Vehicle body front cabin structure and vehicle

Abstract

The invention discloses a vehicle body forecabin structure and a vehicle. The vehicle body forecabin structure comprises shock absorber mounting seats, a force transmission beam and a stabilizer bar, the force transmission beam is connected with the shock absorber mounting seats and a longitudinal beam, the stabilizer bar comprises a first bar, the first bar extends in the width direction of a vehicle body, and the two ends of the first bar are mounted on the shock absorber mounting seats at the corresponding ends. According to the vehicle body forecabin structure, the shock absorber mounting base, the force transmission beam and the stabilizer bar are connected with one another to form an organic integral structure, so that each component can absorb part of collision energy and support one another when being stressed, and a stable and continuous force transmission path is provided for the vehicle body forecabin structure; the situation that the force transmission effect is dispersed is avoided, the overall collision energy absorbing capacity of the vehicle body forecabin structure is improved, and the overall stability of the vehicle body forecabin structure is enhanced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle body front compartment structure and a vehicle. Background Art

[0002] The collision safety performance of the front cabin structure mainly involves full-width head-on collision and offset collision. In the full-width head-on collision process, the front cabin of the vehicle body is gradually crushed from front to back longitudinally. The key force transmission path needs to fully absorb energy and reduce the extrusion and intrusion of the front cabin parts on the front panel to avoid extrusion damage to the passenger compartment. For offset collision, in addition to fully crushing and absorbing energy, the key force transmission path of the front cabin of the vehicle body during the collision also needs to transfer as much collision force as possible to the non-collision side.

[0003] In the related art, when a vehicle collides, the colliding side lacks a force transmission path after being impacted, the force transmission is discontinuous, the force transmission effect is dispersed, and sufficient collision energy cannot be absorbed, resulting in serious damage to the vehicle's passenger compartment and posing a safety risk. Summary of the invention

[0004] The present application aims to solve at least one of the above technical problems in the prior art to a certain extent. To this end, the present application proposes a vehicle body front cabin structure, which is conducive to providing a continuous and stable force transmission path when the vehicle collides, thereby reducing damage to the passenger compartment.

[0005] The present application also proposes a vehicle having the above-mentioned vehicle body front cabin structure.

[0006] According to the vehicle body front cabin structure of the embodiment of the present application, it includes a shock absorber mounting seat, a force transmission beam and a stabilizer bar. The force transmission beam connects the shock absorber mounting seat and the longitudinal beam. The stabilizer bar includes a first rod, which is extended along the width direction of the vehicle body. Both ends of the first rod are installed on the shock absorber mounting seats at corresponding ends.

[0007] According to the vehicle body front cabin structure of the embodiment of the present application, the shock absorber mounting seat, the force transmission beam and the stabilizer bar are interconnected to form an organic whole structure, so that each component can absorb part of the collision energy and support each other when subjected to force, thereby providing a stable and continuous force transmission path for the vehicle body front cabin structure, and preventing the force transmission effect from being dispersed, thereby improving the overall ability of the vehicle body front cabin structure to absorb collision energy and enhancing the overall stability of the vehicle body front cabin structure.

[0008] According to some embodiments of the present application, the longitudinal beam includes a first longitudinal beam, one end of the first longitudinal beam facing the front of the vehicle is connected to the energy absorption box, and the force transmission beam connects the shock absorber mounting seat and the first longitudinal beam.

[0009] According to some embodiments of the present application, the front body compartment structure further includes a bulkhead, and the stabilizer bar further includes a second rod. The second rod is located on the side of the first rod facing the rear of the vehicle. The first rod and the second rod are spaced apart, and the second rod is mounted on the bulkhead.

[0010] According to some embodiments of the present application, the front body compartment structure further includes a stabilizer bar connecting plate, and the second rod is mounted on the bulkhead through the stabilizer bar connecting plate.

[0011] According to some embodiments of the present application, the stabilizer bar connecting plate includes a connecting plate body, a first connecting flange and a second connecting flange. The first connecting flange and the second connecting flange are both connected to the connecting plate body, and both the first connecting flange and the second connecting flange are connected to the bulkhead. The connecting plate body is connected to the second rod.

[0012] According to some embodiments of the present application, the front body compartment structure further includes a first upright and a second upright. The first upright is connected to the stabilizer bar connecting plate, and the first upright is also connected to the bulkhead. The second upright is connected to the stabilizer bar connecting plate, and the first upright is also connected to the bulkhead. The second upright is spaced apart from the first upright.

[0013] According to some embodiments of the present application, the stabilizer bar connecting plate connects the first upright and the second upright, and the first upright, the stabilizer bar connecting plate and the second upright form an "H" - shaped structure.

[0014] According to some embodiments of the present application, the cross - section of at least one of the stabilizer bar connecting plate, the first upright and the second upright is a "ji" - shaped.

[0015] According to some embodiments of the present application, the front body compartment structure further includes a first wheelhouse connecting plate. The first longitudinal beam is disposed above the first wheelhouse connecting plate, and the shock absorber mounting seat is connected to the first wheelhouse connecting plate.

[0016] According to some embodiments of the present application, the front body compartment structure further includes a second wheelhouse connecting plate. The second wheelhouse connecting plate is located on the side of the first wheelhouse connecting plate facing the rear of the vehicle, and the shock absorber mounting seat is connected to the second wheelhouse connecting plate.

[0017] According to some embodiments of the present application, the shock absorber mounting seat is connected to the first longitudinal beam.

[0018] According to some embodiments of the present application, the longitudinal beam includes a second longitudinal beam. One end of the second longitudinal beam facing the front of the vehicle is connected to the energy - absorbing box, and the second longitudinal beam is connected to the bulkhead.

[0019] According to some embodiments of the present application, the second longitudinal beam is connected to the shock absorber mounting seat.

[0020] According to some embodiments of the present application, the vehicle body front cabin structure further includes a longitudinal beam connecting plate, and the first longitudinal beam and the second longitudinal beam are both connected to the longitudinal beam connecting plate.

[0021] According to some embodiments of the present application, the vehicle body front compartment structure further includes an energy absorption box mounting plate, the energy absorption box is mounted on the energy absorption box mounting plate, and the energy absorption box mounting plate is connected to the longitudinal beam connecting plate.

[0022] According to some embodiments of the present application, one end of the first longitudinal beam facing the front of the vehicle is at least partially opposite to the energy absorption box, and one end of the second longitudinal beam facing the front of the vehicle is at least partially opposite to the energy absorption box.

[0023] According to some embodiments of the present application, the vehicle body front cabin structure further includes: a force transmission and energy absorption component, wherein the force transmission and energy absorption component connects the longitudinal beam and the subframe.

[0024] According to some embodiments of the present application, the force transmission and energy absorption component includes a longitudinal beam profile and a longitudinal beam pusher, the longitudinal beam profile is located at the end of the longitudinal beam facing the front of the vehicle, the longitudinal beam is connected to the longitudinal beam profile, the longitudinal beam pusher is connected to the longitudinal beam profile, and the longitudinal beam pusher is suitable for connecting to the subframe.

[0025] According to some embodiments of the present application, the vehicle body front compartment structure further includes a longitudinal beam sealing plate, wherein the longitudinal beam sealing plate is connected to the first longitudinal beam, the longitudinal beam sealing plate is connected to the second longitudinal beam, and the longitudinal beam sealing plate at least partially surrounds the longitudinal beam profile.

[0026] According to some embodiments of the present application, the longitudinal beam pushing member is located below the longitudinal beam sealing plate, and the longitudinal beam pushing member, the longitudinal beam sealing plate and the longitudinal beam profile are connected by fasteners.

[0027] According to some embodiments of the present application, at least one of the longitudinal beam pusher, the longitudinal beam profile and the longitudinal beam cover plate is suitable for crushing and absorbing energy when subjected to collision force.

