Front collision force transmission structure and vehicle

Abstract

This invention provides a front-end collision force transmission structure and a vehicle. The front-end collision force transmission structure includes a front subframe and a front frame. Front shock absorber towers are respectively installed on the left and right longitudinal beams of the front subframe, and a front subframe anti-collision beam is provided at the front end of the front subframe. The front frame includes frame longitudinal beams located on the left and right sides, and a front anti-collision beam connected to the front ends of the frame longitudinal beams on both sides. The rear ends of each frame longitudinal beam are connected to the front subframe longitudinal beam on the same side. The front anti-collision beam and the front subframe anti-collision beam are arranged vertically along the vehicle's vertical direction. This invention, through the double-layer collision force transmission structure of the front subframe and front frame, can improve the crumple energy absorption and transmission effect of collision forces, thus contributing to improved vehicle collision safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and particularly to a front-end collision force transmission structure for a vehicle body. This invention also relates to a vehicle equipped with the aforementioned front-end collision force transmission structure. Background Technology

[0002] In a traditional monocoque chassis, the impact force at the front of the vehicle is mainly transmitted to the rear through the front engine compartment longitudinal beams and front engine compartment side beams during a front collision. Behind the front engine compartment longitudinal beams, the impact force is also generally transmitted to the side sill beams through the torsion box and the lower structure of the front bulkhead. The impact force of the front engine compartment side beams is mainly transmitted to the side A-pillars.

[0003] While existing collision force transmission structures can transmit frontal collision forces, the force transmission channels are mainly concentrated in the upper front engine compartment longitudinal beams and side beams, while the lower collision force transmission channels are relatively lacking and do not form a complete force transmission path. Therefore, in the event of a collision, the front engine compartment longitudinal beams and side beams will compress the upper body, which is not conducive to protecting the occupants in the passenger compartment and limits the improvement of overall vehicle collision safety. Summary of the Invention

[0004] In view of this, the present invention aims to propose a front collision force transmission structure for the vehicle body, so as to help improve the collision safety of the whole vehicle.

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

[0006] A front collision force transmission structure for a vehicle body includes a front subframe and a front frame;

[0007] The front subframe has front shock absorber towers on the left and right longitudinal beams, and a front subframe anti-collision beam is provided at the front end of the front subframe.

[0008] The front frame includes frame longitudinal beams on the left and right sides, and a front anti-collision beam connected to the front end of the frame longitudinal beams on both sides. The rear end of each frame longitudinal beam is connected to the front subframe longitudinal beam on the same side. The front anti-collision beam and the front subframe anti-collision beam are arranged vertically along the vertical direction of the whole vehicle.

[0009] Furthermore, the front ends of the longitudinal beams of the front subframe on both sides are connected to the rear side of the front crossbeam of the front subframe, and the front subframe anti-collision beam is connected to the front side of the front crossbeam of the front subframe through the energy-absorbing boxes of the front subframe located on the left and right sides.

[0010] Furthermore, the longitudinal beams of the front subframe on both sides each have upper and lower longitudinal beams arranged vertically.

[0011] The front ends of the upper and lower longitudinal beams on each side are connected to the front crossbeam of the front subframe and form a herringbone-shaped collision force transmission channel with the energy-absorbing box of the front subframe on the same side.

[0012] The front shock absorber towers on each side are mounted on the upper longitudinal beam on the same side.

[0013] Furthermore, the front sections of both the upper and lower longitudinal beams have collapsible sections. These collapsible sections can bend and deform when the front subframe longitudinal beam is subjected to a frontal impact force of not less than a preset threshold, thereby guiding the front sections of both the upper and lower longitudinal beams to collapse.

[0014] Furthermore, each of the crumple sections includes a front part and a rear part of the crumple section connected along the front-rear direction of the vehicle, and the yield strength of the front part of the crumple section is greater than the yield strength of the rear part of the crumple section.

[0015] Furthermore, the middle part of the upper longitudinal beams on both sides arches upward along the vertical direction of the whole vehicle, and the top of the arched position of the upper longitudinal beams on each side is a straight structure arranged along the front-rear direction of the whole vehicle.

[0016] The front shock absorber towers on each side are located at the top of the arched position of the upper longitudinal beam on the same side, and from the front-rear direction of the whole vehicle, the frame longitudinal beams on each side and the top of the arched position of the upper longitudinal beam on the same side are on the same straight line.

[0017] Furthermore, each of the upper and lower longitudinal beams on each side is connected by a support beam, and the connection point between the support beam and the upper longitudinal beam on each side is located below the front shock absorber tower on the same side; and / or,

[0018] A connecting beam connects the two front shock absorber towers.

[0019] Furthermore, the front crossbeam of the front subframe is provided with support members that are respectively supported below the longitudinal beams of the frame on each side; and / or,

[0020] A frame crossbeam is connected between the ends of the frame longitudinal beams on both sides that are close to the front subframe longitudinal beam, and the frame longitudinal beams are respectively connected to the front shock absorber towers on both sides.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The front collision force transmission structure of the vehicle body described in this invention, through the front subframe anti-collision beam located at the front end of the front subframe and the front anti-collision beam connected to the front ends of the longitudinal beams of the two side frames in the front frame, can form a double-layer collision force transmission structure at the bottom of the front of the vehicle body. This not only improves the crumple energy absorption and transmission effect of collision force, but also allows the collision force to be transmitted mainly along the force transmission path at the bottom, reducing the compression of the upper part of the passenger compartment, and thus helping to improve the collision safety of the entire vehicle.

[0023] At the same time, by integrating the front shock absorber towers onto the front subframe longitudinal beams in the front subframe, it is possible to simplify or even eliminate the front engine compartment longitudinal beams and front engine compartment side beams in the front engine compartment of the vehicle body. This can help simplify the body structure, reduce body weight and cost, and contribute to the lightweight design and styling design of the body.

