The left front crossbeam 30211 is connected to the left side of the center tunnel body 301, and the right front crossbeam 30212 is connected to the right side of the center tunnel body 301. The left front crossbeam 30211 provides support and fixation points for the driver's seat, and the right front crossbeam 30212 provides support and fixation points for the passenger seat. The left front crossbeam 30211 and the right front crossbeam 30212 are constructed as the front wings of a dragonfly-wing-shaped force transmission structure.

[0100] In some embodiments of the present invention, reference is made to... Figures 4-5 , Figure 8 As shown, the front seat rear crossbeam assembly 3022 may include: a left rear crossbeam 30221, a right rear crossbeam 30222, and a central connecting crossbeam 30223. The left rear crossbeam 30221 is connected to the left side of the central tunnel body 301, the right rear crossbeam 30222 is connected to the right side of the central tunnel body 301, and the central connecting crossbeam 30223 is installed on the central tunnel body 301, connecting the left rear crossbeam 30221 and the right rear crossbeam 30222. The left rear crossbeam 30221 provides support and fixing points for the left rear seat, and the right rear crossbeam 30222 provides support and fixing points for the right rear seat. The left rear crossbeam 30221, the central connecting crossbeam 30223, and the right rear crossbeam 30222 are constructed as the rear wings of a dragonfly-shaped force transmission structure.

[0101] Optionally, the front seat front crossbeam assembly 3021 and the center channel body 301, and the front seat rear crossbeam assembly 3022 and the center channel body 301 can be installed and fixed by bolts, rivets, etc., or by welding.

[0102] In some embodiments of the present invention, the front frame assembly 1000 further includes a floor 700, and a central channel body 301 is located above the floor 700. The central channel body 301 includes a channel body portion 3015 and central channel flanges 3016 located on both sides of the channel body portion 3015. Both sides of the central channel flanges 3016 are in contact with the floor 700, and a central channel cavity is formed between the channel body portion 3015 and the floor 700. The height of the central channel cavity decreases in the direction from the front of the vehicle to the rear of the vehicle.

[0103] In some embodiments of the present invention, combined with Figures 1-5 As shown, the floor 700 may include a front floor 701 and a middle floor 702. The middle floor 702 is located behind the front floor 701, and the middle channel body 301 is located above the middle floor 702. This can improve the strength and rigidity of the middle channel body 301 and also help improve the force transmission effect at the middle channel body 301.

[0104] In some embodiments of the present invention, the strength of the rear section 2012 of the longitudinal beam is greater than the strength of the middle section 2011 and the front section 2 of the longitudinal beam, combined with Figures 1-5As shown, the middle section 2011 of the longitudinal beam, the middle crossbeam 203 of the front bulkhead, the outer connecting plate 204 of the lower frame of the front bulkhead, and the inner connecting plate 205 of the lower frame of the front bulkhead are all connected to the rear section 2012 of the longitudinal beam. This helps to improve the connection strength between the middle crossbeam 203 of the front bulkhead and the front longitudinal beam 201, the connection strength between the outer connecting plate 204 of the lower frame of the front bulkhead and the front longitudinal beam 201, and the connection strength between the inner connecting plate 205 of the lower frame of the front bulkhead and the front longitudinal beam 201, so that the second force transmission path, the third force transmission path, and the fourth force transmission path transmit force reliably.

[0105] In some embodiments of the present invention, reference is made to... Figures 18-19 As shown, the rear section 2012 of the longitudinal beam may include: a rear section body 20121, a rear side longitudinal beam body 20122, and a rear section reinforcing plate 20123. The rear section body 20121 includes a rear section body base plate 201211 and a rear section body folding plate 201212. The rear section body folding plate 201212 is connected to the rear section body base plate 201211, and the rear section body folding plate 201212 is bent upward relative to the rear section body base plate 201211. The rear side longitudinal beam body 20122 includes a side longitudinal beam base plate 201221 and a side longitudinal beam folding plate 201222. The side longitudinal beam folding plate 201222 is connected to the side longitudinal beam base plate 201221, and the side longitudinal beam folding plate 201222 is bent upward relative to the side longitudinal beam base plate 201221. The side longitudinal beam base plate 201221 and the rear body base plate 201211 are at least partially overlapped and connected, and the side longitudinal beam folding plate 201222 and the rear body folding plate 201212 are disposed opposite to each other. One side of the rear reinforcing plate 20123 is connected to the side longitudinal beam folding plate 201222, and the other side of the rear reinforcing plate 20123 is connected to the rear body folding plate 201212.

