A vehicle body front compartment structure and a vehicle

Abstract

The application discloses a vehicle body front compartment structure and a vehicle, and relates to the technical field of automobile manufacturing. On one hand, the vehicle body front compartment structure comprises a front wall assembly, sliding box body assemblies, a main anti-collision beam assembly, a connecting assembly and a secondary anti-collision beam assembly. The two sliding box body assemblies are connected with the upper longitudinal beam assembly along the vehicle width direction respectively, and the sliding box body assembly is provided with a mounting guide groove along the vehicle height direction. The main anti-collision beam assembly is connected with the lower longitudinal beam assembly. The connecting assembly is slidably connected with the mounting guide groove of the sliding box body assembly, and is used for being connected with the main anti-collision beam assembly or mounting the secondary anti-collision beam assembly. On the other hand, the application further provides a vehicle comprising the vehicle body front compartment structure. Through the arrangement of the sliding box body assembly, the main anti-collision beam assembly, the secondary anti-collision beam assembly, the connecting assembly, the upper longitudinal beam assembly and the lower longitudinal beam assembly are connected as a whole, the mechanical properties of the vehicle body are improved, and through the adjustment of the positions and the mounting quantity of the connecting assembly and the secondary anti-collision beam assembly, the platformization and the modularization of vehicle development are realized.

Description

Technical Field

[0001] This invention relates to the field of automobile manufacturing technology, specifically to a front compartment structure and vehicle. Background Technology

[0002] The front compartment structure of existing vehicle bodies, including components such as the upper longitudinal beam assembly, lower longitudinal beam assembly, anti-collision beam assembly, and front bulkhead assembly, is an important component for achieving vehicle body mechanics and collision safety performance.

[0003] With the trend towards platform-based and modular vehicle development, existing solutions are relatively simplistic and lack scalability. When developing different models based on the same platform, the differences in vehicle curb weight place higher demands on the scalability of the front compartment structure to meet requirements for spatial layout, mechanical performance, and collision safety. Therefore, existing solutions fall short in meeting the needs of platform-based and modular vehicle development. Summary of the Invention

[0004] This invention provides a front compartment structure and vehicle to address the problem that the front compartment structure of a vehicle body has insufficient expansion capability in related technologies, which is lacking in meeting the needs of platform-based and modular development of vehicle models.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] On one hand, this application provides a vehicle front compartment structure, including:

[0007] Front assembly;

[0008] Upper longitudinal beam assembly, which is connected to the aforementioned front bulkhead assembly;

[0009] The lower longitudinal beam assembly is connected to the aforementioned front bulkhead assembly;

[0010] Two sliding box assemblies are respectively connected to the above-mentioned upper longitudinal beam assembly along the vehicle width direction, and the above-mentioned sliding box assembly is provided with mounting guide grooves along the vehicle height direction;

[0011] The main anti-collision beam assembly is connected to the aforementioned lower longitudinal beam assembly;

[0012] A connecting component is slidably connected to the mounting guide groove of the aforementioned sliding housing assembly and can slide along the direction of the aforementioned mounting guide groove, for connecting to the aforementioned main anti-collision beam assembly or installing the secondary anti-collision beam assembly.

[0013] In some alternative embodiments, the sliding housing assembly includes a housing having a vertical sliding cavity, and the connecting assembly includes:

[0014] A sliding sleeve is slidably disposed within the aforementioned vertical sliding cavity;

[0015] The first energy-absorbing box is connected to the aforementioned sliding sleeve and passes through the aforementioned mounting guide groove to connect to the aforementioned main anti-collision beam assembly or secondary anti-collision beam assembly.

[0016] In some optional embodiments, the housing is provided with a plurality of fastening guide grooves along the vehicle height direction, and the sliding sleeve is provided with a plurality of fixing guide grooves accordingly. The fastening bolts pass through the fastening guide grooves and the fixing guide grooves to fix the position of the connecting components on the sliding housing assembly.

[0017] In some alternative embodiments, the aforementioned main anti-collision beam assembly includes:

[0018] Two second energy-absorbing boxes are respectively connected to the front ends of the two aforementioned lower longitudinal beam assemblies;

[0019] The main anti-collision beam body is connected to the two aforementioned second energy-absorbing boxes and is arranged along the vehicle width direction.

[0020] In some optional embodiments, an upper reinforcing plate and a lower reinforcing plate are spaced apart on the side wall of the housing, and the end region where the lower longitudinal beam assembly connects to the main anti-collision beam assembly is located between the upper reinforcing plate and the lower reinforcing plate and is connected to the upper reinforcing plate and the lower reinforcing plate.