[0024] Furthermore, the front end of the front subframe longitudinal beam is connected to the rear side of the front subframe crossbeam, and the front subframe anti-collision beam is connected to the front side of the front subframe crossbeam via the front subframe energy-absorbing box. This facilitates the placement of the front subframe anti-collision beam at the front end of the front subframe and also increases the crumple zone energy absorption effect of the front subframe during a collision. The front subframe longitudinal beam consists of an upper longitudinal beam and a lower longitudinal beam arranged vertically, utilizing the dual force transmission channels formed by the upper and lower longitudinal beams to increase the transmission capacity of collision forces.

[0025] By incorporating crumple zones on both the upper and lower longitudinal beams, the energy absorption capacity of these zones can be enhanced to improve impact absorption. Each crumple zone consists of two connected sections, with the yield strength of the front section greater than that of the rear section, ensuring effective energy absorption during impact. The upper longitudinal beam arches upwards in the middle, with a flat top, facilitating the placement of the front shock absorber tower. Furthermore, the tops of the arched sections on the side frame longitudinal beams and the upper longitudinal beam on the same side are aligned, ensuring the continuity of the force transmission channel between the frame and upper longitudinal beams. This facilitates the transfer of impact forces from the frame longitudinal beams to the upper longitudinal beams, effectively transmitting the impact force.

[0026] In addition, a support beam is installed between the upper and lower longitudinal beams, located below the front damper tower, to support the upper longitudinal beam and the front damper tower, thereby improving the dynamic stiffness of the front damper tower. A connecting crossbeam is installed between the two front damper towers to provide lateral support between them, further increasing the structural strength of each front damper tower. It also forms a lateral force transmission channel between the two front damper towers, improving the impact force transmission and dispersion effect.

[0027] By installing a frame crossbeam between the longitudinal beams of both sides of the frame, and connecting the frame longitudinal beam to the front shock absorber tower, the overall rigidity of the front frame and the reliability of the connection with the front subframe are increased. This also creates a lateral force transmission channel, improving the dispersion of collision forces. Support members are installed on the front crossbeam of the front subframe to support the longitudinal beams of each side frame, preventing the front frame from becoming a single cantilever structure and improving the stability of the front frame setup.

[0028] Another object of the present invention is to provide a vehicle having a front collision force transmission structure as described above.

[0029] Furthermore, the vehicle is provided with a rear subframe and a connecting longitudinal beam connecting the front subframe and the rear subframe;

[0030] The rear subframe has rear shock absorber towers on the longitudinal beams on both the left and right sides, and the connecting longitudinal beams are two beams located on the left and right sides. The front subframe, the rear subframe, and the connecting longitudinal beams on both sides together define the battery pack installation space.

[0031] The vehicle described in this invention, by incorporating the aforementioned front collision force transmission structure, can improve the crumple zone energy absorption and transmission effect of collision forces, thereby enhancing the overall vehicle collision safety.

[0032] Secondly, by integrating the rear shock absorber tower onto the front subframe longitudinal beam, the rear floor longitudinal beam at the rear floor position of the vehicle body can be simplified or even eliminated, which can also help simplify the body structure, reduce the body weight, and contribute to the lightweight design and styling design of the vehicle body.

[0033] By setting up connecting longitudinal beams on both sides, the front and rear subframes are connected into a ring structure. At the same time, the battery pack installation space is defined within the ring structure. With the help of the connecting longitudinal beams, a ring frame structure for the battery pack can be formed. In the event of a vehicle collision, the battery pack can move together with the ring frame structure, which can reduce the impact on the battery pack and increase the collision safety of the battery pack, thus contributing to the improvement of the overall vehicle safety quality. Attached Figure Description

[0034] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0035] Figure 1 This is a schematic diagram of the front collision force transmission structure of the vehicle body as described in the embodiment of the present invention in the whole vehicle;

[0036] Figure 2 for Figure 1 A schematic diagram of the middle section structure;

[0037] Figure 3 for Figure 2 A schematic diagram of the middle section structure;

[0038] Figure 4 This is a schematic diagram of the front subframe structure according to an embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of the collapsing segment described in an embodiment of the present invention;

[0040] Figure 6 This is a schematic diagram illustrating the structure of the collapse segment according to an embodiment of the present invention;

[0041] Figure 7 This is a schematic diagram of the front shock absorber tower according to an embodiment of the present invention;

[0042] Figure 8 This is a schematic diagram of the connecting beam structure according to an embodiment of the present invention;

[0043] Figure 9 This is a schematic diagram of the structure of the reinforcing beam described in an embodiment of the present invention;

[0044] Figure 10 This is a schematic diagram of the front frame structure according to an embodiment of the present invention;

[0045] Figure 11 This is a schematic diagram of the chassis structure described in an embodiment of the present invention;

[0046] Figure 12 This is a schematic diagram of the rear subframe structure according to an embodiment of the present invention;

[0047] Figure 13 This is a schematic diagram illustrating the interaction between the chassis structure and the vehicle body according to an embodiment of the present invention;

[0048] Explanation of reference numerals in the attached figures:

[0049] 100. Chassis structure; 200. Body frame; 300. Front frame;

[0050] 1. Front subframe; 2. Rear subframe; 3. Frame longitudinal beams; 4. Front bumper beam; 5. Frame crossbeams; 6. Support components; 7. Connecting crossbeams; 8. Connecting longitudinal beams; 9. Battery pack; 10. Body

[0051] 101. Front subframe longitudinal beam; 102. Front subframe front crossbeam; 103. Front subframe middle crossbeam; 104. Rear crossbeam; 105. Front subframe anti-collision beam; 106. Front subframe energy-absorbing box; 107. Front shock absorber tower; 108. Support beam; 201. Rear subframe longitudinal beam; 202. Rear subframe front crossbeam; 203. Rear subframe rear crossbeam; 204. Front crossbeam; 205. Rear subframe anti-collision beam; 206. Rear subframe energy-absorbing box; 207. Rear shock absorber tower; 7a. Reinforcing crossbeam; 8a. Connecting section;

[0052] 101a, Collapsed section; 101b, Front part of the collapsed section; 101c, Rear part of the collapsed section; 1011, Upper longitudinal beam; 1012, Lower longitudinal beam; 107a, Boss; 107b, Reinforcing flange; 2011, Inner longitudinal beam; 2012, Outer longitudinal beam. Detailed Implementation

[0053] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0054] In the description of this invention, it should be noted that the use of terms such as "upper," "lower," "inner," and "outer," indicating orientation or positional relationship, is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does 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 the invention. Furthermore, the use of terms such as "first" and "second" is also for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0055] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0056] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0057] Example 1

[0058] This embodiment relates to a front collision force transmission structure for a vehicle body, which helps to improve the collision safety of the entire vehicle.