[0106] Specifically, the rear reinforcing plate 20123 may include a reinforcing plate base plate 201231 and reinforcing plate flanges 201232 located on both sides of the reinforcing plate base plate 201231. The reinforcing plate flange 201232 on one side of the reinforcing plate base plate 201231 is connected to the side longitudinal beam folding plate 201222, and the reinforcing plate flange 201232 on the other side of the reinforcing plate base plate 201231 is connected to the rear body folding plate 201212. The reinforcing plate base plate 201231 is suspended above the side longitudinal beam base plate 201221 and the rear body base plate 201211 to form a cavity below the reinforcing plate base plate 201231, thereby significantly increasing the strength and rigidity of the rear section 2012 of the longitudinal beam.

[0107] In some embodiments of the present invention, reference is made to... Figures 18-19As shown, the rear body 20121 can be formed using a thermoforming process. The front area adopts a thermoforming soft area design, while the rear adopts a thermoforming hard area design. In this embodiment of the invention, the rear body 20121 can be designed using TWB (Tailor Welded Blanks) laser welding. The rear body 20121, the rear side longitudinal beam body 20122, and the rear reinforcing plate 20123 are connected by spot welding. In a frontal collision, the front of the rear longitudinal beam 2012 can cooperate with the bending deformation of the front longitudinal beam 2 and the middle longitudinal beam 2011 to reduce the load and transfer it to the rear of the vehicle, thereby improving the rigidity of the suspension mounting area.

[0108] In some embodiments of the present invention, reference is made to... Figures 13-14 As shown, the front section 2 of the longitudinal beam is constructed as an energy-absorbing box. The front section 2 has a front upper side 23, a front lower side 24, and a front side connecting the front upper side 23 and the front lower side 24. The front side is provided with a box-shaped induction crumple rib 28, which is vertically arranged, with one end extending to the front upper side 23 and the other end extending to the front lower side 24. When a collision occurs at the front of the vehicle, the collision force is transmitted to the front section 2 of the longitudinal beam through the anti-collision beam 1. The box-shaped induction crumple rib 28 on the front side collapses and deforms to absorb part of the collision energy. The front side of each front section 2 of the longitudinal beam may include a front inner side 21 facing the opposite front longitudinal beam 201 and a front outer side 22 facing away from the opposite front longitudinal beam 201. The front inner side 21 and the front outer side 22 may both be provided with box-shaped induction crumple ribs 28.

[0109] The energy absorption zone of the front section 2 of the longitudinal beam is relatively long, about 360mm. In low-speed collisions or when the collision force is not very large, as long as the front section 2 of the longitudinal beam participates in deformation, the rear section 2212 of the longitudinal beam remains unchanged, which can improve the convenience of maintenance and after-sales economy and reduce maintenance costs.

[0110] In some embodiments of the present invention, reference is made to... Figures 12-17 As shown, the middle section 2011 of the longitudinal beam includes an outer longitudinal beam plate 20111 and an inner longitudinal beam plate 20112. The outer longitudinal beam plate 20111 is located on the side of the inner longitudinal beam plate 20112 facing outwards from the vehicle, and the outer longitudinal beam plate 20111 is connected to the inner longitudinal beam plate 20112. For example, for the left front longitudinal beam 201, the outer longitudinal beam plate 20111 is located to the left of the inner longitudinal beam plate 20112 (F3 side); for the right front longitudinal beam 201, the outer longitudinal beam plate 20111 is located to the right of the inner longitudinal beam plate 20112 (F4 side).

[0111] When a collision occurs at the front of the vehicle, the impact force is transmitted through the anti-collision beam 1 to the front section 2 of the longitudinal beam, and then through the front section 2 of the longitudinal beam to the middle section 2011 of the longitudinal beam.