[0028] According to some embodiments of the present application, there are two second longitudinal beams, both of which extend along the length direction of the vehicle body and are spaced apart in the width direction of the vehicle body. The vehicle body front compartment structure also includes a powertrain, and the powertrain is arranged between the two second longitudinal beams.

[0029] According to some embodiments of the present application, the vehicle body front cabin structure further includes an anti-collision beam, which is arranged on a side of the energy absorption box facing the front of the vehicle, and the anti-collision beam is connected to the energy absorption box.

[0030] According to some embodiments of the present application, the stabilizing rod further includes a connecting rod, the connecting rod connecting the first rod and the second rod, and the connecting rod is provided with a collapse structure.

[0031] According to some embodiments of the present application, a distance between the collapse structure and the first rod is not greater than a distance between the collapse structure and the second rod.

[0032] According to some embodiments of the present application, the collapse structure includes a collapse hole and / or a thinning structure.

[0033] According to some embodiments of the present application, the collapse structure includes collapse holes, and the number of collapse holes on each of the connecting rods is one or more.

[0034] According to some embodiments of the present application, there are a plurality of connecting rods, and the plurality of connecting rods are spaced apart between the first rod and the second rod.

[0035] According to some embodiments of the present application, the angle between the connecting rod and the length direction of the vehicle body is an acute angle.

[0036] According to some embodiments of the present application, the stabilizing rod includes at least two connecting rods, and the distance between the two connecting rods at one end close to the first rod is greater than the distance between the two connecting rods at one end close to the second rod.

[0037] According to some embodiments of the present application, the stabilizer bar is an integrated structure.

[0038] According to some embodiments of the present application, the stabilizing rod has a plurality of mounting holes, and the mounting holes are arranged on at least one of the first rod, the connecting rod, and the second rod.

[0039] A vehicle according to yet another embodiment of the present application includes the above-mentioned vehicle body front cabin structure.

[0040] According to the vehicle of the embodiment of the present application, its front cabin structure is interconnected through the shock absorber mounting seat, the force transmission beam and the stabilizer bar to form an organic whole structure, so that each component can absorb part of the collision energy and support each other when subjected to force, providing a stable and continuous force transmission path for the front cabin structure of the vehicle body, and preventing the force transmission effect from being dispersed, thereby improving the overall ability of the front cabin structure of the vehicle body to absorb collision energy and enhancing the overall stability of the front cabin structure of the vehicle body.

[0041] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 is a three-dimensional schematic diagram of a stabilizer bar according to an embodiment of the present application;

[0043] Figure 2 is a three-dimensional schematic diagram of a vehicle body front cabin structure according to an embodiment of the present application;

[0044] Figure 3 is a three-dimensional schematic diagram of a longitudinal beam, a longitudinal beam profile, a longitudinal beam sealing plate and a longitudinal beam pushing member according to an embodiment of the present application;

[0045] Figure 4 is a three-dimensional schematic diagram of a longitudinal beam profile according to an embodiment of the present application;

[0046] Figure 5 is a three-dimensional schematic diagram of a longitudinal beam sealing plate according to an embodiment of the present application;

[0047] Figure 6 is a three-dimensional schematic diagram of a longitudinal beam pusher according to an embodiment of the present application;

[0048] Figure 7 is a schematic diagram of a stabilizer bar connecting plate, a front wall plate, a first pillar and a second pillar according to an embodiment of the present application;

[0049] Figure 8 is a schematic diagram of a stabilizer bar connecting plate, a first column and a second column according to an embodiment of the present application;

[0050] Fig. 9 is a schematic diagram of a vehicle according to an embodiment of the present application;

[0051] Fig.10 It is a three-dimensional schematic diagram of the front cabin structure of the vehicle body, the A-pillar and the passenger compartment according to an embodiment of the present application.

[0052] Reference numerals:

[0053] Vehicle 100, vehicle body front cabin structure 10, A-pillar 20, passenger compartment 30, stabilizer bar 1, first rod 11, second rod 12, connecting rod 13, crush structure 131, mounting hole 14, first longitudinal beam 21, second longitudinal beam 22, shock absorber mounting seat 31, force transmission beam 32, wheel house first connecting plate 33, wheel house second connecting plate 34, front panel 41, first pillar 42, second pillar 43, longitudinal beam connecting plate 51, energy absorption box mounting plate 52, energy absorption box 53, anti-collision beam 54, stabilizer bar connecting plate 6, connecting plate body 61, first connecting flange 62, second connecting flange 63, longitudinal beam profile 71, longitudinal beam sealing plate 72, longitudinal beam pusher 73, powertrain 8. DETAILED DESCRIPTION

[0054] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0055] In the description of the present application, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0056] Combine the following Figure 1-Figure 10 A vehicle body front compartment structure 10 and a vehicle 100 having the vehicle body front compartment structure 10 according to an embodiment of the present application will be described in detail.

[0057] See also Figure 1 , Figure 2 , Fig.10 As shown, the vehicle body front cabin structure 10 according to the embodiment of the present application includes a shock absorber mounting seat 31, a force transmission beam 32 and a stabilizer bar 1, the force transmission beam 32 connects the shock absorber mounting seat 31 and the longitudinal beam, and the stabilizer bar 1 includes a first rod 11, the first rod 11 is extended and arranged along the width direction of the vehicle body, and both ends of the first rod 11 are mounted on the shock absorber mounting seats 31 at the corresponding ends. In other words, one end of the first rod 11 is connected to one shock absorber mounting seat 31, and the other end of the first rod 11 is connected to another shock absorber mounting seat 31.

[0058] Specifically, the energy absorption box 53 is used to absorb at least a portion of the collision energy. The longitudinal beam extends along the length direction of the vehicle body, and the end of the longitudinal beam facing the front of the vehicle is connected to the energy absorption box 53. When the front cabin structure 10 of the vehicle body encounters bumps or minor collisions during operation, the energy absorption box 53 absorbs at least a portion of the collision energy. As the first line of defense, it effectively reduces the collision force borne by subsequent structures. The longitudinal beam extends along the length direction of the vehicle body and is connected to the energy absorption box 53. Part of the collision energy not absorbed by the energy absorption box 53 is transferred to the longitudinal beam. The longitudinal beam can not only transfer the absorbed collision energy backward and send it to the shock absorber mounting seat 31 through the force transmission beam 32, but also further absorb and disperse the energy during the transmission process. The force transmission beam 32 connects the shock absorber mounting seat 31 and the longitudinal beam, and can reasonably guide the collision force to be transmitted between different components, ensuring that the collision energy is effectively transmitted from the longitudinal beam to the shock absorber mounting seat 31, so that various components can work together to give full play to the role of energy absorption and energy dispersion. The first rod 11 of the stabilizer bar 1 extends along the width direction of the vehicle body and is installed on the shock absorber mounting seat 31, which disperses part of the collision force transmitted from the longitudinal beam in the width direction of the vehicle body and transmits it to other components (such as the front panel 41 of the vehicle 100) to avoid excessive local force.

[0059] As a result, the energy absorption box 53, the longitudinal beam, the shock absorber mounting seat 31, the force transmission beam 32 and the stabilizer bar 1 are interconnected to form an organic whole structure, so that each component can absorb part of the collision energy and support each other when subjected to force, providing a stable and continuous force transmission path for the vehicle body front cabin structure 10, and there will be no dispersion of force transmission effect, thereby improving the overall ability of the vehicle body front cabin structure 10 to absorb collision energy and enhancing the overall stability of the vehicle body front cabin structure 10.

[0060] In the related art, when a vehicle collides, the colliding side lacks a force transmission path after being impacted, the force transmission is discontinuous, the force transmission effect is dispersed, and sufficient collision energy cannot be absorbed, resulting in serious damage to the vehicle's passenger compartment and posing a safety risk.