[0059] In terms of overall structure, combined Figures 1 to 3 As shown in the figure, the front collision force transmission structure of this embodiment includes a front subframe 1 and a front frame 300.

[0060] The front subframe 1 has front shock absorber towers 107 installed on the left and right side longitudinal beams 101, and a front subframe anti-collision beam 105 at its front end. The front frame 300 includes frame longitudinal beams 3 on the left and right sides, and front anti-collision beams 4 connected to the front ends of the frame longitudinal beams 3 on both sides. The rear ends of each frame longitudinal beam 3 are connected to the front subframe longitudinal beam 101 on the same side, and the front anti-collision beam 4 and the front subframe anti-collision beam 105 are also arranged vertically along the vehicle's vertical direction.

[0061] At this time, as set up as above, through the front subframe anti-collision beam 105 located at the front end of the front subframe 1 and the front anti-collision beam 4 connected to the front ends of the longitudinal beams 3 on both sides of the front frame 300, this embodiment can form a double-layer collision force transmission structure at the bottom of the front of the vehicle body, so as to improve the collapsible energy absorption and transmission effect of the collision force, so that the collision force is mainly transmitted along the force transmission path at the bottom, reducing the compression of the upper part of the passenger compartment, and thus helping to improve the collision safety of the whole vehicle.

[0062] Meanwhile, by integrating the front shock absorber tower 107 onto the front subframe longitudinal beam 101 in the front subframe 1, this embodiment can simplify or even eliminate the front engine compartment longitudinal beam and front engine compartment side beam in the front engine compartment of the vehicle body, which can help simplify the vehicle body structure, reduce vehicle body weight and cost, and thus also contribute to the lightweight design and styling design of the vehicle body.

[0063] Based on the above general introduction, specifically, it should be noted that in this embodiment, the front subframe 1 is part of the chassis structure 100 in the vehicle body. The chassis structure 100 is connected to the bottom of the vehicle body frame 200 so as to form the frame structure of the whole vehicle together with the vehicle body frame 200.

[0064] In specific implementation, the front fascia, side fascia, and vehicle floor of the vehicle body frame 200 in this embodiment can be referred to as relevant structures in existing vehicles, and will not be described in detail here.

[0065] Continue to combine Figures 6 to 8 As shown, the front subframe 1 of this embodiment can, for example, adopt a conventional subframe structure found in existing vehicles. However, as a preferred embodiment, it continues as follows... Figures 4 to 6 As shown in the figure, the front subframe 1 on both the left and right sides of the front subframe longitudinal beams 101 in this embodiment has an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged vertically.

[0066] At this point, the front subframe longitudinal beam 101 is composed of an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged vertically, which can increase the ability to transmit collision forces by utilizing the dual force transmission channels formed by the upper and lower longitudinal beams. Moreover, in terms of specific structure, the upper longitudinal beam 1011 and the lower longitudinal beam 1012 constituting the front subframe longitudinal beam 101 both extend along the longitudinal direction of the entire vehicle, and the front shock absorber towers 107 on each side are specifically installed on the upper longitudinal beam 1011 on the same side, and the aforementioned frame longitudinal beams 3 on each side are also connected to the upper longitudinal beam 1011 on the same side.

[0067] In this embodiment, based on the fact that the front subframe longitudinal beam 1 of the front subframe 1 has an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged vertically, as a preferred exemplary structure, the front end of each side of the front subframe longitudinal beam 101 is connected to the front cross beam 102 of the front subframe, that is, the front end of the two sides of the front subframe longitudinal beam 101 is connected to the rear side of the front cross beam 102 of the front subframe. At the same time, the aforementioned front subframe anti-collision beam 105 is also connected to the front side of the front cross beam 102 of the front subframe through the front subframe energy absorption boxes 106 respectively disposed on the left and right sides.

[0068] At this time, by connecting the front end of the front subframe longitudinal beam 101 to the rear side of the front subframe front crossbeam 102, the front subframe anti-collision beam 105 is connected to the front side of the front subframe front crossbeam 102 through the front subframe energy absorption box 106. This facilitates the arrangement of the front subframe anti-collision beam 105 at the front end of the front subframe 1 and also increases the crumple energy absorption effect of the front subframe 1 during a collision.

[0069] In this embodiment, the front subframe longitudinal beams 1 of each side of the front subframe 1 have upper longitudinal beams 1011 and lower longitudinal beams 1012 arranged vertically. The rear ends of the upper longitudinal beams 1011 and lower longitudinal beams 1012 on each side are connected to the rear crossbeam 104 located at the rear of the front subframe 1. In addition, similar to the front subframe 1 in existing vehicles, this embodiment, in addition to the front crossbeam 102 of the front subframe, also has a front subframe middle crossbeam 103 provided between the longitudinal beams 101 on both sides of the front subframe. This front subframe middle crossbeam 103 is located between the middle parts of the longitudinal beams 101 on both sides of the front subframe and is specifically connected between the lower longitudinal beams 1012 on both sides.

[0070] It should be noted that, as a preferred embodiment, in this example, the aforementioned rear crossbeam 104 can be, for example, part of the front subframe 1, and specifically, the rear crossbeam of the front subframe located at the rear end of the front subframe 1. However, besides being the rear crossbeam of the front subframe, the rear crossbeam 104 in this embodiment can also be a beam structure disposed at the rear of the front subframe 1 and disposed independently of the front subframe 1. In this case, the rear crossbeam 104 can, for example, be connected between the two connecting longitudinal beams 8 described below to meet its setting requirements.