[0112] The inner longitudinal beam 20112 has an inner plate recess 201121 that is recessed outward at a first position. The outer longitudinal beam 20111 remains almost unchanged at the first position. The middle section 2011 of the longitudinal beam forms an S-shaped outward convex structure at the first position, where it undergoes its first outward bending deformation. The outer longitudinal beam 20111 has an outer plate recess 201111 that is recessed inward at a second position, located behind the first position. Thus, the middle section 2011 of the longitudinal beam forms a "Z"-shaped bending structure. Taking the left front longitudinal beam 201 as an example, the outer longitudinal beam 20111 is located to the left of the inner longitudinal beam 20112 (F3 side). The inner plate recess 201121 is recessed towards F3, and the outer plate recess 201111 is recessed towards F4. The right front longitudinal beam 201 is symmetrically arranged with the left front longitudinal beam 201, that is, the inner plate recess 201121 of the right front longitudinal beam 201 is recessed in the direction of F4, and the outer plate recess 201111 is recessed in the direction of F3.

[0113] Optionally, the inner panel recess 201121 and the outer panel recess 201111 can be arc-shaped recesses or acute-angled recesses.

[0114] Optionally, the outer plate 20111 and the inner plate 20112 of the longitudinal beam can be fixedly connected by welding or gluing, or they can be detachably connected by bolts or rivets.

[0115] According to an embodiment of the present invention, the front longitudinal beam 201, by providing an inner plate recess 201121 and an outer plate recess 201111 on the middle section 2011 of the longitudinal beam, allows the middle section 2011 of the longitudinal beam to bend and deform at the inner plate recess 201121 and the outer plate recess 201111 to absorb energy when transmitting force rearward, which is beneficial to improving the collision performance of the vehicle. Compared with the relatively simple front longitudinal beam structure in related technologies, the front longitudinal beam 201 of the present invention has superior performance.

[0116] In some embodiments of the present invention, reference is made to... Figure 15 As shown, the recess depth of the inner panel recess 201121 is 3mm to 8mm. Optionally, the recess depth of the inner panel recess 201121 in the F3-F4 direction can be 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, etc. Of course, the recess depth of the inner panel recess 201121 in the F3-F4 direction can also be other values ​​between 3mm and 8mm, which will not be listed here.

[0117] In some embodiments of the present invention, reference is made to... Figure 15As shown, the recessed depth of the outer panel recess 201111 in the F3-F4 direction is 3mm to 8mm. Optionally, the recessed depth of the outer panel recess 201111 can be 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, etc. Of course, the recessed depth of the outer panel recess 201111 in the F3-F4 direction can also be other values ​​between 3mm and 8mm, which will not be listed here.

[0118] In some embodiments of the present invention, the outer plate of the longitudinal beam 20111 is provided with an outer plate inducing shrinkage rib 201112 at a second position, and the outer plate inducing shrinkage rib 201112 extends vertically to the top and bottom of the outer plate of the longitudinal beam 20111. In this way, the outer plate inducing shrinkage rib 201112 is easy to shrink and deform. When the front of the vehicle collides, the collision force is transmitted through the anti-collision beam 1 to the front section 2 of the longitudinal beam, and then through the front section 2 of the longitudinal beam to the middle section 2011 of the longitudinal beam. The outer plate inducing shrinkage rib 201112 shrinks and deforms to absorb part of the collision energy.

[0119] The longitudinal beam outer plate 20111 is formed using a thermoforming process. The front area (corresponding to the first part of the middle section) adopts a thermoforming soft area design, and the rear area (corresponding to the second part of the middle section) adopts a thermoforming hard area design. In this embodiment of the invention, the longitudinal beam outer plate 20111 can be designed using TWB laser welding. The longitudinal beam inner plate 20112 becomes straight after an arc transition at the first position, forming an S-shaped outward convexity. To avoid the tire envelope and its own transition, the cross-section of the longitudinal beam outer plate 20111 is reduced, forming an S-shaped inward concavity. To facilitate bending, an outer plate induction shrinkage rib 201112 is added to the middle of the longitudinal beam outer plate 20111, such as... Figures 14-16 As shown.

[0120] The middle section 2011 of the longitudinal beam that participates in forming the second ring force transmission structure can be the outer plate 20111 of the longitudinal beam, the inner plate 20112 of the longitudinal beam, or a combination of the outer plate 20111 and the inner plate 20112 of the longitudinal beam.