[0061] According to the vehicle body front cabin structure 10 of the embodiment of the present application, the shock absorber mounting seat 31, the force transmission beam 32 and the stabilizer bar 1 are interconnected to form an organic whole structure, so that each component can absorb part of the collision energy and support each other when subjected to force, providing a stable and continuous force transmission path for the vehicle body front cabin structure 10, and the force transmission effect will not be dispersed, thereby improving the overall ability of the vehicle body front cabin structure 10 to absorb collision energy, avoiding serious damage to the passenger compartment 30 of the vehicle 100, and enhancing the overall stability of the vehicle body front cabin structure 10.

[0062] Optionally, the two ends of the first rod 11 and the shock absorber mounting seat 31 may be mounted by bolt connection, rivet connection, snap connection, welding, etc. Figure 1In the example, the first rod 11 and the shock absorber mounting seat 31 are connected by bolt connection.

[0063] Optionally, the force transmission beam 32 and the longitudinal beam may be connected by welding (eg, spot welding), bolt connection, rivet connection, etc.

[0064] Optionally, the connection relationship between the force transmission beam 32 and the shock absorber mounting seat 31 can be riveted connection, bolted connection, snap-fit ​​connection, welding, etc.

[0065] In some embodiments, the shock absorber mounting seat 31 is a cast aluminum part, and the shock absorber mounting seat 31 has reinforcing ribs.

[0066] In the embodiments of this application, see Figure 2 , Fig.10 As shown, the longitudinal beam includes a first longitudinal beam 21, one end of the first longitudinal beam 21 facing the front of the vehicle is connected to the energy absorption box 53, and the force transmission beam 32 connects the shock absorber mounting seat 31 and the first longitudinal beam 21. Specifically, when the front cabin structure 10 of the vehicle body is subjected to the collision force, the energy absorption box 53 absorbs part of the collision energy and transmits the remaining collision force to the first longitudinal beam 21. The first longitudinal beam 21 can not only transmit the absorbed collision energy backward and send it to the shock absorber mounting seat 31 through the force transmission beam 32, but also further absorb and disperse the energy during the transmission process. The first rod 11 of the stabilizer bar 1 disperses part of the collision force transmitted from the shock absorber mounting seat 31 in the width direction of the vehicle body and transmits it to other parts (such as the front panel 41 of the vehicle 100) to avoid excessive local force.

[0067] Optionally, the force transmission beam 32 and the first longitudinal beam 21 may be connected by welding (eg, spot welding), bolt connection, rivet connection, etc.

[0068] In some embodiments, the first longitudinal beam 21 is suitable for connecting to the A-pillar 20 of the vehicle 100. On a plane perpendicular to the front and rear directions of the vehicle body, the cross-section of the first longitudinal beam 21 is roughly "mouth"-shaped. The first longitudinal beam 21 has a certain curvature, and the front end of the first longitudinal beam 21 is lower than the rear end of the first longitudinal beam 21, so that the front end of the first longitudinal beam 21 can transfer the collision force backward and upward to the A-pillar 20.

[0069] Optionally, the first longitudinal beam 21 and the A-pillar 20 may be connected by welding (eg, spot welding), bolting, rivet connection, etc.

[0070] In some embodiments, on a plane perpendicular to the length direction of the force transmission beam 32 , the cross section of the force transmission beam 32 is a “U”-shaped cross section.

[0071] In the embodiments of this application, see Figure 1 , Figure 2 , Fig.10As shown, the vehicle body front cabin structure 10 further includes a front panel 41, and the stabilizer bar 1 further includes a second rod 12, the second rod 12 is located on the side of the first rod 11 facing the rear of the vehicle, the first rod 11 is spaced from the second rod 12, and the second rod 12 is installed on the front panel 41. Specifically, the front panel 41 is located on the side of the energy absorption box 53 facing the rear of the vehicle, and the second rod 12 of the stabilizer bar 1 is installed on the front panel 41, so that the overall structural integrity of the vehicle body front cabin structure 10 is improved, and the transmission path of the collision force on the vehicle body front cabin structure 10 is made more stable and continuous. Through the energy absorption box 53, the longitudinal beam, the shock absorber mounting seat 31 and the force transmission beam 32 and the stabilizer bar 1, the collision force borne by the front panel 41 is reduced by means of energy absorption, dispersion, etc., so that the parts of the vehicle body front cabin structure 10 are prevented from directly squeezing the front panel 41 to cause partial deformation of the front panel 41, and the instrument panel is prevented from intruding too much to harm the passenger compartment 30, thereby reducing the deformation of the passenger compartment 30 and protecting the safety of the passengers in the passenger compartment 30.

[0072] In the embodiments of this application, see Figure 2 , Figure 7 As shown, the vehicle body front cabin structure 10 further includes a stabilizer bar connecting plate 6, and the second rod 12 is mounted on the front panel 41 through the stabilizer bar connecting plate 6. Specifically, the stabilizer bar connecting plate 6 makes the connection between the second rod 12 and the front panel 41 more stable. During the driving process of the vehicle 100, the stabilizer bar connecting plate 6 can effectively prevent the second rod 12 from loosening or shifting from the front panel 41, thereby ensuring that the stabilizer bar 1 can stably perform its function and maintain the integrity of the vehicle body front cabin structure 10.

[0073] In the embodiments of this application, see Figure 2 , Figure 7 As shown, the stabilizer bar connecting plate 6 includes a connecting plate body 61, a first connecting flange 62 and a second connecting flange 63, the first connecting flange 62 and the second connecting flange 63 are both connected to the connecting plate body 61, and the first connecting flange 62 and the second connecting flange 63 are both connected to the front panel 41, and the connecting plate body 61 is connected to the second rod 12. Specifically, the stabilizer bar connecting plate 6 is connected to the front panel 41 through the first connecting flange 62 and the second connecting flange 63, and is connected to the second rod 12 in the stabilizer bar 1 through the connecting plate body 61, so that the connection between the stabilizer bar 1 and the front panel 41 is more stable, and the problems of looseness and displacement between the stabilizer bar connecting plate 6 and the front panel 41 or the second rod 12 are effectively prevented, and the stabilizer bar connecting plate 6 is ensured to be firmly fixed at the corresponding position, so as to ensure the normal function of the stabilizer bar 1.

[0074] Optionally, the first connection flange 62 and the front panel 41 may be connected by welding (eg, spot welding), bolting, etc. Similarly, the second connection flange 63 and the front panel 41 may be connected by welding (eg, spot welding), bolting, etc.

[0075] Optionally, the connection between the connecting plate body 61 and the second rod 12 may be a bolt connection, a rivet connection, a snap connection, or the like.

[0076] In the embodiments of this application, see Figure 2 , Figure 7 As shown, the vehicle body front cabin structure 10 further includes a first pillar 42 and a second pillar 43, wherein the first pillar 42 is connected to the stabilizer bar connecting plate 6, and the first pillar 42 is also connected to the front panel 41, and the second pillar 43 is connected to the stabilizer bar connecting plate 6, and the first pillar 42 is also connected to the front panel 41, and the second pillar 43 is spaced apart from the first pillar 42. Specifically, through the connection of the first pillar 42 with the stabilizer bar connecting plate 6 and the front panel 41, the connection of the second pillar 43 with the stabilizer bar connecting plate 6 and the front panel 41, and the spaced apart first pillar 42 and second pillar 43, the first pillar 42, the second pillar 43, the front panel 41 and the stabilizer bar connecting plate 6 form a stable support structure, which can effectively resist deformation, enhance the rigidity of the front panel 41, maintain the stability of the vehicle body front cabin structure 10, and improve the handling performance of the vehicle 100 when the vehicle 100 is driving.

[0077] Optionally, the first column 42 and the stabilizer bar connecting plate 6 may be connected by welding (eg, spot welding), rivet connection, bolt connection, etc.