[0021] In some optional embodiments, the sub-anti-collision beam assembly is provided with at least one, which is connected to the sliding box assembly via the connecting component, and is located above and / or below the main anti-collision beam assembly, and is located in the same longitudinal plane as the main anti-collision beam body.

[0022] In some alternative embodiments, the front bulkhead assembly includes two front longitudinal beam assemblies, each connected to the end of each of the lower longitudinal beam assemblies away from the main anti-collision beam assembly, and arranged along the vehicle height direction. The front longitudinal beam assemblies are connected to the lower inner welded assembly of the A-pillar.

[0023] In some optional embodiments, the front bulkhead assembly further includes a lower front bulkhead crossbeam assembly and an upper front bulkhead crossbeam assembly connected between the two front longitudinal beam assemblies. The ends of the front longitudinal beam assembly, the upper front bulkhead crossbeam assembly, and the lower front bulkhead crossbeam assembly converge at one point to form a stress-bearing node K0.

[0024] In some optional embodiments, a first crossbeam and a second crossbeam are provided at intervals along the length of the vehicle between the two aforementioned lower longitudinal beam assemblies, and a third crossbeam is provided between the two aforementioned sliding box assemblies.

[0025] Secondly, this application also provides a vehicle including any of the aforementioned front body compartment structures.

[0026] The advantages of this invention are:

[0027] A sliding box assembly is added, connecting the main anti-collision beam assembly and / or the secondary anti-collision beam assembly to the sliding box assembly via connecting components. The sliding box assembly more tightly connects the main anti-collision beam assembly, secondary anti-collision beam assembly, connecting components, upper longitudinal beam assembly, and lower longitudinal beam assembly into a unified structure, improving vehicle body mechanical performance, optimizing the force path of the vehicle body, ensuring stable transmission and effective dispersion of external forces on the vehicle body, improving vehicle collision safety performance, protecting the safety of occupants, improving body stiffness and modal characteristics, optimizing overall vehicle NVH performance, and improving occupant comfort.

[0028] When developing different vehicle models based on the same platform, due to differences in vehicle curb weight, different combination optimization schemes are adopted to achieve the requirements of vehicle space layout, mechanical and collision safety performance. These schemes involve adjusting the positions of connecting components and the sub-collision beam assemblies mounted on the connecting components, as well as the number of connecting components and sub-collision beam assemblies installed. This enables platformization and modularization of vehicle development, optimizes the vehicle development iteration cycle, controls vehicle development costs, and improves vehicle competitiveness. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of a vehicle front compartment structure according to the present invention;

[0031] Figure 2 for Figure 1 A partial schematic diagram of the front compartment components of the vehicle body;

[0032] Figure 3 for Figure 1 A schematic diagram showing the connection of some components in the front compartment frame of the vehicle body;

[0033] Figure 4 This is a schematic diagram showing the connection of the front compartment components of the vehicle body in the first installation position.

[0034] Figure 5 This is a schematic diagram showing the connection of the front body compartment components when the second installation position is used.

[0035] Figure 6 This is a schematic diagram showing the connection of the front body compartment components when the third mounting position is used.

[0036] Figure 7 This is an assembly diagram for assembly scheme one;

[0037] Figure 8This is an assembly diagram for assembly scheme two;

[0038] Figure 9 This is an assembly diagram for assembly scheme three;

[0039] Figure 10 for Figure 1 Schematic diagram of the connection between the middle auxiliary anti-collision beam assembly and the connecting components;

[0040] Figure 11 This is an exploded view of the sliding housing assembly.

[0041] Figure 12 A structural schematic diagram of the main anti-collision beam assembly;

[0042] Figure 13 This is a structural schematic diagram of the front assembly;

[0043] Figure 14 This is a schematic diagram showing the relative positions of the lower longitudinal beam assembly and the front longitudinal beam assembly;

[0044] Figure 15 This is a schematic diagram of the assembly of the lower longitudinal beam assembly and the front longitudinal beam assembly;

[0045] Figure 16 for Figure 15 An explosion diagram;

[0046] Figure 17 These are structural schematic diagrams of some components in the front compartment of the vehicle body from different perspectives.

[0047] Figure 18 A frontal view of some components in the front compartment of the vehicle body;

[0048] Figure 19 for Figure 18 A magnified view of a portion of the K region;

[0049] Figure 20 This is a rear-view schematic diagram of some components in the front compartment of the vehicle body.