[0071] It should be noted that, in specific implementation, when the rear crossbeam 104 is set independently of the front subframe 1, its connection to the front subframe 1 is generally also connected to the rear end of the longitudinal beams 101 of the two front subframes. Moreover, when the rear crossbeam 104 is set independently of the front subframe 1, the rear crossbeams of the front subframe 1 can be selectively set as needed.

[0072] As a preferred embodiment, since the front ends of the upper and lower longitudinal beams on each side are connected to the front crossbeam 102 of the front subframe, this embodiment also makes the front ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side intersect together, and the front sections of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side, together with the energy-absorbing box 106 of the front subframe located on the front side of the front crossbeam 102 of the front subframe, form a herringbone structure.

[0073] In this embodiment, also as a preferred implementation, the middle portions of the upper longitudinal beams 1011 on both sides are arched upwards along the vertical direction of the vehicle, and the front shock absorber towers 107 on each side are specifically located at the top of the arched position of the upper longitudinal beam 1011 on the same side. Furthermore, front shock absorber mounting structures are also provided on each front shock absorber tower 107 for mounting the front shock absorber. It is understood that by arching the middle portion of the upper longitudinal beam 1011 upwards and placing the front shock absorber towers 107 at the arched position, it not only helps to improve the crumple zone energy absorption effect of the upper longitudinal beam 1011 during vehicle collisions, especially head-on collisions, but also helps to meet the height requirements of the front shock absorber towers 107 within the vehicle.

[0074] Based on the integration of the front damping tower 107 onto the upper longitudinal beam 1011, in a specific embodiment, as a preferred implementation, it remains as follows: Figure 4 and Figure 5 As shown, in this embodiment, the connection between the upper longitudinal beam 1011 and the front shock absorber tower 107 can also be a straight structure arranged along the front-rear direction of the vehicle. In this way, setting the connection between the upper longitudinal beam 1011 and the front shock absorber tower 107 as a straight structure can facilitate the integrated installation of the front shock absorber tower 107, and also help to improve the collision force transmission capability of the upper longitudinal beam 101.

[0075] Continue as Figure 7 As shown, in a specific implementation, the aforementioned front shock absorber mounting structure located on the front shock absorber tower 107 can, for example, be a front shock absorber mounting hole located at the top of the front shock absorber tower 107, and a through hole for accommodating the top of the front shock absorber. Meanwhile, to increase the rigidity of the front shock absorber mounting position, preferably, this embodiment can also form a protruding boss 107a on the top of the front shock absorber tower 107, such that the aforementioned mounting hole for mounting the front shock absorber and the through hole for accommodating the top of the front shock absorber are both located on this boss 107a.

[0076] In addition to providing the aforementioned boss 107a, as a preferred embodiment, this embodiment may also include... Figure 4 and Figure 7 As shown, reinforcing flanges 107b are provided on both the front and rear sides of the front shock absorber tower 107, and the bottom of the reinforcing flanges 107b on both the front and rear sides is connected to the upper longitudinal beam 1011, while the top of the reinforcing flanges 107b on both the front and rear sides is connected to the top of the front shock absorber tower 107.

[0077] With the reinforcing flanges 107b provided on both the front and rear sides of the front shock absorber tower 107, it can be understood that they can increase the overall structural strength of the front shock absorber tower 107, improve the reliability of the front shock absorber installation, and also increase the stability of the connection between the front shock absorber tower 107 and the upper longitudinal beam 1011.

[0078] In this embodiment, see continue to refer to Figure 4 As shown, in a preferred embodiment, a support beam 108 may also be provided between the lower longitudinal beam 1012 and the upper longitudinal beam 1011 on each side, and the bottom end of each support beam 108 is connected to the lower longitudinal beam 1012. The connection point between each support beam 108 and the upper longitudinal beam 1011 is specifically located below the front shock absorber tower 107 on the same side.

[0079] At this point, by installing a support beam 108 located below the front shock absorber tower 107 between the upper and lower longitudinal beams on each side, the upper longitudinal beam 1011 and the front shock absorber tower 107 can be supported, thereby improving the dynamic stiffness of the front shock absorber tower 107. In specific implementation, the top of the aforementioned support beam 108 is generally connected to the upper longitudinal beam 1011 by a bolted structure. At the same time, the connection between the support beam 108 and the lower longitudinal beam 1012 can correspond to the crossbeam 103 in the front subframe to increase the support capacity of the support beam 108.

[0080] As a preferred embodiment, this embodiment further follows the principle of... Figure 5 As shown, a crumple section 101a is also provided at the front section of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 on each side. The crumple section 101a can bend and deform when the front subframe longitudinal beam 101 is subjected to a frontal impact force of not less than a preset threshold, thereby guiding the front section of the upper longitudinal beam 1011 and the front section of the lower longitudinal beam 1012 to crumple.

[0081] At this time, by setting crumple sections 101a on the upper and lower longitudinal beams respectively, the energy absorption of the crumple sections 101a can be utilized to increase the absorption effect of the impact force.

[0082] In practice, it is still as follows Figure 6 As shown, the collapsible section 101a in the front section of the upper longitudinal beam 1011 and the front section of the lower longitudinal beam 1012 can, for example, include a front part 101b and a rear part 101c of the collapsible section connected along the front-rear direction of the vehicle, and the yield strength of the front part 101b of the collapsible section is greater than the yield strength of the rear part 101c of the collapsible section.

[0083] In this way, by making each side of the crumple section 101a include two connected front and rear parts, and making the yield strength of the front part 101b of the crumple section greater than that of the rear part 101c of the crumple section, crumple deformation can occur at the position of the rear part 101c of the crumple section in the upper and lower longitudinal beams during a frontal collision. Due to the crumple of the rear part 101c of the crumple section, the front part 101b of the crumple section in the upper and lower longitudinal beams moves into the space between the upper and lower longitudinal beams. Ultimately, the crumple section 101a in the upper and lower longitudinal beams can bend, thus ensuring the crumple energy absorption effect of the crumple section 101a on the upper and lower longitudinal beams during the collision.