[0121] In some embodiments of the present invention, reference is made to... Figure 13 , Figure 17 As shown, the middle section 2011 of the longitudinal beam is connected to the front section 2 of the longitudinal beam by insertion. The outer plate 20111 of the longitudinal beam and the inner plate 20112 of the longitudinal beam form a middle cavity 2015. The front longitudinal beam 201 may also include a subframe front mounting plate 2013 and a front wheel arch reinforcement plate 2014. The subframe front mounting plate 2013 is installed at the insertion joint between the middle section 2011 of the longitudinal beam and the front section 2 of the longitudinal beam. The front wheel arch reinforcement plate 2014 is located in the middle cavity 2015 and is installed on the inner plate 20112 of the longitudinal beam.

[0122] In some embodiments, refer to Figure 17As shown, the outer panel 20111 of the longitudinal beam includes an outer panel body and outer panel flanges located on the upper and lower sides of the outer panel body. The outer panel flanges on both sides extend away from each other, and the cross-section of the outer panel 20111 of the longitudinal beam is in a "U" shape. The inner panel 20112 of the longitudinal beam includes an inner panel body and inner panel flanges located on the upper and lower sides of the inner panel body. The inner panel flanges on both sides extend away from each other, and the cross-section of the inner panel 20112 of the longitudinal beam is in a "U" shape. When the inner panel 20112 of the longitudinal beam is connected and fixed to the outer panel 20111 of the longitudinal beam, the "U" shape opening of the inner panel 20112 of the longitudinal beam is aligned with the "U" shape opening of the outer panel 20111 of the longitudinal beam, the inner panel flanges are in contact with the corresponding outer panel flanges, and the inner panel body and the outer panel body are separated to form a middle cavity 2015 between the inner panel body and the outer panel body.

[0123] In some embodiments of the present invention, referring to Figure 13 , Figure 15 As shown, the front wheelhouse front reinforcing plate 2014 is provided with a reinforcing plate induced collapse rib 20141 at the first position. The reinforcing plate induced collapse rib 20141 extends vertically to the top and bottom of the front wheelhouse front reinforcing plate 2014. In this way, the reinforcing plate induced collapse rib 20141 is prone to collapse and deformation. When a collision occurs at the front of the vehicle, the collision force is transmitted from the bumper beam 1 to the front section 2 of the longitudinal beam, and then from the front section 2 of the longitudinal beam to the middle section 2011 of the longitudinal beam. The reinforcing plate induced collapse rib 20141 collapses and deforms to absorb a part of the collision energy.

[0124] Referring to Figures 13-14 , when the vehicle is subjected to a large frontal collision force (such as FRB, MPDB, ODB, etc.), the collapse and deformation start at the box induced collapse rib 28 until the opening becomes larger at the bending part (i.e., the connection part between the front section 2 of the longitudinal beam and the middle section 2011 of the longitudinal beam). The front section 2 of the longitudinal beam and the middle section 2011 of the longitudinal beam are installed by insertion and fastened with multiple (such as 4) bolts. The inner part of the middle section 2011 of the longitudinal beam is supported by the front subframe mounting plate 2013 and is not easily deformed. This is the chassis mounting point, and there are high requirements for dynamic sensitivity and static stiffness.

[0125] The inner longitudinal beam plate 20112 is formed using a thermoforming process. The front area (corresponding to the first part of the middle section) adopts a thermoforming soft area design, while the rear area (corresponding to the second part of the middle section) adopts a thermoforming hard area design. In this embodiment of the invention, the inner longitudinal beam plate 20112 can be designed using TWB laser welding. At the rear of the front subframe mounting point, the longitudinal beam section begins to shrink from the first position of the inner longitudinal beam plate 20112, transitioning with a certain arc to form the inner plate recess 201121. The maximum recess depth of the inner plate recess 201121 is approximately 5mm. The outer longitudinal beam plate 20111 remains almost unchanged, forming an S-shaped outward convexity, where the first outward bending deformation occurs. To ensure that the cross-sectional force at the middle section 2011 of the longitudinal beam is greater than that at the front section 2 of the aluminum extruded longitudinal beam, a front wheel arch reinforcement plate 2014 is added at this location on the longitudinal beam. To induce the inner plate recess 201121 to bend at this location, a reinforcement plate inducing shrinkage rib 20141 is provided in the middle of the front wheel arch reinforcement plate 2014. Figure 13 As shown.