[0050] In the diagram: 1. Front bulkhead assembly; 11. Front longitudinal beam assembly; 113. Longitudinal beam outer plate; 114. Front longitudinal beam upper inner plate; 115. Front longitudinal beam lower inner plate; 116. Front longitudinal beam inner reinforcing plate; 12. Front bulkhead lower crossbeam assembly; 13. Front bulkhead upper crossbeam assembly; 14. Inner reinforcing bracket; 15. Front end reinforcing plate assembly; 2. Upper longitudinal beam assembly; 3. Lower longitudinal beam assembly; 31. Lower longitudinal beam inner plate; 32. Lower longitudinal beam end plate; 4. Sliding box assembly; 41. Shell; 411. Fastening guide groove; 412. Cylindrical outer shell; 4121. First box support slide plate; 4 122. Second box support slide plate; 413. Upper end plate; 414. Lower end plate; 415. Mounting guide groove; 43. Upper reinforcing plate; 44. Lower reinforcing plate; 5. Connecting assembly; 51. Sliding sleeve; 511. Fixed guide groove; 52. First energy-absorbing box; 6. Main anti-collision beam assembly; 61. Second energy-absorbing box; 62. Main anti-collision beam body; 63. Main anti-collision beam end plate; 7. Secondary anti-collision beam assembly; 81. First crossbeam; 82. Second crossbeam; 83. Third crossbeam; 9. Lower inner welded assembly of A-pillar; 91. Support plate assembly; 92. Reinforcing plate assembly. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0052] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0053] On the one hand, such as Figures 1 to 3 As shown, this application provides a front compartment structure for a vehicle body, including a front bulkhead assembly 1, an upper longitudinal beam assembly 2, a lower longitudinal beam assembly 3, a sliding box assembly 4, a main anti-collision beam assembly 6, a connecting assembly 5, and a secondary anti-collision beam assembly 7. The upper longitudinal beam assembly 2 and the lower longitudinal beam assembly 3 are both connected to the front bulkhead assembly 1 and extend towards the front of the vehicle. Through the sliding box assembly 4 connected to the upper longitudinal beam assembly 2, the connecting assembly 5 can slide along the vehicle height direction to adjust the position of the secondary anti-collision beam assembly 7 or connect it to the main anti-collision beam assembly 6.

[0054] Specifically, the two sliding box assemblies 4 are respectively connected to the upper longitudinal beam assembly 2 along the vehicle width direction, and the sliding box assembly 4 is provided with a mounting guide groove 415 along the vehicle height direction; the main anti-collision beam assembly 6 is connected to the lower longitudinal beam assembly 3; the connecting component 5 is slidably connected to the mounting guide groove 415 of the sliding box assembly 4 and is used to install the secondary anti-collision beam assembly 7, so that the secondary anti-collision beam assembly 7 can slide along the direction of the mounting guide groove 415 and be installed in the required set position according to performance requirements, or make the position of the connecting component 5 correspond to that of the main anti-collision beam assembly 6, thereby connecting with the main anti-collision beam assembly 6 and further improving the collision safety performance of the main anti-collision beam assembly 6.

[0055] In other words, the aforementioned front compartment structure of the vehicle body can also omit the secondary anti-collision beam assembly 7. The main anti-collision beam assembly 6 is not only connected to the lower longitudinal beam assembly 3, but also connected to the sliding box assembly 4 via the connecting component 5. Therefore, the external forces on the main anti-collision beam assembly 6 can also be transmitted to the vehicle body through the connecting component 5. Compared to connecting the main anti-collision beam assembly 6 only to the lower longitudinal beam assembly 3, the addition of the connecting component 5 distributes the external forces on the main anti-collision beam assembly 6, thereby optimizing the mechanical properties of the front compartment area of ​​the vehicle body and improving the collision safety performance, body stiffness, and modal characteristics of the vehicle body.

[0056] It should be noted that when the connecting component 5 is connected to the main anti-collision beam assembly 6, the cross-sectional dimensions of the first energy-absorbing box 52 of the connecting component 5 are larger than when it is connected to the secondary anti-collision beam assembly 7. Those skilled in the art can design accordingly based on spatial layout, performance and other requirements.

[0057] Further, based on the diagram, the force optimization analysis is as follows when the connecting component 5 and the sliding box assembly 4 adopt different configuration schemes.

[0058] The upper longitudinal beam assembly 2, lower longitudinal beam assembly 3, sliding box assembly 4, main anti-collision beam assembly 6, secondary anti-collision beam assembly 7, and connecting components 5 form the front compartment assembly of the vehicle body. For example... Figure 4 As shown, in the first mounting position, when the connecting component 5 is located above the sliding box assembly 4, the secondary anti-collision beam assembly 7 connected to the connecting component 5 is located above the main anti-collision beam assembly 6. At this time, the sliding box assembly 4, the connecting component 5, the main anti-collision beam assembly 6, and the secondary anti-collision beam assembly 7 form a quadrilateral frame structure with vertices G31, G32, G35, and G36. Figure 5 As shown, in the second mounting position, when the connecting component 5 is located in the middle of the sliding box assembly 4 and corresponds to the position of the main anti-collision beam assembly 6, the connecting component 5 is connected to the main anti-collision beam assembly 6. At this time, the sliding box assembly 4, the connecting component 5, and the main anti-collision beam assembly 6 form a quadrilateral frame structure with vertices G31, G32, G33, and G34. Figure 6As shown, in the third mounting position, when the connecting component 5 is located at the lower part of the sliding box assembly 4, the sub-anti-collision beam assembly 7 connected to the connecting component 5 is located below the main anti-collision beam assembly 6. At this time, the sliding box assembly 4, the connecting component 5, the main anti-collision beam assembly 6 and the sub-anti-collision beam assembly 7 form a quadrilateral frame structure with G31, G32, G37 and G38 as vertices.