[0084] In order to make the yield strength of the front part 101b of the collapse section greater than that of the rear part 101c of the collapse section, in specific implementation, for example, the material and thickness of the front part 101b and the rear part 101c of the collapse section can be designed to be different. Alternatively, a structural reinforcement structure can be added to the front part 101b of the collapse section, or a collapse structure can be added to the rear part 101c of the collapse section to meet the yield strength design requirements of the front and rear parts of the collapse section.

[0085] And still see Figure 6 As shown, based on the fact that the yield strength of the front portion 101b of the collapse segment is greater than the yield strength of the rear portion 101c of the collapse segment, in a specific implementation, as a feasible embodiment, this embodiment can, for example, make both the front portion 101b and the rear portion 101c of the collapse segment tubular, and also insert the front end of the rear portion 101c of the collapse segment into the rear end of the front portion 101b of the collapse segment. Thus, by designing the front portion 101b and the rear portion 101c of the collapse segment as tubular, and inserting the rear portion 101c of the collapse segment into the front portion 101b of the collapse segment, the structure of the collapse segment 101a can be made simpler, facilitating the molding and preparation of the collapse segment 101a, while also ensuring the collapse energy absorption effect of the collapse segment 101a.

[0086] Of course, besides designing the front and rear parts of the crumple zone as a tubular structure connected by insertion, this embodiment can also use other configuration methods to achieve the connection between the front part 101b and the rear part 101c of the crumple zone, and cause the crumple zone 101a to bend and deform when the vehicle is involved in a head-on collision. For example, a first mounting part can be provided at the rear end of the front part 101b of the crumple zone, and correspondingly, a second mounting part can be provided at the front end of the rear part 101c of the crumple zone. The first mounting part and the second mounting part are mated together, and the first mounting part and the second mounting part can generally be plates that can be mated together, and can be fixed together by welding or screwing.

[0087] Still Figure 2 and Figure 3 As shown in the diagram, in a preferred embodiment, this embodiment further includes a connecting beam 7 between the left and right front shock absorber towers 107. By providing the connecting beam 7 between the two front shock absorber towers 107, lateral support can be provided between the two front shock absorber towers 107, further increasing the structural strength of each front shock absorber tower 107. Furthermore, the connecting beam 7 also forms a lateral (i.e., left-right direction of the vehicle) force transmission channel between the two front shock absorber towers 107, thereby improving the impact force transmission and dispersion effect.

[0088] In specific implementation, preferably, the aforementioned connecting beam 7 can also be connected between the tops of the two front shock absorber towers 107, so that the connecting beam 7 is connected between the tops of the two front shock absorber towers 107, which also facilitates the arrangement of the connecting beam 7.

[0089] In addition, such as Figure 8 As shown, in specific implementation, the aforementioned connecting beam 7 can, for example, be a stamped sheet metal beam structure, and its two ends can also be connected to the front shock absorber tower 107 by a screw connection structure, and continue as shown. Figure 9 As shown, in a preferred embodiment, this embodiment may further provide a reinforcing crossbeam 7a extending along the left-right direction of the vehicle in the middle of the connecting crossbeam 7, and the reinforcing crossbeam 7a is fastened and connected to the connecting crossbeam 7.

[0090] At this point, the reinforcing beam 7a can also be made of stamped sheet metal. Furthermore, by setting the reinforcing beam 7a in the middle of the connecting beam 7, it is clear that the supporting strength and impact force transmission performance of the connecting beam 7 can be further improved.

[0091] In this embodiment, it is still by Figures 1 to 3 and continue to combine Figure 10 As shown, in the front frame 300, the rear ends of the longitudinal beams 3 of each side frame are located in front of the front shock absorber tower 107 on the same side. Moreover, based on the aforementioned straight structure in the upper longitudinal beams 1011 on each side, preferably, this embodiment can also be viewed from the front-rear direction of the vehicle so that the longitudinal beams 3 of each side frame and the straight structure in the upper longitudinal beam 1011 on the same side are on the same straight line. As a result, the collision force from the longitudinal beams 3 can be better transmitted to the upper longitudinal beam 1011, thereby improving the collision transmission effect.

[0092] In addition, as a preferred embodiment, a frame crossbeam 5 is connected between the ends of the two side frame longitudinal beams 3 near the upper longitudinal beam 1011, and the frame crossbeam 5 is also connected to the front shock absorber towers 107 on both sides respectively.

[0093] In this way, by setting the frame crossbeam 10 between the longitudinal beams 3 on both sides and connecting the frame crossbeam 10 to the front shock absorber towers 107 on each side, the overall rigidity of the front frame 300 and the reliability of the connection with the front subframe 1 can be increased. At the same time, a lateral force transmission channel can be formed to improve the effect of collision force transmission and dispersion.

[0094] In this embodiment, the front anti-collision beam 4 connected to the front end of the longitudinal beams 3 on both sides of the frame is equivalent to the front anti-collision beam assembly structure in a traditional vehicle body. Preferably, energy-absorbing boxes (not shown in the figure) can also be connected to the front end of the longitudinal beams 3 on both sides of the frame, so that the longitudinal beams 3 on both sides of the frame are connected to the front anti-collision beam 4 through the energy-absorbing boxes.

[0095] At this point, connecting the frame longitudinal beams 3 to the front anti-collision beam 4 via energy-absorbing boxes enhances the crumple zone energy absorption capacity of the front frame 300 during a collision. Furthermore, in this embodiment, the frame longitudinal beams 3 and frame crossbeams 5 located on both sides can be tubular structures. This allows for easier fabrication of the frame longitudinal beams 3 and frame crossbeams 5, while also ensuring their structural strength.

[0096] In this embodiment, based on the aforementioned front subframe 1 and front frame 300 configuration, as a preferred implementation, support members 6 are also provided on the front crossbeam 102 of the front subframe, each supporting the lower part of the side frame longitudinal beams 3. The support members 6 on each side can adopt a conventional box-shaped sheet metal structure or extruded profiles, etc. Furthermore, by providing support members 6 on the front crossbeam 102 of the front subframe to support the side frame longitudinal beams 3, the front frame 300 is prevented from becoming a single cantilever structure, thus improving the stability of the front frame 300 configuration.