[0126] In some embodiments of the present invention, combined with Figures 1-5 The central tunnel body 301 has front longitudinal beams 201 on both sides. The middle section 2011 of the longitudinal beam is connected to the corresponding front section 2 of the longitudinal beam. The front frame assembly 1000 also includes a powertrain bracket 800. One end of the powertrain bracket 800 is connected to the joint between the middle section 2011 and the front section 2 of the longitudinal beam of the same front longitudinal beam 201. The other end of the powertrain bracket 800 is also connected to the joint between the middle section 2011 and the front section 2 of the longitudinal beam of the same front longitudinal beam 201. The collision force on one side of the front longitudinal beam 201 can be transmitted to the other side of the front longitudinal beam 201 through the powertrain bracket 800, further enriching the force transmission path of the front frame assembly 1000. The powertrain bracket 800 can be composed of two U-shaped parts joined together to form a U-shaped tube beam structure, which can decompose and support the force transmission in the F3-F4 direction, and ensure smooth force transmission in the chassis mounting area without inward bending. In a specific example, the height of the U-shaped tube beam can be 30mm, and the width (in the F1-F2 direction) can be 80mm. In the event of a center column impact, the powertrain bracket 800 provides support, preventing the front longitudinal beam 201 from bending at the rear root of the rear section 2012 of the longitudinal beam. This allows the front longitudinal beam 201 to bend at the connection between the front section 2 and the middle section 2011 of the longitudinal beam. Furthermore, the powertrain bracket 800 prevents the center column from further intruding into the passenger compartment, protecting occupant safety.

[0127] Optionally, refer to Figure 13 , Figure 15As shown, there are two front longitudinal beams 201, which are separated from each other. The front section 2 of the longitudinal beam has a front inner surface 21 facing the opposite front section 2. The distance between the front ends of the two separated front longitudinal beams 201 is greater than the distance between their rear ends, and the angle between the front inner surface 21 and the vehicle's longitudinal direction is β, where β satisfies the relationship: 3°≤β≤5°. For example, in... Figure 13 In the example shown, the distance between the front ends of the front section 2 of the left front longitudinal beam 201 and the front section 2 of the right front longitudinal beam 201 is greater than the distance between their rear ends. If the β angle is too small, the anti-collision beam 1 is not easy to torsionally deform; if the β angle is too large, the front longitudinal beam 201 cannot stably transmit force, and the torsional deformation model of the anti-collision beam 1 and the front longitudinal beam 201 changes. Optionally, β can be 3°, 4°, 5°, etc., and of course, α can also be other values ​​between 3° and 5°, which will not be listed here. The angle β between the inner side 21 of the front section and the vehicle's longitudinal direction is 3° to 5°, which allows the front longitudinal beam 201 to provide greater tensile force in the F3-F4 direction during a frontal collision, effectively absorbing and decomposing the force transmission, providing a greater width in the F3-F4 direction, and being more friendly to frontal collision conditions. When the front of the vehicle is subjected to an ODB or MPDB collision, the force transmission is almost identical to that of a frontal collision. However, the outward flare angle β can effectively decompose the Y-direction force (i.e., the F3-F4 direction), while it will slightly deform inward to bend the outward flare angle β into the positive X-direction (i.e., the F1-F2 direction). The powertrain bracket 800 can effectively decompose the Y-direction force, making the deformation mode more stable and reliable, and the front longitudinal beam 201 can better absorb energy along the X-direction.

[0128] According to an embodiment of the present invention, the front frame assembly 1000 for a vehicle, in the case of a small offset collision, the front section 2 of the longitudinal beam overlaps with the barrier of the small offset collision due to its outward flare, which is conducive to the transmission of force and energy absorption. Furthermore, when the entire front section 2 of the longitudinal beam is bent and deformed, it can deform more stably due to the support of the powertrain bracket 800 and the induction at the concave bending point of the front section 2 of the longitudinal beam.

[0129] A vehicle according to another embodiment of the present invention includes the front-end frame assembly 1000 for a vehicle described in the above embodiment.

[0130] According to an embodiment of the present invention, the collision force at the front end of the front longitudinal beam 201 can be transmitted through the front longitudinal beam 201 to the front longitudinal beam assembly 200 and the center channel assembly 300, and then to other body components connected to the front longitudinal beam assembly 200 and the center channel assembly 300. The structural design of the front longitudinal beam assembly 200 and the center channel assembly 300 increases the force transmission path, which is beneficial to improving collision performance.