[0059] In other words, based on the three mounting positions mentioned above, those skilled in the art can adapt different assembly schemes for the connecting component 5 and the sliding housing assembly 4.

[0060] The following three schemes are listed for illustration, but the actual implementation may not be limited to these three assembly schemes.

[0061] like Figure 7 As shown, in assembly scheme one, two connecting components 5 are arranged on the sliding box assembly 4, which are connected to the secondary anti-collision beam assembly 7 and the main anti-collision beam assembly 6 respectively. The secondary anti-collision beam assembly 7 is located above the main anti-collision beam assembly 6, thus forming a triangular prism-shaped three-dimensional frame structure with G31, G32, G33, G34, G35, and G36 as vertices.

[0062] like Figure 8 As shown, this is assembly scheme two. Two connecting components 5 are arranged on the sliding box assembly 4, which are connected to the secondary anti-collision beam assembly 7 and the main anti-collision beam assembly 6 respectively. The secondary anti-collision beam assembly 7 is located below the main anti-collision beam assembly 6. This forms a triangular prism-shaped three-dimensional frame structure with G31, G32, G33, G34, G37, and G38 as vertices.

[0063] like Figure 9 As shown, this is assembly scheme three. Three connecting components 5 are arranged on the sliding box assembly 4, which are connected to the secondary anti-collision beam assembly 7 and the main anti-collision beam assembly 6 respectively. The secondary anti-collision beam assembly 7 is located above and below the main anti-collision beam assembly 6. This forms a triangular prism-shaped three-dimensional frame structure with G31, G32, G33, G34, G35, G36, G37, and G38 as vertices.

[0064] It should be noted that those skilled in the art can, based on the above assembly scheme, add connecting components between the main anti-collision beam body 62 and the secondary anti-collision beam assembly 7, such as... Figure 9The locations G31G35, G35G34, G34G37, and G37G31 are merely examples; they can also be arranged in other locations to further improve the connection stability between the main anti-collision beam assembly 6 and the secondary anti-collision beam assembly 7. Preferably, the sliding sleeves connected to the main anti-collision beam body 62 and the secondary anti-collision beam assembly 7 can be made into an integral structure, that is, the main anti-collision beam body 62 and the secondary anti-collision beam assembly 7 are both connected to the same sliding sleeve 51, which is slidably connected to the sliding box assembly 4. The purpose of this arrangement is to improve the relative positional accuracy between the main anti-collision beam assembly 6 and the secondary anti-collision beam assembly 7.

[0065] This proposal adds a sliding box assembly, which connects the main anti-collision beam assembly and / or the secondary anti-collision beam assembly to the sliding box assembly through connecting components. This more tightly connects the main anti-collision beam assembly, the secondary anti-collision beam assembly, the connecting components, the upper longitudinal beam assembly, and the lower longitudinal beam assembly into a whole, forming a composite structure. This improves the vehicle's mechanical performance, optimizes the vehicle's force path, ensures stable transmission and effective dispersion of external forces on the vehicle, improves the vehicle's collision safety performance, protects the safety of the occupants, improves the vehicle's stiffness and modal characteristics, optimizes the vehicle's NVH performance, and improves the comfort of the occupants.

[0066] When developing different vehicle models based on the same platform, variations in overall vehicle manufacturing quality necessitate different combinations and optimization schemes to meet requirements for spatial layout, mechanical and collision safety performance. These schemes involve adjusting the positions of connecting components and the sub-collision beam assemblies mounted on them, as well as the number of connecting components and sub-collision beam assemblies installed. This approach achieves platformization and modularization in vehicle development, optimizes the vehicle development iteration cycle, controls development costs, and enhances vehicle competitiveness.