[0097] In this embodiment, the front collision force transmission structure of the vehicle body, through the front subframe anti-collision beam 105 located at the front end of the front subframe 1 and the front anti-collision beam 4 connected to the front ends of the longitudinal beams 3 on both sides of the front frame 300, can form a double-layer collision force transmission structure at the bottom of the front of the vehicle body, so as to improve the collapsible energy absorption and transmission effect of the collision force, so that the collision force is mainly transmitted along the force transmission path at the bottom, reducing the compression of the upper part of the passenger compartment, and thus helping to improve the collision safety of the whole vehicle.

[0098] Of course, by integrating the front shock absorber tower 107 onto the front subframe longitudinal beam 101 in the front subframe 1, this embodiment can also simplify or even eliminate the front engine compartment longitudinal beam and front engine compartment side beam in the front engine compartment of the vehicle body, which can help simplify the body structure and reduce the weight and cost of the body. Therefore, it is helpful for the lightweight design and styling design of the body, and has good practicality.

[0099] Example 2

[0100] This embodiment relates to a vehicle, which is equipped with the front collision force transmission structure of Embodiment 1.

[0101] Furthermore, it should be noted that the vehicle equipped with the aforementioned front collision force transmission structure in this embodiment can still be a traditional gasoline-powered vehicle, however, continuing as follows Figure 11 As shown in the figure, as a preferred embodiment, the vehicle in this embodiment can be, for example, a new energy vehicle, and in particular, a pure electric vehicle. The vehicle is also provided with a rear subframe 2 and a connecting longitudinal beam 8 connecting the front subframe 1 and the rear subframe 2.

[0102] The connecting longitudinal beams 8 are two beams located on the left and right sides, and the front subframe 1, rear subframe 2, and the connecting longitudinal beams 8 on both sides together define the battery pack installation space. Meanwhile, the aforementioned rear subframe 2, front subframe 1, and the connecting longitudinal beams 3 that connect the two together constitute the chassis structure 100 in this embodiment.

[0103] At this point, by setting up connecting longitudinal beams 8 on both sides, the front and rear subframes are connected into a ring structure. At the same time, the battery pack installation space is defined within the ring structure. With the help of the connecting longitudinal beams 8, a ring frame structure for the battery pack can be formed. When the vehicle collides, the battery pack 9 can move together with the ring frame structure, which can reduce the impact of the collision on the battery pack 9, thereby increasing the collision safety of the battery pack 9 and contributing to the improvement of the overall vehicle safety quality.

[0104] Specifically, in this embodiment, as a preferred implementation, rear shock absorber towers 207 may be provided on the longitudinal beams 201 of the rear subframe on both the left and right sides of the rear subframe 2. Furthermore, based on the fact that rear shock absorber towers 207 are also provided on the longitudinal beams 201 of the rear subframe on each side, as an exemplary structure, such as... Figure 12 As shown, for the rear subframe 2, the longitudinal beams 201 of the rear subframe on both sides include an inner longitudinal beam 2011, and an outer longitudinal beam 2012 is respectively provided on the side of the inner longitudinal beam 2011 facing outward along the left-right direction of the whole vehicle, and the rear shock absorber towers 207 on each side are respectively provided on the outer longitudinal beam 2012 on the same side.

[0105] Furthermore, similar to the existing rear subframe 2 installed in a vehicle, the rear subframe 2 in this embodiment also has a rear subframe crossbeam connected between the longitudinal beams 201 of the two rear subframes, and the rear subframe crossbeam includes a rear subframe front crossbeam 202 disposed near the front end of the rear subframe longitudinal beam 201, and a rear subframe rear crossbeam 203 disposed near the rear end of the rear subframe longitudinal beam 201.

[0106] Meanwhile, as a preferred embodiment, in this example, the outer longitudinal beams 2012 on both sides extend along the longitudinal direction of the vehicle, and each outer longitudinal beam 2012 is connected between the front and rear ends of the rear subframe longitudinal beam 201 on the same side. This connection between the outer longitudinal beams 2012 and the rear subframe longitudinal beam 201 allows the outer longitudinal beams 2012 to better participate in collision force transmission, further improving the collision force transmission effect of the rear subframe 2.

[0107] As one of the differences from the existing rear subframe structure, in this embodiment, as a preferred implementation, a front crossbeam 204 is also provided between the front ends of the longitudinal beams 201 of the rear subframe on both sides. Based on the provision of the front crossbeam 204, the front crossbeam 204, the rear subframe crossbeam, and the rear subframe longitudinal beams 201 and outer longitudinal beams 2012 on each side are connected to form multiple ring structures.

[0108] At this point, it is understandable that by setting the front crossbeam 204, the structural strength and rigidity of the front of the rear subframe 2 can be increased. At the same time, the front crossbeam 204, the rear subframe crossbeam, and the inner longitudinal beams 2011 and outer longitudinal beams 2012 on each side are connected to form multiple ring structures. The ring structure can take advantage of its high strength to ensure the overall structural strength and rigidity of the rear subframe 2, which is beneficial to improving the torsional rigidity of the rear of the vehicle.

[0109] Furthermore, through the arrangement of the front crossbeam 204, the battery pack installation space in this embodiment is specifically formed between the front crossbeam 204, the rear crossbeam 104, and the connecting longitudinal beams 8 on both sides. This facilitates the formation of a rigid, encircling structure that conforms to the shape of the battery pack 9, thereby improving the collision safety of the battery pack 9.

[0110] In this embodiment, see still Figure 12 As shown, as another difference from the existing rear subframe structure, a rear subframe anti-collision beam 205 is provided at the rear end of the rear subframe 2, and the rear ends of the longitudinal beams 201 of the rear subframe on both sides are also connected to the rear subframe energy absorption box 206. The aforementioned rear subframe anti-collision beam 205 is connected to the rear subframe energy absorption box 206 on both sides to realize the setting at the rear end of the rear subframe 2.