[0078] Optionally, the second column 43 and the stabilizer bar connecting plate 6 may be connected by welding (eg, spot welding), rivet connection, bolt connection, etc.

[0079] Optionally, the first pillar 42 and the front panel 41 may be connected by welding (eg, spot welding), rivet connection, bolt connection, etc.

[0080] Optionally, the second pillar 43 and the front panel 41 may be connected by welding (eg, spot welding), rivet connection, bolt connection, etc.

[0081] In the embodiments of this application, see Figure 2 , Figure 7 , Figure 8 As shown, the stabilizer bar connecting plate 6 connects the first column 42 and the second column 43, and the first column 42, the stabilizer bar connecting plate 6 and the second column 43 form an "H"-shaped structure. Specifically, the first column 42 and the second column 43 are important vertical support structures of the front panel 41. After being connected by the stabilizer bar connecting plate 6 to form an "H"-shaped structure, the stability of the front panel 41 is further strengthened, and when facing external forces (such as collision forces), they can better share and resist, avoid excessive deformation or damage in some parts, and ensure the safety of the passenger compartment 30.

[0082] In some embodiments, in a plane perpendicular to the left - right direction of the vehicle body, the cross - section of the stabilizer bar connecting plate 6 is in a "ji" shape.

[0083] In some embodiments, in a plane perpendicular to the up - down direction of the vehicle body, the cross - section of the first upright column 42 is in a "ji" shape.

[0084] In some embodiments, in a plane perpendicular to the up - down direction of the vehicle body, the cross - section of the second upright column 43 is in a "ji" shape.

[0085] In other words, referring to Figure 2 、 Figure 7 As shown, the cross - section of at least one of the stabilizer bar connecting plate 6, the first upright column 42 and the second upright column 43 is in a "ji" shape. Specifically, when subjected to bending forces (such as the bending moment generated by the torsional force during the driving of the vehicle 100 or the impact force during a collision), the upper and lower edges of the "ji" - shaped cross - section structure can effectively resist tensile and compressive stresses, and the middle part is similar to multiple small support beams, providing support for the upper and lower edges, enhancing the overall bending strength, maintaining the shape stability of the stabilizer bar connecting plate 6, the first upright column 42 and the second upright column 43, and thus maintaining the overall stability of the front cabin structure 10 of the vehicle body.

[0086] In the embodiments of the present application, referring to Figure 2 As shown, the front cabin structure 10 of the vehicle body further includes a first wheelhouse connecting plate 33. The first longitudinal beam 21 is arranged above the first wheelhouse connecting plate 33, and the shock absorber mounting seat 31 is connected to the first wheelhouse connecting plate 33. Specifically, the first wheelhouse connecting plate 33 and the shock absorber mounting seat 31 are connected to form a more stable structural relationship. The first wheelhouse connecting plate 33 and the shock absorber mounting seat 31 can bear forces together, effectively avoiding relative displacement or loosening due to uneven force, maintaining the relative position stability between them, ensuring the integrity of the front cabin structure 10 of the vehicle body, and further improving the overall stability of the vehicle 100.

[0087] Optionally, the connection manner between the shock absorber mounting seat 31 and the first wheelhouse connecting plate 33 can be riveting connection, bolt connection, welding, etc.

[0088] In the embodiments of the present application, referring to Figure 2As shown, the vehicle body front cabin structure 10 further includes a wheel house second connecting plate 34, which is located on the side of the wheel house first connecting plate 33 facing the rear of the vehicle, and the shock absorber mounting seat 31 is connected to the wheel house second connecting plate 34. Specifically, the wheel house second connecting plate 34 and the shock absorber mounting seat 31 are connected to form a more stable structural relationship, and the wheel house second connecting plate 34 and the shock absorber mounting seat 31 can be coordinated to bear force, effectively avoiding relative displacement or looseness due to uneven force, maintaining the relative position between them stable, ensuring the integrity of the vehicle body front cabin structure 10, and thus improving the overall stability of the vehicle 100.

[0089] Optionally, the shock absorber mounting seat 31 and the second connecting plate 34 of the wheel cover can be connected by riveting, bolting, welding, etc.

[0090] In the embodiments of this application, see Figure 2 As shown, the shock absorber mounting seat 31 is connected to the first longitudinal beam 21. Specifically, in the event of a collision of the vehicle 100, the shock absorber mounting seat 31 is connected to the first longitudinal beam 21, so that part of the collision force received by the energy absorbing box 53 can be transmitted to the shock absorber mounting seat 31 through the first longitudinal beam 21, and then transmitted from the shock absorber mounting seat 31 to the stabilizer bar 1, providing a continuous and stable transmission path for the collision force, and preventing the force transmission effect from being dispersed, thereby improving the overall ability of the vehicle body front cabin structure 10 to absorb collision energy and enhancing the overall stability of the vehicle body front cabin structure 10.

[0091] Optionally, the shock absorber mounting seat 31 and the first longitudinal beam 21 may be connected by riveting, bolting, welding, etc.

[0092] In the embodiments of this application, see Figure 2 , Fig.10 As shown, the longitudinal beam includes a second longitudinal beam 22, and one end of the second longitudinal beam 22 facing the front of the vehicle is connected to the energy absorption box 53, and the second longitudinal beam 22 is connected to the front panel 41. Specifically, when the vehicle 100 collides, the energy absorption box 53 first absorbs part of the collision energy, and the second longitudinal beam 22 is connected to the energy absorption box 53, providing a new transmission channel for the collision force, that is, part of the collision force of the energy absorption box 53 is directly transmitted to the front panel 41 through the second longitudinal beam 22. Compared with a single force transmission path, this allows the collision force to be transmitted to various components of the vehicle body front cabin structure 10 in a more dispersed manner, avoiding the problem of excessive local stress caused by energy concentration on a certain path. At the same time, the second longitudinal beam 22 is connected to the front panel 41, so that the second longitudinal beam 22 can support the front panel 41 during the collision. The second longitudinal beam 22 buffers part of the collision energy through its own energy absorption and force transmission characteristics, preventing the front panel 41 from excessively deforming and invading the passenger compartment 30, thereby protecting the passengers in the vehicle 100 from injury.

[0093] In some embodiments, on a plane perpendicular to the front-rear direction of the vehicle body, the cross-section of the second longitudinal beam 22 is a “U” shape, and the length extension direction of the second longitudinal beam 22 is consistent with the length direction of the vehicle 100 .

[0094] Optionally, the connection relationship between the second longitudinal beam 22 and the front panel 41 can be welding (such as welding point connection), bolt connection, rivet connection, etc.

[0095] In the embodiments of this application, see Figure 2 , Fig.10 As shown, the second longitudinal beam 22 is connected to the shock absorber mounting seat 31. Specifically, when the vehicle 100 collides, the energy absorbing box 53 first absorbs part of the collision energy, and the second longitudinal beam 22 is connected to the shock absorber mounting seat 31, providing another new transmission channel for the collision force, that is, part of the collision force of the energy absorbing box 53 is transmitted to the shock absorber mounting seat 31 through the second longitudinal beam 22, and part of the collision force received by the shock absorber mounting seat 31 is directly transmitted to the front panel 41 through the stabilizer bar 1, and the collision force can be transmitted to various components of the vehicle body front cabin structure 10 in a more dispersed manner, avoiding the problem of excessive local stress caused by energy concentration on a certain path.

[0096] Optionally, the shock absorber mounting seat 31 and the second longitudinal beam 22 may be connected by riveting, bolting, welding, etc.

[0097] In the embodiments of this application, see Figure 2 , Fig.10 As shown, the vehicle body front cabin structure 10 further includes a longitudinal beam connecting plate 51, and the first longitudinal beam 21 and the second longitudinal beam 22 are both connected to the longitudinal beam connecting plate 51. Specifically, the longitudinal beam connecting plate 51 connects the first longitudinal beam 21 and the second longitudinal beam 22 together to form a more stable structural system, which can effectively prevent the first longitudinal beam 21 and the second longitudinal beam 22 from being relatively displaced or loosened during the driving process of the vehicle 100, maintain the integrity of the vehicle body front cabin structure 10, and improve the overall rigidity and stability of the vehicle 100.