[0131] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0132] In the description of this specification, references to terms such as "some embodiments," "examples," "specific examples," or "some examples" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0133] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A front-end frame assembly (1000) for a vehicle, characterized in that, include: Anti-collision beam (1); A-pillar inner panel assembly (400); The front longitudinal beam assembly (200) includes a front longitudinal beam (201), a first wing, and a second wing. The front longitudinal beam (201) extends along the front-rear direction of the vehicle. The front end of the front longitudinal beam (201) is directly or indirectly connected to the anti-collision beam (1). The first wing and the second wing are both connected to the front longitudinal beam (201). The second wing is located behind the first wing and is separate from the first wing. A center tunnel assembly (300) includes a center tunnel body (301) and a seat crossbeam assembly (302). The center tunnel body (301) extends along the front-rear direction of the vehicle. The first wing and the second wing are both connected to the center tunnel body (301). The seat crossbeam assembly (302) is connected to the center tunnel body (301) and extends along the left-right direction of the vehicle. The first wing includes: a front crossbeam (203); The second wing includes: an inner connecting plate (205) for the lower front frame and an outer connecting plate (204) for the lower front frame; The front longitudinal beam (201) includes a front section (2), a middle section (2011), and a rear section (2012). The connection between the front crossbeam (203) and the central channel body (301) is located in front of the connection between the inner connecting plate (205) of the lower frame of the front and the central channel body (301). The front crossbeam (203), the rear section of the longitudinal beam (2012), the inner connecting plate (205) of the lower frame of the front and the central channel body (301) form a first annular force transmission structure. The middle section (2011) of the longitudinal beam (2012), the rear section of the longitudinal beam (2012), the outer connecting plate (204) of the lower frame of the front and the inner plate assembly of the A-pillar (400) form a second annular force transmission structure.

2. The front-end framework assembly (1000) according to claim 1, characterized in that, The front end of the longitudinal beam front section (2) is directly or indirectly connected to the anti-collision beam (1), the middle section (2011) of the longitudinal beam is connected to the rear end of the longitudinal beam front section (2) and is at least partially located outside the longitudinal beam front section (2), the rear section (2012) of the longitudinal beam is located behind the longitudinal beam middle section (2011) and is connected to the longitudinal beam middle section (2011), and the front end frame assembly (1000) further includes: The inner A-pillar panel assembly (400) is located outside the front longitudinal beam (201), and the middle section (2011) of the longitudinal beam is connected to the inner A-pillar panel assembly (400); A door sill beam assembly (500) is located outside the front longitudinal beam (201) and is connected to the rear end of the A-pillar inner panel assembly (400). The second wing is connected to the door sill beam assembly (500).

3. The front-end framework assembly (1000) according to claim 2, characterized in that, The front crossbeam (203) connects the front longitudinal beam (201) and the central channel body (301), and the front crossbeam (203) is located inside the front longitudinal beam (201).

4. The front-end framework assembly (1000) according to claim 3, characterized in that, The front longitudinal beams (201) are provided on both the left and right sides of the central channel body (301). The front longitudinal beam (201) on the left side and the front longitudinal beam (201) on the right side are connected by the same front crossbeam (203).

5. The front-end framework assembly (1000) according to claim 3, characterized in that, The front lower frame outer connecting plate (204) connects the front longitudinal beam (201) and the sill beam assembly (500), and the front lower frame outer connecting plate (204) is located on the rear side of the middle section (2011) of the longitudinal beam; The inner connecting plate (205) of the lower frame of the front bulkhead connects the front longitudinal beam (201) and the middle channel body (301), and the inner connecting plate (205) of the lower frame of the front bulkhead is located on the rear side of the middle cross beam (203) of the front bulkhead.

6. The front-end framework assembly (1000) according to claim 5, characterized in that, The front frame assembly (1000) also includes a floor (700). The inner connecting plate (205) of the lower front frame is located below the floor (700). The inner connecting plate (205) of the lower front frame includes an inner connecting plate body (2051) and inner connecting plate flanges (2052) located on both sides of the inner connecting plate body (2051). The inner connecting plate body (2051) is bent to form the inner cavity (2053) of the lower front frame. The inner connecting plate flanges (2052) on both sides are in contact with the floor (700). The inner cavity (2053) of the lower front frame has a dimension of 75mm~85mm in the vehicle height direction and a dimension of 110mm~130mm in the vehicle front-rear direction.