[0111] The aforementioned rear subframe anti-collision beam 205 and each rear subframe energy-absorbing box 206 can adopt the conventional anti-collision beam and energy-absorbing box structure used in existing vehicle bodies. Furthermore, by setting the rear subframe anti-collision beam 205 at the rear end of the rear subframe 2, it can be understood that, on the one hand, it can improve the rear-impact force transmission performance of the rear subframe 2, allowing the collision force to be better transmitted forward along the rear subframe longitudinal beam 201 and outer longitudinal beam 2012, avoiding single-position force distribution and excessive deformation. On the other hand, the aforementioned rear subframe anti-collision beam 205 can also serve as a pedestrian anti-pedage crossbeam at the rear of the vehicle, improving safety during reversing.

[0112] By connecting the rear subframe anti-collision beam 205 to the rear subframe longitudinal beam 201 through the rear subframe energy absorption box 206, this embodiment can achieve energy absorption through the collapse of the rear subframe energy absorption box 206, which helps to further improve the safety of the vehicle in a rear-end collision.

[0113] In this embodiment, it remains as follows Figure 12 As shown, in a preferred embodiment, the middle sections of both outer longitudinal beams 2012 arch upwards along the vertical direction of the vehicle, and the tops of the arched sections of both outer longitudinal beams 2012 can be configured as straight sections arranged along the longitudinal direction of the vehicle. This upward arching of the middle sections of the outer longitudinal beams 2012 helps increase the crumple zone energy absorption performance of the outer longitudinal beams 2012 during a collision. Since the tops of the arched sections of the outer longitudinal beams 2012 are straight sections, the rear shock absorber towers 207 on each side are connected to the top of the straight section on the same side. Simultaneously, rear shock absorber spring mounting seats can also be connected to the bottom of the straight sections on each side to facilitate the arrangement of the rear shock absorber springs.

[0114] In this embodiment, it remains as follows Figure 11 As shown, in the left-right direction of the vehicle, based on the connection of the two side connecting longitudinal beams 8 to the front and rear subframes, as a preferred embodiment, the connecting longitudinal beams 8 on each side are also located on the side of the front subframe longitudinal beam 101 and the rear subframe longitudinal beam 201 that are closer to the outside of the vehicle.

[0115] At this point, the connecting longitudinal beams on each side are as follows: Figure 11 As shown, the front subframe longitudinal beam 101 and the rear subframe longitudinal beam 201 located on the same side near the outside of the vehicle, in this embodiment, help to achieve changes in the Y-direction cross section of the front and rear parts of the monocoque body, thereby meeting the matching design requirements between the chassis structure 100 and the body frame 200 in the monocoque body.

[0116] In specific implementation, a rear crossbeam 104 is provided at the rear of the front subframe 1, and the front ends of the connecting longitudinal beams 8 on both sides are respectively connected to the ends of the extended sections on the left and right sides of the rear crossbeam 104. At the same time, the rear ends of the connecting longitudinal beams 8 on both sides are respectively connected to the front ends of the longitudinal beams 201 of the rear subframe on both sides.

[0117] Moreover, this embodiment is based on the extended sections on both sides of the rear crossbeam 104, and by combining... Figure 12 As shown, by connecting the longitudinal beams 8 on each side to the rear subframe longitudinal beam 201 via the inclined connecting section 8a, the connecting longitudinal beams 8 are positioned on the side of the front subframe longitudinal beam 101 and the rear subframe longitudinal beam 201 closer to the outside of the vehicle, thus satisfying the Y-direction (left-right direction) cross-sectional change of the front and rear parts of the monocoque body. Of course, the aforementioned Y-direction cross-sectional change also means that the connecting longitudinal beams 8 on each side are not on a straight line with the front subframe longitudinal beam 101 and the rear subframe longitudinal beam 201, but are bent at the connection point between them, thereby reducing the Y-direction cross-sectional dimension of the body at the front subframe 1 and the rear subframe 2.

[0118] The aforementioned change in the Y-direction section of the front of the vehicle body is fundamentally different from the fact that the Y-direction section of the frame beam in a non-load-bearing vehicle body is basically the same front and back. Moreover, this embodiment satisfies the matching design requirements between the chassis and the body frame in a load-bearing vehicle body by changing the size of the aforementioned Y-direction section of the front of the vehicle body.

[0119] In this embodiment, the connecting longitudinal beams 8 on both sides can be, for example, an integrally formed beam structure, specifically an integral closed structure. In this case, the connecting longitudinal beams 8 can also be connected to the rear crossbeams 104 and the rear subframe longitudinal beams 201 in the front and rear subframes by welding. Thus, it can be understood that by utilizing the closed section, the structural strength of the connecting longitudinal beams 8 can be guaranteed by leveraging the high strength of the cavity structure.

[0120] Of course, in addition to being an integral structure, the connecting longitudinal beam 8 in this embodiment can also adopt other structures, such as a welded steel profile structure, an extruded aluminum alloy profile structure, etc.

[0121] The vehicle in this embodiment improves overall vehicle collision safety by incorporating the front collision force transmission structure described in Embodiment 1.

[0122] Meanwhile, the front and rear subframes are connected by the connecting longitudinal beams 8 on both sides, and the battery pack installation space is defined by the rear crossbeam 104, the front crossbeam 204, and the connecting longitudinal beams 8 on both sides. In this embodiment, the connecting longitudinal beams 8 can also form a ring frame structure for the battery pack. In the event of a collision, the battery pack 9 can move together with the ring frame structure, which can reduce the impact on the battery pack 9 and increase the collision safety of the battery pack 9, thereby improving the overall vehicle safety.

[0123] Furthermore, it should be noted that in this embodiment, since the front and rear ends of the chassis are still front and rear subframes, the subframe structure has a smaller Y-axis cross-section than the frame in a non-load-bearing body, and the longitudinal beams at the subframe positions use a curved longitudinal beam structure. This makes the chassis structure 100 in this embodiment a structural innovation in the form of a subframe, significantly different from the conventional non-load-bearing frame beam structure. Specifically, in this embodiment, the front and rear subframes are still separate units. They are simply the front and rear connecting longitudinal beams 8 added on the basis of the front and rear subframes in a load-bearing body, and are not the integrated beam structure in a non-load-bearing body.