[0098] Optionally, the first longitudinal beam 21 and the longitudinal beam connecting plate 51 may be connected by welding (eg, seam welding), bolting, rivet connection, etc.

[0099] Optionally, the second longitudinal beam 22 and the longitudinal beam connecting plate 51 may be connected by welding (eg, seam welding), bolting, rivet connection, etc.

[0100] In the embodiments of this application, see Figure 2 , Fig.10As shown, the front cabin structure 10 of the vehicle body further includes an energy-absorbing box mounting plate 52. The energy-absorbing box 53 is mounted on the energy-absorbing box mounting plate 52, and the energy-absorbing box mounting plate 52 is connected to the longitudinal beam connecting plate 51. Specifically, compared with connecting the energy-absorbing box 53 only to the second longitudinal beam 22, in this application, the energy-absorbing box 53 is mounted on the energy-absorbing box mounting plate 52, and the energy-absorbing box mounting plate 52 is further connected to the longitudinal beam connecting plate 51. The energy-absorbing box 53 can be set wider in the vehicle body length direction (i.e., Figure 2 the front-rear direction in

[0101] Optionally, the connection manner between the energy-absorbing box 53 and the energy-absorbing box mounting plate 52 can be welding (such as seam welding connection), bolt connection, rivet connection, etc.

[0102] Optionally, the connection manner between the energy-absorbing box mounting plate 52 and the longitudinal beam connecting plate 51 can be bolt connection, welding, rivet connection. For example, bolt holes are designed at the edges of the energy-absorbing box mounting plate 52 and the longitudinal beam connecting plate 51, and the energy-absorbing box mounting plate 52 and the longitudinal beam connecting plate 51 are connected through the cooperation of bolts and bolt holes.

[0103] In some embodiments, in a plane perpendicular to the front-rear direction of the vehicle body, the cross-section of the energy-absorbing box 53 is in the shape of a "field" or a "day".

[0104] In the embodiments of this application, referring to Figure 2 、 Fig.10 As shown, one end of the first longitudinal beam 21 facing the front of the vehicle is at least partially oppositely arranged to the energy-absorbing box 53, and one end of the second longitudinal beam 22 facing the front of the vehicle is at least partially oppositely arranged to the energy-absorbing box 53. In other words, in the vehicle body width direction, the energy-absorbing box 53 is wider and can be at least partially oppositely arranged to at least a part of the first longitudinal beam 21 and at least a part of the second longitudinal beam 22 simultaneously. Specifically, when the vehicle 100 has a frontal collision, the collision force comes from the front of the vehicle head. The structure in which the energy-absorbing box 53 is at least partially oppositely arranged to the front ends of the first longitudinal beam 21 and the second longitudinal beam 22 enables the collision force to be naturally received by the first longitudinal beam 21 and the second longitudinal beam 22 from the energy-absorbing box 53, avoiding the collision energy being concentrated only on the energy-absorbing box 53. Thus, the collision energy can be absorbed more comprehensively and effectively, reducing the transmission of the collision energy to the rear of the vehicle 100 and better protecting the safety of the passenger compartment 30.

[0105] In the embodiments of this application, referring to Figure 2 、 Figure 3 , Fig.10 As shown, the vehicle body front cabin structure 10 also includes: a force transmission and energy absorption component, which connects the longitudinal beam and the subframe. Specifically, the force transmission and energy absorption component connects the longitudinal beam and the subframe, so that the collision energy can be effectively transmitted between the longitudinal beam and the subframe. When the vehicle 100 collides, the collision energy absorbed by the longitudinal beam can be transmitted to the subframe through the force transmission and energy absorption component, further expanding the transmission path of the collision energy, avoiding the energy concentration in a certain local area, and thus improving the absorption capacity of the entire vehicle structure to the collision energy.

[0106] In the embodiments of this application, see Figure 2-Figure 4 , Figure 6 As shown, the force transmission and energy absorption component includes a longitudinal beam profile 71 and a longitudinal beam pusher 73. The longitudinal beam profile 71 is located at the end of the longitudinal beam facing the front of the vehicle, the longitudinal beam is connected to the longitudinal beam profile 71, and the longitudinal beam pusher 73 is connected to the longitudinal beam profile 71. The longitudinal beam pusher 73 is suitable for connecting to the subframe. Specifically, when the vehicle 100 has a frontal collision, since the longitudinal beam profile 71 is located at the end of the longitudinal beam facing the front of the vehicle, the longitudinal beam profile 71 is squeezed to increase energy absorption. At the same time, the longitudinal beam is connected to the longitudinal beam profile 71, which drives the longitudinal beam to bend, thereby dividing the collision force into the longitudinal direction of the vehicle body (i.e. Figure 2 front-to-back direction) and body width direction (i.e. Figure 2 The two parts of the left and right directions reduce the length of the vehicle body (i.e. Figure 2 The longitudinal beam pusher 73 is squeezed to increase energy absorption, thereby reducing the impact of the collision energy on the key components of the vehicle 100 and the passenger compartment 30. The longitudinal beam pusher 73 is connected to the subframe mounting plate, driving the subframe to deform and absorb energy, thereby reducing the impact of the collision energy on the key components of the vehicle 100 and the passenger compartment 30.

[0107] Optionally, the second longitudinal beam 22 and the longitudinal beam profile 71 may be connected by bolt connection, rivet connection, snap connection, welding, etc. Figure 2 In the example, the second longitudinal beam 22 is connected to the longitudinal beam profile 71 by bolts.

[0108] In the embodiments of this application, see Figure 2-Figure 6As shown, the vehicle body front cabin structure 10 further includes a longitudinal beam sealing plate 72, which is connected to the first longitudinal beam 21, and the longitudinal beam sealing plate 72 is connected to the second longitudinal beam 22, and the longitudinal beam sealing plate 72 at least partially surrounds the longitudinal beam profile 71. Specifically, the longitudinal beam sealing plate 72 enhances the bending and torsion resistance of the first longitudinal beam 21 and the second longitudinal beam 22, and prevents the first longitudinal beam 21 and the second longitudinal beam 22 from excessive deformation. When the vehicle 100 collides, the longitudinal beam sealing plate 72 can assist the first longitudinal beam 21 and the second longitudinal beam 22 in dispersing the collision force generated by the collision of the vehicle 100, and avoids the first longitudinal beam 21 and the second longitudinal beam 22 from being damaged due to excessive local stress.

[0109] Optionally, the longitudinal beam cover plate 72 and the first longitudinal beam 21 may be connected by welding (eg, spot welding), bolting, rivet connection, etc.

[0110] Optionally, the longitudinal beam cover plate 72 and the second longitudinal beam 22 may be connected by welding (eg, spot welding), bolting, rivet connection, etc.

[0111] exist Figure 2 In the example, the longitudinal beam cover plate 72 and the first longitudinal beam 21, and the longitudinal beam cover plate 72 and the second longitudinal beam 22 are all welded and fixed.

[0112] In the embodiments of this application, see Figure 2-Figure 6 As shown, the longitudinal beam pusher 73 is located below the longitudinal beam cover plate 72, and the longitudinal beam pusher 73, the longitudinal beam cover plate 72 and the longitudinal beam profile 71 are connected by fasteners. Specifically, the longitudinal beam pusher 73, the longitudinal beam cover plate 72 and the longitudinal beam profile 71 can work together to deform and absorb energy, thereby reducing the impact of collision energy on key components of the vehicle 100 and the passenger compartment 30.