7. The front-end framework assembly (1000) according to any one of claims 5-6, characterized in that, The front frame assembly (1000) also includes a battery pack frame (600), the rear end of the front longitudinal beam (201) is connected to the battery pack frame (600), the battery pack frame (600) is connected to the sill beam assembly (500), and the battery pack frame (600) is also connected to the central channel body (301).

8. The front-end framework assembly (1000) according to claim 7, characterized in that, The battery pack frame (600) is adjacent to or at least partially overlaps with the inner connecting plate (205) of the lower front frame, and the rear section of the longitudinal beam (2012), the inner connecting plate (205) of the lower front frame, and the battery pack frame (600) form a third annular force transmission structure; the battery pack frame (600) is adjacent to or at least partially overlaps with the outer connecting plate (204) of the lower front frame, and the rear section of the longitudinal beam (2012), the outer connecting plate (204) of the lower front frame, and the battery pack frame (600) form a fourth annular force transmission structure.

9. The front-end framework assembly (1000) according to any one of claims 1-6, characterized in that, The seat crossbeam assembly (302) includes: A front seat front crossbeam assembly (3021) is connected to the center tunnel body (301) and extends along the left and right directions of the vehicle. The rear crossbeam assembly of the front seat (3022) is located behind the front crossbeam assembly of the front seat (3021) and is separate from the front crossbeam assembly of the front seat (3021). The rear crossbeam assembly of the front seat (3022) is connected to the center tunnel body (301) and extends along the left and right direction of the vehicle.

10. The front-end framework assembly (1000) according to claim 9, characterized in that, In the direction from the front to the rear of the vehicle, the central tunnel body (301) includes a first tunnel section (3011), a second tunnel section (3012), a third tunnel section (3013), and a fourth tunnel section (3014). The first tunnel section (3011) is provided with a first connecting structure for connecting the front bulkhead central crossbeam (203), and the second tunnel section (3012) is provided with a second connecting structure for connecting the inner connecting plate (205) of the front bulkhead lower frame. The front seat front crossbeam assembly (3021) is connected to the third tunnel section (3013). The front seat rear crossbeam assembly (3022) is connected to the fourth channel section (3014). The material thickness relationship of the first channel section (3011), the second channel section (3012), the third channel section (3013), and the fourth channel section (3014) is as follows: the material thickness of the second channel section (3012) is greater than that of the first channel section (3011), and the material thickness of the second channel section (3012) is greater than that of the third channel section (3013) and the material thickness of the fourth channel section (3014).

11. The front-end framework assembly (1000) according to claim 1, characterized in that, The central channel body (301) includes a channel body portion (3015) and central channel flanges (3016) located on both sides of the channel body portion (3015). The central channel flanges (3016) on both sides extend away from each other. The channel body portion (3015) includes a connected channel first plate portion (30151), a channel middle plate portion (30152), and a channel second plate portion (30153). The channel first plate portion (30151) and the channel second plate portion (30153) are located on the same side of the channel middle plate portion (30152) and are arranged opposite to each other. The channel first plate portion (30151) and the channel second plate portion (30153) both have the central channel flanges (3016). In the direction from the front of the vehicle to the rear of the vehicle, the vertical distance between the channel middle plate portion (30152) and the central channel flanges (3016) gradually decreases.

12. The front-end framework assembly (1000) according to claim 1, characterized in that, It also includes a floor (700), the central channel body (301) is located above the floor (700), the central channel body (301) includes a channel body part (3015) and central channel flanges (3016) located on both sides of the channel body part (3015), the central channel flanges (3016) on both sides are in contact with the floor (700), and a central channel cavity is formed between the channel body part (3015) and the floor (700), and the height of the central channel cavity decreases in the direction from the front to the rear of the vehicle.

13. The front-end framework assembly (1000) according to claim 5, characterized in that, The strength of the rear section (2012) of the longitudinal beam is greater than that of the middle section (2011) and the front section (2) of the longitudinal beam. The middle section (2011), the front crossbeam (203), the outer connecting plate (204) of the lower frame of the front enclosure, and the inner connecting plate (205) of the lower frame of the front enclosure are all connected to the rear section (2012) of the longitudinal beam.