[0124] Of course, in the implementation where the connecting longitudinal beam 8 is connected to the front and rear subframes, it is precisely because of the integrated structure of the front and rear subframes connected by the connecting longitudinal beam 8 that this embodiment can not only utilize the characteristics of the monocoque body structure to reduce the vehicle weight and increase the overall vehicle range, but also form a ring-shaped protective frame for the battery pack to better improve the collision safety of the battery pack 9. Therefore, it not only improves the shortcomings of the monocoque body structure, but also possesses the advantages of the non-monocoque body structure, thus significantly improving the overall quality of the vehicle.

[0125] Furthermore, in this embodiment, the vehicle is assembled in the same manner as existing monocoque chassis, with the subframe at the bottom being mounted to the upper body. The upper body frame is the main load-bearing component of the vehicle, and chassis components are also assembled into the body via the front and rear subframes. In the event of a collision, the upper body frame, along with the front and rear subframes and connecting longitudinal beams 8 in the chassis, participate in absorbing and transmitting the collision force, unlike in a non-monocoque chassis where the frame beams alone transmit force and absorb energy.

[0126] Furthermore, based on the integration of the front shock absorber tower 107 and the rear shock absorber tower 207 on the front and rear subframes respectively, this embodiment can also make the overall chassis structure a skateboard-type chassis. And as... Figure 13 As shown in the figure, this embodiment eliminates the influence of the distribution of shock absorber towers in the monocoque body on the body structure, thereby eliminating the need for the front engine compartment longitudinal beam and front engine compartment side beam at the front engine compartment position, as well as the rear floor longitudinal beam at the rear floor position. This allows the body 10 to retain only the central passenger compartment, making the body design simpler, achieving the effects of body weight reduction and facilitating body styling design.

[0127] When only the central passenger compartment is retained, it should be noted that the front and rear sides of the passenger compartment can be connected to the front and rear subframes via profiles or beams, while the front engine compartment and trunk area at the front and rear of the vehicle can be matched only according to the overall vehicle styling design.

[0128] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A front collision force transmission structure for a vehicle body, characterized in that: Includes a front subframe (1) and a front frame (300); The front subframe (1) has front shock absorber towers (107) on the left and right sides of the front subframe longitudinal beams (101), and the front subframe (1) has a front subframe anti-collision beam (105) at the front end. The front frame (300) includes frame longitudinal beams (3) on the left and right sides, and front anti-collision beams (4) connected to the front ends of the frame longitudinal beams (3) on both sides. The rear ends of the frame longitudinal beams (3) on each side are connected to the front subframe longitudinal beam (101) on the same side. The front anti-collision beam (4) and the front subframe anti-collision beam (105) are arranged vertically along the vertical direction of the whole vehicle. The front ends of the front subframe longitudinal beams (101) on both sides are connected to the rear side of the front subframe front crossbeam (102). The front subframe anti-collision beam (105) is connected to the front side of the front subframe front crossbeam (102) through the front subframe energy-absorbing boxes (106) located on the left and right sides respectively. The front subframe longitudinal beams (101) on both sides each have an upper longitudinal beam (1011) and a lower longitudinal beam (1012) arranged vertically. The front ends of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side are connected to the front crossbeam (102) of the front subframe and form a herringbone collision force transmission channel with the energy absorption box (106) of the front subframe on the same side; the front shock absorber tower (107) on each side is located on the upper longitudinal beam (1011) on the same side; the frame longitudinal beam (3) on each side is connected to the upper longitudinal beam (1011) on the same side; the frame longitudinal beam (3) is connected to the front shock absorber tower (107) on both sides respectively.

2. The front collision force transmission structure of the vehicle body according to claim 1, characterized in that: The front sections of both the upper longitudinal beam (1011) and the lower longitudinal beam (1012) have collapsible sections (101a). The collapsible sections (101a) can bend and deform when the front subframe longitudinal beam (101) is subjected to a frontal impact force of not less than a preset threshold, and guide the front sections of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) to collapse.

3. The front collision force transmission structure of the vehicle body according to claim 2, characterized in that: Each of the crumple sections (101a) includes a front crumple section (101b) and a rear crumple section (101c) connected along the front-rear direction of the vehicle. The yield strength of the front crumple section (101b) is greater than the yield strength of the rear crumple section (101c).

4. The front collision force transmission structure of the vehicle body according to claim 1, characterized in that: The middle part of the upper longitudinal beams (1011) on both sides arches upward along the vertical direction of the whole vehicle, and the top of the arched position of the upper longitudinal beams (1011) on each side is a straight structure arranged along the front-rear direction of the whole vehicle. The front shock absorber towers (107) on each side are located at the top of the arched position of the upper longitudinal beam (1011) on the same side, and from the front-rear direction of the whole vehicle, the frame longitudinal beams (3) on each side and the top of the arched position of the upper longitudinal beam (1011) on the same side are on the same straight line.

5. The front collision force transmission structure of the vehicle body according to claim 1, characterized in that: Each side of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) is connected by a support beam (108), and the connection point between the support beam (108) and the upper longitudinal beam (1011) on each side is located below the front shock absorber tower (107) on the same side; and / or, A connecting beam (7) connects the two front shock absorber towers (107) on both sides.

6. The front collision force transmission structure of the vehicle body according to any one of claims 1 to 5, characterized in that: The front crossbeam (102) of the front subframe is provided with support members (6) that are respectively supported below the longitudinal beams (3) of the frame on each side; and / or, A frame crossbeam (5) is connected between the two ends of the frame longitudinal beams (3) near the front subframe longitudinal beam (101).

7. A vehicle, characterized in that: The vehicle is provided with a front collision force transmission structure as described in any one of claims 1 to 6.

8. The vehicle according to claim 7, characterized in that: The vehicle is provided with a rear subframe (2) and a connecting longitudinal beam (8) connecting the front subframe (1) and the rear subframe (2). The rear subframe (2) has rear shock absorber towers (207) on the left and right rear subframe longitudinal beams (201) respectively, and the connecting longitudinal beams (8) are two beams located on the left and right sides. The front subframe (1), the rear subframe (2), and the connecting longitudinal beams (8) on both sides together define the battery pack installation space.

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