[0113] Optionally, the longitudinal beam pusher 73, the longitudinal beam cover plate 72 and the longitudinal beam profile 71 may be connected by bolt connection, rivet connection, snap connection, welding, etc.

[0114] In the embodiments of this application, see Figure 2-Figure 6 As shown, at least one of the longitudinal beam pusher 73, the longitudinal beam profile 71 and the longitudinal beam cover 72 is suitable for collapsing and absorbing energy when subjected to collision force. Specifically, when the vehicle 100 collides, at least one of the longitudinal beam pusher 73, the longitudinal beam profile 71 and the longitudinal beam cover 72 can collapse and absorb energy, which forms a multi-stage energy absorption mechanism, which can more effectively consume collision energy, reduce the energy transmitted to the rear of the vehicle and the passenger compartment, and greatly improve the energy absorption effect of the front cabin structure of the vehicle body.

[0115] In the embodiments of this application, see Figure 2 , Fig.10 As shown, there are two second longitudinal beams 22, and both second longitudinal beams 22 are along the length direction of the vehicle body (i.e. Figure 2 extends in the front-rear direction and is spaced apart in the vehicle body width direction (i.e., Figure 2 the left-right direction in the figure), and the vehicle body front compartment structure 10 further includes a powertrain 8, and the powertrain 8 is disposed between two second longitudinal beams 22. Specifically, the spaced arrangement of the two second longitudinal beams 22 facilitates the arrangement of other components (such as the powertrain 8, etc.) in the front compartment, making the layout of the entire power system more regular and compact, which is beneficial to the production and assembly of the vehicle 100 and later maintenance.

[0116] In an embodiment of the present application, referring to Figure 2 as shown, the vehicle body front compartment structure 10 further includes a bumper beam 54, and the bumper beam 54 is disposed on the side facing the front of the energy absorption box 53, and the bumper beam 54 is connected to the energy absorption box 53. Specifically, when the vehicle 100 has a frontal collision, the bumper beam 54, as the foremost protective component, first bears and disperses the collision force, and the bumper beam 54 transmits the force to the energy absorption box 53. The energy absorption box 53 further absorbs energy through its own collapse, deformation, etc., and can more effectively reduce the transmission of the collision energy to the rear of the vehicle body, protecting the key components of the vehicle 100 and the occupant compartment 30, thereby greatly reducing the transmission of the collision energy to the rear of the vehicle 100, reducing the deformation of the occupant compartment 30, and better protecting the safety of the occupants in the occupant compartment 30.

[0117] Optionally, the connection manner between the energy absorption box 53 and the bumper beam 54 can be welding (such as seam welding connection), bolt connection, rivet connection, etc.

[0118] In some embodiments, the energy absorption box 53 and the bumper beam 54 are located at the front end of the radiator of the vehicle 100.

[0119] In some embodiments, in a plane perpendicular to the vehicle body left-right direction, the cross-section of the bumper beam 54 is approximately "eye" shaped, and the bumper beam 54 is designed as an arc-shaped cross beam in the vehicle body width direction of the vehicle 100, and the height of the bumper beam 54 is close to the height of the distal ends of the first longitudinal beam 21 and the second longitudinal beam 22 away from the occupant compartment 30.

[0120] In an embodiment of the present application, referring to Figure 1 、 Figure 2As shown, the stabilizer bar 1 also includes a connecting rod 13, the connecting rod 13 connects the first rod 11 and the second rod 12, and a collapse structure 131 is provided on the connecting rod 13. Specifically, when the vehicle 100 collides, the structure of connecting the first rod 11 and the second rod 12 through the connecting rod 13 provides an effective dispersion transmission path for the collision force, thereby better protecting other key structures of the vehicle 100 and reducing the degree of damage to the vehicle 100 in the collision. The collapse structure 131 provided on the connecting rod 13 will deform and collapse when the stabilizer bar 1 is subjected to a large collision force, absorbing at least a part of the collision energy, thereby effectively buffering the impact of the collision force on other structures of the vehicle body. When the stabilizer bar 1 is installed in the front cabin of the vehicle body, the stabilizer bar 1 can prevent the front panel 41 from partially invading the passenger compartment 30 too much, thereby effectively ensuring the safety of the passenger compartment 30 and reducing the deformation of the passenger compartment 30. At the same time, the stabilizer bar 1 connects the first rod 11 and the second rod 12 through the connecting rod 13, ensuring the stability of the stabilizer bar 1 structure and improving the NVH performance (noise, vibration and harshness) of the vehicle 100.

[0121] The stabilizer bar 1 can also be used as a bracket to install other parts, reducing the number and assembly process of other parts of the vehicle 100. For example, the first rod 11 of the stabilizer bar 1 can be used as a crossbeam of the vehicle 100 to enhance the stability of the vehicle 100, disperse the load and provide a foundation for the installation of other parts of the vehicle 100 (such as engine brackets, parts of the suspension system, etc.).

[0122] Optionally, the stabilizer bar 1 is an integral cast aluminum part.

[0123] Alternatively, the stabilizer bar 1 may also be a welded component, the first bar 11 and the connecting bar 13 are connected by welding, and the second bar 12 and the connecting bar 13 are connected by welding.

[0124] In the related art, when a vehicle collides, the stabilizer bar cannot absorb enough collision energy after being impacted, resulting in excessive partial intrusion of the front panel into the passenger compartment, causing serious damage to the passenger compartment of the vehicle. According to the stabilizer bar 1 of the embodiment of the present application, the first rod 11 and the second rod 12 are connected by a connecting rod 13, and the connecting rod 13 is provided with a collapse structure 131. When the vehicle 100 collides, the stabilizer bar 1 is subjected to collision energy, and the collapse structure 131 on the connecting rod 13 can absorb at least a part of the collision energy by collapsing. When the stabilizer bar 1 is installed on the front compartment structure 10 of the vehicle body, the first rod 11 and the second rod 12 can maintain a relatively stable positional relationship, and the stress is coordinated by the collapse structure 131 of the connecting rod 13, so that the stabilizer bar 1 plays a good supporting and protective role, thereby effectively alleviating the impact on the passenger compartment 30.

[0125] In some embodiments of the present application, see Figure 1As shown, there are multiple connecting rods 13. Thus, the multiple connecting rods 13 connect the first rod 11 and the second rod 12 more tightly together to form a more stable frame structure. When the vehicle 100 collides, the multiple connecting rods 13 can disperse and transfer the collision force borne by the first rod 11 to the second rod 12 through multiple paths, and the collapse structure 131 on the multiple connecting rods 13 can absorb more collision energy through collapse deformation, thereby improving the overall load-bearing capacity and stability of the stabilizer bar 1, and further ensuring the safety of the vehicle 100.

[0126] Optionally, the connecting rods 13 may be two, three, four or more. Figure 1 As shown, there are two connecting rods 13.

[0127] In the embodiments of this application, see Figure 1 , Figure 2 As shown, the distance between the crush structure 131 and the first rod 11 is not greater than the distance between the crush structure 131 and the second rod 12. In other words, the crush structure 131 is located in the middle of the connecting rod 13, or the crush structure 131 is arranged close to the first rod 11, so that when the vehicle collides, the collision force from the collision side (usually the front of the vehicle) is first transmitted to the first rod 11 of the stabilizer bar 1, and the crush structure 131 can timely and effectively participate in the crush energy absorption process. Compared with the case where the crush structure 131 is far away from the first rod 11, this layout can more directly convert the collision energy into the deformation energy of the crush structure 131, improve the energy absorption efficiency, and effectively reduce the collision energy transmitted to other parts of the vehicle body.

[0128] In some embodiments of the present application, see Figure 1 As shown, the collapse structure 131 is a collapse hole. Therefore, the collapse hole allows the collapse process of the stabilizer bar 1 to be predicted in advance when it is subjected to a collision force, ensuring that the collision energy is effectively absorbed, while avoiding the collision from causing additional damage to other key components of the vehicle 100. In addition, the collapse hole has a simple structure and is relatively easy to process and shape.