[0067] In some alternative embodiments, the sliding housing assembly 4 described above includes a housing 41 having a vertical sliding cavity. For example... Figure 10 As shown, the connecting assembly 5 includes a sliding sleeve 51 and a first energy-absorbing box 52. The sliding sleeve 51 is slidably disposed in the vertical sliding cavity. The first energy-absorbing box 52 is connected to the sliding sleeve 51 and passes through the mounting guide groove 415 to connect to the main anti-collision beam assembly 6 or the secondary anti-collision beam assembly 7, so that the first energy-absorbing box 52 can slide on the mounting guide groove 415.

[0068] It is understood that the sliding sleeve 51 has a size and shape that are adapted to the vertical sliding cavity. For example, in this case, the cross sections of the sliding sleeve 51 and the housing 41 in the sliding direction are both rectangular. The purpose is to enable the sliding sleeve 51 to slide with the housing 41 and slide along the mounting guide groove 415, so as to avoid the sliding sleeve 51 from generating other displacement angles except in the vehicle height direction when it slides in the cavity.

[0069] In some alternative embodiments, such as Figure 11 As shown, the housing 41 has multiple fastening guide grooves 411 along the vehicle height direction, and the sliding sleeve 51 has multiple fixing guide grooves 511. The fastening bolt passes through the fastening guide grooves 411 and the fixing guide grooves 511 to fix the position of the connecting component 5 on the sliding housing assembly 4.

[0070] In this example, the sliding sleeve 51 has a fixed guide groove 511 corresponding to the fastening guide groove 411. The fastening bolt passes through the fastening guide groove 411 and the fixed guide groove 511 and cooperates with the nut to clamp the housing 41 and the sliding sleeve 51, thereby playing a role in connection and fixation.

[0071] It should be noted that the fastening guide groove 411, the fixing guide groove 511 and the mounting guide groove 415 are opened in the same direction, and there can be multiple fastening guide grooves 411 and fixing guide grooves 511 to improve the stability of the fixation between the housing 41 and the sliding sleeve 51.

[0072] Specifically, such as Figure 10 and Figure 11 As shown, the sliding sleeve 51 is a cylindrical structure with openings at both ends, and the first energy-absorbing box 52 is connected to the side wall of the sliding sleeve 51. The housing 41 includes a cylindrical outer shell 412, an upper end plate 413, and a lower end plate 414. The mounting guide groove 415 and the fastening guide groove 411 are both formed on the cylindrical outer shell 412, and one end of the mounting guide groove 415 communicates with the opening at one end of the cylindrical outer shell 412, so that when the connecting assembly 5 is installed with the sliding housing assembly 4, the first energy-absorbing box 52 can be assembled into the sliding housing assembly 4 along the mounting guide groove 415 through the communication between the mounting guide groove 415 and the opening at one end of the cylindrical outer shell 412.

[0073] Optionally, the cylindrical outer shell 412 can be assembled from a U-shaped first box support slide plate 4121 and a second box support slide plate 4122, or directly molded as a single piece.

[0074] With the cooperation of fastening guide groove 411, fixing guide groove 511, and fastening bolts, the sliding sleeve 51 can be fixed at any position on the housing 41 along the vehicle height direction. The cylindrical structure of the sliding sleeve 51 and the opening at one end of the mounting guide groove 415 that connects to the opening at one end of the cylindrical outer housing 412 can better realize the assembly of the sliding sleeve 51 and the housing 41.

[0075] like Figure 12 As shown, the main anti-collision beam assembly 6 includes two second energy-absorbing boxes 61 and a main anti-collision beam body 62. The main anti-collision beam body 62 is connected to the front end of the lower longitudinal beam assembly 3 through the second energy-absorbing boxes 61. Optionally, the second energy-absorbing box 61 is configured as a hollow box with a collapsible structure, and the second energy-absorbing box 61 is fixedly connected to the lower longitudinal beam assembly 3 through the main anti-collision beam end plate 63 and the lower longitudinal beam end plate 32.

[0076] In some optional embodiments, the sub-anti-collision beam assembly 7 is provided with at least one, which is connected to the sliding box assembly 4 via the connecting component 5, and is located above and / or below the main anti-collision beam assembly 6, and is located in the same longitudinal plane as the main anti-collision beam body 62.

[0077] For example, in assembly schemes one to three mentioned above, the secondary anti-collision beam assembly 7 can be set as one or two, forming different composite frame structures, which will not be elaborated here.

[0078] It is understandable that regardless of where the secondary anti-collision beam assembly 7 is installed in the sliding box assembly 4, the secondary anti-collision beam assembly 7 and the main anti-collision beam body 62 are generally located within the same longitudinal plane. Here, "generally located within the same longitudinal plane" means that, due to vehicle space layout requirements, the relative positions of the secondary anti-collision beam assembly 7 and the main anti-collision beam body 62 may change in the horizontal direction. This arrangement improves the vehicle's mechanical properties, optimizes the force path of the vehicle, ensures stable transmission and effective dispersion of external forces on the vehicle, and improves the vehicle's collision safety performance.