14. The front-end framework assembly (1000) according to claim 13, characterized in that, The rear section of the longitudinal beam (2012) includes: The rear body (20121) includes a rear body substrate (201211) and a rear body folding plate (201212), and the rear body folding plate (201212) is connected to the rear body substrate (201211). The rear side longitudinal beam body (20122) includes a side longitudinal beam base plate (201221) and a side longitudinal beam folding plate (201222). The side longitudinal beam folding plate (201222) is connected to the side longitudinal beam base plate (201221). The side longitudinal beam base plate (201221) is at least partially overlapped with the rear body base plate (201211). The side longitudinal beam folding plate (201222) and the rear body folding plate (201212) are arranged opposite to each other. The rear reinforcing plate (20123) is connected on one side to the side longitudinal beam folded plate (201222) and on the other side to the rear body folded plate (201212).

15. The front-end framework assembly (1000) according to claim 13, characterized in that, The front section (2) of the longitudinal beam has a front upper side (23), a front lower side (24) and a front side connecting the front upper side (23) and the front lower side (24). The front side is provided with a box-shaped shrinkage rib (28). One end of the box-shaped shrinkage rib (28) extends to the front upper side (23), and the other end of the box-shaped shrinkage rib (28) extends to the front lower side (24).

16. The front-end framework assembly (1000) according to claim 13, characterized in that, The middle section of the longitudinal beam (2011) includes an outer longitudinal beam plate (20111) and an inner longitudinal beam plate (20112). The outer longitudinal beam plate (20111) is located on the side of the inner longitudinal beam plate (20112) facing outwards from the vehicle, and the outer longitudinal beam plate (20111) is connected to the inner longitudinal beam plate (20112). The inner longitudinal beam plate (20112) has an inner plate recess (201121) recessed outwards from the vehicle at a first position, and the outer longitudinal beam plate (20111) has an outer plate recess (201111) recessed inwards from the vehicle at a second position, which is located behind the first position.

17. The front-end framework assembly (1000) according to claim 16, characterized in that, The outer plate of the longitudinal beam (20111) is provided with an outer plate shrinkage induced bar (201112) at the second position, and the outer plate shrinkage induced bar (201112) extends vertically to the top and bottom of the outer plate of the longitudinal beam (20111).

18. The front-end framework assembly (1000) according to claim 16, characterized in that, The middle section (2011) of the longitudinal beam is connected to the front section (2) of the longitudinal beam by insertion, and a middle section cavity (2015) is formed between the outer plate (20111) and the inner plate (20112) of the longitudinal beam. The front longitudinal beam (201) also includes: The subframe front mounting plate (2013) is installed at the joint between the middle section (2011) of the longitudinal beam and the front section (2) of the longitudinal beam; Front wheel arch reinforcement plate (2014), the front wheel arch reinforcement plate (2014) is located in the middle section cavity (2015) and installed on the inner plate of the longitudinal beam (20112).

19. The front-end framework assembly (1000) according to claim 18, characterized in that, The front wheel arch reinforcement plate (2014) is provided with a reinforcement plate inducing shrinkage rib (20141) at the first position, and the reinforcement plate inducing shrinkage rib (20141) extends vertically to the top and bottom of the front wheel arch reinforcement plate (2014).

20. The front-end framework assembly (1000) according to claim 13, characterized in that, The left and right sides of the central channel body (301) are provided with the front longitudinal beams (201). The middle section (2011) of the longitudinal beam is connected to the corresponding front section (2) of the longitudinal beam. The front frame assembly (1000) also includes a powertrain bracket (800). One end of the powertrain bracket (800) is connected to the insertion point of the middle section (2011) of the longitudinal beam (201) and the front section (2) of the longitudinal beam of the same end. The other end of the powertrain bracket (800) is connected to the insertion point of the middle section (2011) of the longitudinal beam (201) and the front section (2) of the longitudinal beam of the same end.

21. The front-end framework assembly (1000) according to claim 13, characterized in that, There are two front longitudinal beams (201), which are separated from each other. The front section (2) of the longitudinal beam has a front inner side (21) facing the front section (2) of the opposite longitudinal beam. The distance between the front ends of the two front longitudinal beams (201) is greater than the distance between their rear ends, and the angle between the front inner side (21) and the front-rear direction of the vehicle is 3°~5°.

22. A vehicle, characterized in that, Includes the front-end framework assembly (1000) according to any one of claims 1-21.

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