[0129] In some embodiments not shown in the figure, the collapse structure 131 is a thinning structure. Therefore, the thinning structure can reduce the amount of material used without affecting the overall performance of the stabilizer bar 1, thereby achieving lightweight of the stabilizer bar 1.

[0130] In some embodiments not shown in the figures, the collapsed structure 131 is a combination of a collapsed hole and a thinned structure.

[0131] In the embodiments of this application, see Figure 1As shown, the crush structure 131 includes a crush hole, and the number of the crush holes on each connecting rod 13 is one or more. Specifically, one or more crush holes are provided on each connecting rod 13, providing multiple absorption paths for collision energy. During the collision process of the vehicle 100, the crush holes at different positions can be deformed simultaneously or sequentially, dispersing the collision energy to multiple local areas for absorption, more effectively utilizing the material and space of the crush structure 131, and improving the energy absorption efficiency.

[0132] Optionally, the number of collapse holes on each connecting rod 13 may be one, two, three, four or more.

[0133] In the embodiments of this application, see Figure 1 As shown, there are multiple connecting rods 13, and the multiple connecting rods 13 are spaced between the first rod 11 and the second rod 12. Specifically, during the actual driving process of the vehicle 100, the vehicle 100 may encounter various complex force conditions, such as collision forces of different directions and magnitudes, bump impact forces from the road surface, and lateral forces and inertial forces generated when the vehicle 100 turns, accelerates, and brakes. The multiple spaced connecting rods 13 can sense and transmit these forces from multiple directions and angles, so that the stabilizer bar 1 can flexibly adjust its own force distribution according to the actual force conditions, better adapt to complex and changeable working conditions, and improve the handling performance and driving stability of the vehicle 100.

[0134] In the embodiments of this application, see Figure 1 , Figure 2 As shown, the connecting rod 13 is in the length direction of the vehicle body (i.e. Figure 2 Specifically, the connecting rod 13 is obliquely arranged between the first rod 11 and the second rod 12. When the collision force acts on the connecting rod 13, the connecting rod 13 can decompose the force in a direction that is more conducive to the structure of the stabilizer bar 1 to bear and disperse the force, thereby effectively transmitting the collision force to other parts of the vehicle 100, reducing the direct impact of the collision on the key area of ​​the vehicle 100, and improving the overall collision safety of the vehicle 100.

[0135] In the embodiments of this application, see Figure 1As shown, the stabilizer bar 1 includes at least two connecting rods 13, and the distance between the two connecting rods 13 at one end close to the first rod 11 is greater than the distance between the two connecting rods 13 at one end close to the second rod 12. Specifically, the intersection point of the first rod 11 and one of the connecting rods 13 is A, and the intersection point of the first rod 11 and the other connecting rod 13 is B. The length between the intersection point A and the intersection point B is about 1 / 3 of the total length of the first rod 11. The line segment between the intersection point A and the intersection point B on the first rod 11 and the second rod 12 and the two connecting rods 13 form a trapezoidal structure, and the distance between the two connecting rods 13 gradually decreases as they gradually approach the second rod 12. When the vehicle 100 encounters a collision, the collision force in front of the vehicle is first transmitted to the first rod 11 of the stabilizer bar 1. Since the two connecting rods 13 are spaced farther apart at one end close to the first rod 11, the collision force can be more widely distributed on the two connecting rods 13, thereby avoiding excessive concentration of the collision force in a local area, improving the force-bearing capacity of the stabilizer bar 1 at the initial stage of a collision, and reducing the risk of damage or failure of the stabilizer bar 1 due to local overload, thus laying a good foundation for subsequent force transmission and dispersion.

[0136] In the embodiments of this application, see Figure 1 As shown, the stabilizer bar 1 is an integrated structure. Specifically, the integrated structure eliminates the weak links caused by the connection of multiple components, so that the overall strength and rigidity of the stabilizer bar 1 are significantly improved. During the driving process of the vehicle, whether it is subjected to the impact force generated by road bumps or subjected to huge external forces during a collision, the stabilizer bar 1 with an integrated structure can better maintain its shape, is not prone to deformation or damage, and ensures the stability and controllability of the vehicle.

[0137] In the embodiments of this application, see Figure 1 As shown, the stabilizer bar 1 has a plurality of mounting holes 14, and the mounting holes 14 are arranged on at least one of the first rod 11, the connecting rod 13 and the second rod 12. Specifically, the functional requirements of different vehicles are different, and the design of the mounting holes 14 provides the possibility of meeting personalized requirements. Different components can be installed on the mounting holes 14 according to actual needs, which greatly expands the functions of the vehicle 100.

[0138] Optionally, the mounting holes can be used to connect components such as a brake fluid pot, a worm gear heat shield, an air conditioning pipe bracket, a wiring harness bracket, and an air conditioning valve body.

[0139] In the embodiment of the present application, the vehicle body front cabin structure 10 has multiple force transmission paths when subjected to collision force, including at least the first force transmission path, the second force transmission path, the third force transmission path, the fourth force transmission path, the fifth force transmission path, the sixth force transmission path, the seventh force transmission path and the eighth force transmission path. Among them, the first force transmission path is the energy absorption box 53-first longitudinal beam 21-force transmission beam 32-shock absorber mounting seat 31-stabilizer bar 1-front panel 41; the second force transmission path is the energy absorption box 53-first longitudinal beam 21-force transmission beam 32-shock absorber mounting seat 31-wheel cover first connecting plate 33 or wheel cover second connecting plate 34; the third force transmission path is the energy absorption box 53-first longitudinal beam 21-shock absorber mounting seat 31-stabilizer bar 1-front panel 41; the fourth force transmission path is the energy absorption box 53-first longitudinal beam 21-shock absorber mounting seat 31-wheel cover first connecting plate 33 or wheel cover second connecting plate 34. The fifth force transmission path is energy absorption box 53-second longitudinal beam 22-front panel 41; the sixth force transmission path is energy absorption box 53-second longitudinal beam 22-shock absorber mounting seat 31-wheel cover first connecting plate 33 or wheel cover second connecting plate 34; the seventh force transmission path is energy absorption box 53-second longitudinal beam 22-shock absorber mounting seat 31-stabilizer bar 1-front panel 41; the eighth force transmission path is energy absorption box 53-longitudinal beam-force transmission and energy absorption component-subframe.

[0140] See also Fig. 9 , Fig.10 As shown, a vehicle 100 according to another embodiment of the present application includes the above-mentioned vehicle body front cabin structure 10.

[0141] According to the vehicle 100 of the embodiment of the present application, its vehicle body front cabin structure 10 is interconnected through the shock absorber mounting seat 31, the force transmission beam 32 and the stabilizer bar 1 to form an organic whole structure, so that each component can absorb part of the collision energy and support each other when subjected to force, providing a stable and continuous force transmission path for the vehicle body front cabin structure 10, and there will be no dispersion of the force transmission effect, thereby improving the overall ability of the vehicle body front cabin structure 10 to absorb collision energy, avoiding serious damage to the passenger compartment 30 of the vehicle 100, and enhancing the overall stability of the vehicle body front cabin structure 10.

[0142] In the embodiments of this application, see Figure 2 , Fig.10 As shown, the vehicle 100 further includes an A-pillar and a passenger compartment 30 . The first longitudinal beam 21 is connected to the A-pillar 20 . The passenger compartment 30 is located on a side of the front panel 41 facing the rear of the vehicle.

[0143] In the description of the present application, it should be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0144] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0145] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification.