[0079] In some optional embodiments, an upper reinforcing plate 43 and a lower reinforcing plate 44 are spaced apart on the side wall of the housing 41. The end region where the lower longitudinal beam assembly 3 connects to the main anti-collision beam assembly 6 is located between the upper reinforcing plate 43 and the lower reinforcing plate 44 and is connected to the upper reinforcing plate 43 and the lower reinforcing plate 44.

[0080] The main anti-collision beam assembly 6, while connected to the vehicle body structure via the lower longitudinal beam assembly 3, can also be connected to the vehicle body structure via the sliding box assembly 4 and connecting components 5, making the connection between the main anti-collision beam assembly 6 and the vehicle body structure more stable and increasing the stress-bearing area. It is evident that by adding the sliding box assembly and connecting the main anti-collision beam assembly and / or the secondary anti-collision beam assembly to the sliding box assembly via the connecting components, and through the combined action of the main anti-collision beam assembly, secondary anti-collision beam assembly, sliding box assembly, connecting components, upper longitudinal beam assembly, and lower longitudinal beam assembly, a frame structure is formed in the front compartment area of ​​the vehicle body. This improves the vehicle's mechanical properties, optimizes the vehicle's stress path, ensures stable transmission and effective dispersion of external forces on the vehicle body, improves the vehicle's collision safety performance, protects the safety of the occupants, improves the vehicle's stiffness and modal characteristics, optimizes the overall vehicle NVH performance, and improves the comfort of the occupants.

[0081] In some alternative embodiments, such as Figure 13 , Figure 14 and Figure 15As shown, the aforementioned front bulkhead assembly 1 also includes two front longitudinal beam assemblies 11. Each front longitudinal beam assembly 11 is connected to the end of the aforementioned lower longitudinal beam assembly 3 away from the aforementioned main anti-collision beam assembly 6 and is arranged along the vehicle height direction. The end of the aforementioned front longitudinal beam assembly 11 away from the lower longitudinal beam assembly 3 is connected to the lower inner welded assembly 9 of the A-pillar.

[0082] It is understandable that, since the front longitudinal beam assembly 11 is a longitudinally arranged structure along the vehicle height and is connected to the inner welded assembly 9 under the A-pillar, the connection between the two has a large longitudinal overlap area, resulting in a tighter connection, which is also conducive to force transmission and improves the vehicle's collision safety performance. Furthermore, by setting up a support plate assembly 91 and a reinforcing plate assembly 92 within the inner welded assembly 9 under the A-pillar, the dynamic stiffness of the component mounting points and the vehicle's collision safety performance are improved. This proposal, through longitudinal arrangement optimization, expands the connection area between the front longitudinal beam assembly 11 and the inner welded assembly 9 under the A-pillar, and adjusts the assembly and overlap relationship between the two, which is one of the significant features of this proposal.

[0083] Specifically, such as Figures 14 to 16 As shown, the lower longitudinal beam assembly 3 includes a lower longitudinal beam inner plate 31, a lower longitudinal beam end plate 32, etc.; the front longitudinal beam assembly 11 includes a longitudinal beam outer plate 113, a front longitudinal beam upper inner plate 114, a front longitudinal beam lower inner plate 115, and a front longitudinal beam inner reinforcing plate 116. Figure 14 The M region is the lower longitudinal beam assembly 3, and the N region is the front longitudinal beam assembly 11. The outer plate 113 of the front longitudinal beam assembly 11 is an integral structure shared by the front longitudinal beam assembly 11 and the lower longitudinal beam assembly 3. One end of the upper inner plate 114 and the lower inner plate 115 of the front longitudinal beam are connected to the lower longitudinal beam assembly 3, and the other end is connected to the lower inner welded assembly 9 of the A-pillar. The connection between the upper inner plate 114 and the lower inner plate 115 of the front longitudinal beam is recessed inward, and the aforementioned inner reinforcing plate 116 of the front longitudinal beam is provided at the recess. The inner reinforcing plate 116 of the front longitudinal beam corresponds to the end position of the upper crossbeam assembly 13 and the lower crossbeam assembly 12 of the front bulkhead to increase the stability and structural strength of the connection point. The aforementioned longitudinal beam outer plate 113 covers the outer side of the front longitudinal beam inner reinforcing plate 116 and is simultaneously connected to the front longitudinal beam upper inner plate 114 and the front longitudinal beam lower inner plate 115, thereby forming a three-dimensional triangular cavity structure, which is beneficial to improving the vehicle body collision safety performance and improving the vehicle body rigidity and modal characteristics. The aforementioned lower longitudinal beam end plate 32 is fixedly connected to the main anti-collision beam end plate 63 by bolts, thereby connecting the main anti-collision beam assembly 6 and the lower longitudinal beam assembly 3.

[0084] In some alternative embodiments, such as Figure 17 As shown, the aforementioned front bulkhead assembly 1 also includes a front lower crossbeam assembly 12 and a front upper crossbeam assembly 13 connected between the two front longitudinal beam assemblies 11. The ends of the aforementioned front longitudinal beam assembly 11, front upper crossbeam assembly 13 and front lower crossbeam assembly 12 converge at one point to form a stress node K0.

[0085] Specifically, such as Figure 18 and Figure 19 As shown, both the lower front crossbeam assembly 12 and the upper front crossbeam assembly 13 are arranged along the vehicle width direction. Both ends of the lower front crossbeam assembly 12 and the upper front crossbeam assembly 13 are connected to the front longitudinal beam assembly 11, and the lower edge of the upper front crossbeam assembly 13 is connected to the upper edge of the lower front crossbeam assembly 12. Since the lower front crossbeam assembly 12 and the upper front crossbeam assembly 13 are located in different planes in the vehicle length direction and the vehicle height direction, the ends of the aforementioned front longitudinal beam assembly 11, the aforementioned lower front crossbeam assembly 12, and the aforementioned upper front crossbeam assembly 13 converge at one point, forming a stress node K0. By setting the force-bearing node K0, the external forces on the front compartment area of ​​the vehicle body are stably transmitted and effectively dispersed along the directions of K0K1, K0K2, K0K3, etc., which improves the mechanical performance of the vehicle body, optimizes the force path of the vehicle body, improves the collision safety performance of the vehicle body, improves the stiffness and modality of the vehicle body, and optimizes the NVH performance of the whole vehicle.

[0086] In some optional embodiments, a first crossbeam 81 and a second crossbeam 82 are provided at intervals along the length of the vehicle between the two aforementioned lower longitudinal beam assemblies 3, and a third crossbeam 83 is provided between the two aforementioned sliding box assemblies 4.

[0087] It is understandable that the arrangement of the first crossbeam 81, the second crossbeam 82, and the third crossbeam 83 enhances the lateral connection stiffness between the two lower longitudinal beam assemblies 3 and the two sliding box assemblies 4, optimizes the vehicle body structure, and improves the vehicle body's mechanical performance.

[0088] In some alternative embodiments, such as Figure 18 , Figure 19 and Figure 20 As shown, an inner reinforcing bracket 14 is added to the sheet metal cavity of the lower front crossbeam assembly 12 and the upper front crossbeam assembly 13 to improve the collision safety performance of the vehicle's front compartment. Figure 20 An example diagram is provided showing the installation of an inner reinforcing bracket 14 on the lower front crossbeam assembly 12. Those skilled in the art can correspondingly add such a bracket to the upper front crossbeam assembly 13 according to performance and other requirements, and the specific structure of the inner reinforcing bracket 14 is not limited to... Figure 20 The structure is shown in the example. Additionally, a front-end reinforcing plate assembly 15 is provided at the stress node K0 to further improve the mechanical properties at the stress node K0.

[0089] On the other hand, this application also provides a vehicle including any of the above-mentioned front body structure.

[0090] Specifically, the aforementioned front bulkhead structure comprises the front bulkhead assembly 1, upper longitudinal beam assembly 2, lower longitudinal beam assembly 3, sliding box assembly 4, main anti-collision beam assembly 6, connecting assembly 5, and secondary anti-collision beam assembly 7. The upper longitudinal beam assembly 2 and lower longitudinal beam assembly 3 are both connected to the front bulkhead assembly 1 and extend towards the front of the vehicle. The sliding box assembly 4, connected to the upper longitudinal beam assembly 2, allows the connecting assembly 5 to slide along the vehicle height direction to adjust the position of the secondary anti-collision beam assembly 7 or connect it to the main anti-collision beam assembly 6.

[0091] This proposal adds a sliding box assembly, connecting the main anti-collision beam assembly and / or the secondary anti-collision beam assembly to the sliding box assembly via connecting components. This tightly connects the main anti-collision beam assembly, secondary anti-collision beam assembly, connecting components, sliding box assembly, upper longitudinal beam assembly, and lower longitudinal beam assembly into a composite structure. The front longitudinal beam assembly is configured as a longitudinal structure arranged along the vehicle height direction and longitudinally connected to the inner welded assembly under the A-pillar, resulting in a large longitudinal overlap area at the connection point. The upper and lower crossbeam assemblies of the front bulkhead are tightly connected as a whole and intersect at the end area to form a stress node K0. Under the combined effect of the composite structure, longitudinal overlapping area and stress node, the mechanical performance of the vehicle body is improved, the stress path of the vehicle body is optimized, the external forces on the vehicle body are stably transmitted and effectively dispersed, the collision safety performance of the vehicle body is improved, the safety of the occupants is protected, the rigidity and modal characteristics of the vehicle body are improved, the NVH performance of the whole vehicle is optimized, and the comfort of the occupants is improved.

[0092] When developing different vehicle models based on the same platform, due to differences in vehicle curb weight, different combination optimization schemes are adopted to achieve the requirements of vehicle space layout, mechanical and collision safety performance. These schemes involve adjusting the positions of connecting components and the sub-collision beam assemblies mounted on the connecting components, as well as the number of connecting components and sub-collision beam assemblies installed. This enables platformization and modularization of vehicle development, optimizes the vehicle development iteration cycle, controls vehicle development costs, and improves vehicle competitiveness.

[0093] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0094] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0095] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle front compartment structure, characterized in that, include: Front assembly (1); Upper longitudinal beam assembly (2), which is connected to the front bulkhead assembly (1); The lower longitudinal beam assembly (3) is connected to the front bulkhead assembly (1); Two sliding box assemblies (4) are respectively connected to the upper longitudinal beam assembly (2) along the vehicle width direction, and the sliding box assembly (4) is provided with an installation guide groove (415) along the vehicle height direction. The main anti-collision beam assembly (6) is connected to the lower longitudinal beam assembly (3); The connecting component (5) is slidably connected to the mounting guide groove (415) of the sliding box assembly (4) and can slide along the direction of the mounting guide groove (415) for connecting to the main anti-collision beam assembly (6) or installing the secondary anti-collision beam assembly (7). The sliding housing assembly (4) includes a housing (41) having a vertical sliding cavity; The side wall of the housing (41) is provided with an upper reinforcing plate (43) and a lower reinforcing plate (44) spaced apart. The end area of ​​the lower longitudinal beam assembly (3) connected to the main anti-collision beam assembly (6) is located between the upper reinforcing plate (43) and the lower reinforcing plate (44) and is connected to the upper reinforcing plate (43) and the lower reinforcing plate (44).

2. The vehicle front compartment structure as described in claim 1, characterized in that, The connection component (5) includes: A sliding sleeve (51) is slidably disposed within the vertical sliding cavity; The first energy-absorbing box (52) is connected to the sliding sleeve (51) and passes through the mounting guide groove (415) to connect to the main anti-collision beam assembly (6) or the secondary anti-collision beam assembly (7).

3. The vehicle front compartment structure as described in claim 2, characterized in that, The housing (41) has multiple fastening guide grooves (411) along the vehicle height direction, and the sliding sleeve (51) has multiple fixing guide grooves (511) corresponding to it. The fastening bolt passes through the fastening guide grooves (411) and the fixing guide grooves (511) to fix the position of the connecting component (5) on the sliding box assembly (4).

4. The vehicle front compartment structure as described in claim 2, characterized in that, The main anti-collision beam assembly (6) includes: Two second energy-absorbing boxes (61) are respectively connected to the front ends of the two lower longitudinal beam assemblies (3); The main anti-collision beam body (62) is connected to two second energy-absorbing boxes (61) and is arranged along the vehicle width direction.

5. The vehicle front compartment structure as described in claim 4, characterized in that, The secondary anti-collision beam assembly (7) is provided with at least one, which is connected to the sliding box assembly (4) through the connecting component (5), and is located above and / or below the main anti-collision beam assembly (6), and is located in the same longitudinal plane range as the main anti-collision beam body (62).

6. The vehicle front compartment structure as described in claim 1, characterized in that, The front bulkhead assembly (1) includes two front longitudinal beam assemblies (11), which are respectively connected to the ends of each lower longitudinal beam assembly (3) away from the main anti-collision beam assembly (6) and are arranged along the vehicle height direction. The front longitudinal beam assembly (11) is connected to the lower inner welded assembly (9) of the A-pillar.

7. The vehicle front compartment structure as described in claim 6, characterized in that, The front assembly (1) also includes a lower front crossbeam assembly (12) and an upper front crossbeam assembly (13) connected between the two front longitudinal beam assemblies (11). The ends of the front longitudinal beam assembly (11), the upper front crossbeam assembly (13) and the lower front crossbeam assembly (12) meet at one point to form a stress node K0.

8. The vehicle front compartment structure as described in claim 1, characterized in that, Between the two lower longitudinal beam assemblies (3), a first crossbeam (81) and a second crossbeam (82) are provided at intervals along the vehicle length direction, and between the two sliding box assemblies (4), a third crossbeam (83) is provided.

9. A vehicle, characterized in that, Includes the vehicle front compartment structure as described in any one of claims 1-8.

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