[0146] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle body front cabin structure (10), characterized in that: include: Shock absorber mounting seat (31); A force transmission beam (32), wherein the force transmission beam (32) connects the shock absorber mounting seat (31) and the longitudinal beam; A stabilizer bar (1), the stabilizer bar (1) comprising a first bar (11), the first bar (11) extending along the width direction of the vehicle body, and the two ends of the first bar (11) being mounted on the shock absorber mounting seats (31) at the corresponding ends.

2. The vehicle body front compartment structure (10) according to claim 1, characterized in that: The longitudinal beam comprises: A first longitudinal beam (21), wherein one end of the first longitudinal beam (21) facing the front of the vehicle is connected to an energy absorption box (53), and the force transmission beam (32) connects the shock absorber mounting seat (31) and the first longitudinal beam (21).

3. The vehicle body front compartment structure (10) according to claim 2, characterized in that: The vehicle body front cabin structure (10) further comprises a front panel (41), and the stabilizer bar (1) further comprises a second bar (12), the second bar (12) being located on the side of the first bar (11) facing the rear of the vehicle, the first bar (11) being spaced apart from the second bar (12), and the second bar (12) being mounted on the front panel (41).

4. The vehicle body front compartment structure (10) according to claim 3, characterized in that: The vehicle body front cabin structure (10) further comprises a stabilizer bar connecting plate (6), and the second bar (12) is mounted on the front panel (41) via the stabilizer bar connecting plate (6).

5. The vehicle body front compartment structure (10) according to claim 4, characterized in that: The stabilizer bar connecting plate (6) comprises a connecting plate body (61), a first connecting flange (62) and a second connecting flange (63), wherein the first connecting flange (62) and the second connecting flange (63) are both connected to the connecting plate body (61), and the first connecting flange (62) and the second connecting flange (63) are both connected to the front panel (41), and the connecting plate body (61) is connected to the second rod (12).

6. The vehicle body front compartment structure (10) according to claim 4, characterized in that: The vehicle body front compartment structure (10) further includes: A first column (42), the first column (42) being connected to the stabilizer bar connecting plate (6), and the first column (42) being also connected to the front wall plate (41); and A second column (43), the second column (43) is connected to the stabilizer bar connecting plate (6), the first column (42) is also connected to the front panel (41), and the second column (43) is spaced apart from the first column (42).

7. The vehicle body front compartment structure (10) according to claim 6, characterized in that: The stabilizing rod connecting plate (6) connects the first column (42) and the second column (43); the first column (42), the stabilizing rod connecting plate (6) and the second column (43) form an "H"-shaped structure.

8. The vehicle body front compartment structure (10) according to claim 6, characterized in that: The cross section of at least one of the stabilizing rod connecting plate (6), the first column (42) and the second column (43) is in the shape of a Chinese character "J".

9. The vehicle body front compartment structure (10) according to claim 2, characterized in that: The vehicle body front compartment structure (10) further includes a first wheel housing connecting plate (33), the first longitudinal beam (21) is arranged above the first wheel housing connecting plate (33), and the shock absorber mounting seat (31) is connected to the first wheel housing connecting plate (33).

10. The vehicle body front compartment structure (10) according to claim 9, characterized in that: The vehicle body front compartment structure (10) also includes a wheel cover second connecting plate (34), which is located on the side of the wheel cover first connecting plate (33) facing the rear of the vehicle, and the shock absorber mounting seat (31) is connected to the wheel cover second connecting plate (34).

11. The vehicle body front compartment structure (10) according to claim 2, characterized in that: The shock absorber mounting seat (31) is connected to the first longitudinal beam (21).

12. The vehicle body front compartment structure (10) according to claim 3, characterized in that: The longitudinal beam comprises: a second longitudinal beam (22); an end of the second longitudinal beam (22) facing the front of the vehicle is connected to the energy absorption box (53); and the second longitudinal beam (22) is connected to the front panel (41).

13. The vehicle body front compartment structure (10) according to claim 12, characterized in that: The second longitudinal beam (22) is connected to the shock absorber mounting seat (31).

14. The vehicle body front compartment structure (10) according to claim 12, characterized in that: The vehicle body front cabin structure (10) further comprises a longitudinal beam connecting plate (51), and the first longitudinal beam (21) and the second longitudinal beam (22) are both connected to the longitudinal beam connecting plate (51).

15. The vehicle body front compartment structure (10) according to claim 14, characterized in that: The vehicle body front cabin structure (10) further comprises an energy absorption box mounting plate (52), the energy absorption box (53) is mounted on the energy absorption box mounting plate (52), and the energy absorption box mounting plate (52) is connected to the longitudinal beam connecting plate (51).

16. The vehicle body front compartment structure (10) according to claim 15, characterized in that: An end of the first longitudinal beam (21) facing the front of the vehicle is at least partially disposed opposite to the energy absorption box (53), and an end of the second longitudinal beam (22) facing the front of the vehicle is at least partially disposed opposite to the energy absorption box (53).

17. The vehicle body front cabin structure (10) according to claim 12, characterized in that: The vehicle body front cabin structure (10) further comprises: a force transmission and energy absorption component, wherein the force transmission and energy absorption component connects the longitudinal beam and the subframe.

18. The vehicle body front compartment structure (10) according to claim 17, characterized in that: The force transmission and energy absorption component comprises: A longitudinal beam profile (71), the longitudinal beam profile (71) being located at one end of the longitudinal beam facing the front of the vehicle, and the longitudinal beam being connected to the longitudinal beam profile (71); A longitudinal beam pusher (73), the longitudinal beam pusher (73) is connected to the longitudinal beam profile (71), and the longitudinal beam pusher (73) is suitable for connecting to a sub-frame.

19. The vehicle body front compartment structure (10) according to claim 18, characterized in that: The vehicle body front compartment structure (10) also includes a longitudinal beam sealing plate (72), wherein the longitudinal beam sealing plate (72) is connected to the first longitudinal beam (21), the longitudinal beam sealing plate (72) is connected to the second longitudinal beam (22), and the longitudinal beam sealing plate (72) at least partially surrounds the longitudinal beam profile (71).

20. The vehicle body front compartment structure (10) according to claim 19, characterized in that: The longitudinal beam pusher (73) is located below the longitudinal beam sealing plate (72), and the longitudinal beam pusher (73), the longitudinal beam sealing plate (72) and the longitudinal beam profile (71) are connected via fasteners.

21. The vehicle body front compartment structure (10) according to claim 19, characterized in that: At least one of the longitudinal beam pusher (73), the longitudinal beam profile (71) and the longitudinal beam cover plate (72) is suitable for collapsing and absorbing energy when subjected to collision force.

22. The vehicle body front cabin structure (10) according to any one of claims 12 to 21, characterized in that: There are two second longitudinal beams (22), and the two second longitudinal beams (22) extend along the length direction of the vehicle body and are spaced apart in the width direction of the vehicle body. The vehicle body front cabin structure (10) also includes a power assembly (8), and the power assembly (8) is arranged between the two second longitudinal beams (22).

23. The vehicle body front compartment structure (10) according to claim 2, characterized in that: The vehicle body front cabin structure (10) further comprises an anti-collision beam (54), wherein the anti-collision beam (54) is arranged on a side of the energy absorption box (53) facing the front of the vehicle, and the anti-collision beam (54) is connected to the energy absorption box (53).

24. The vehicle body front compartment structure (10) according to claim 3, characterized in that: The stabilizing rod (1) further comprises a connecting rod (13), wherein the connecting rod (13) connects the first rod (11) and the second rod (12), and a collapse structure (131) is provided on the connecting rod (13).

25. The vehicle body front compartment structure (10) according to claim 24, characterized in that: The distance between the collapse structure (131) and the first rod (11) is not greater than the distance between the collapse structure (131) and the second rod (12).

26. The vehicle body front compartment structure (10) according to claim 24, characterized in that: The collapsed structure (131) includes a collapsed hole and / or a thinned structure.

27. The vehicle body front compartment structure (10) according to claim 26, characterized in that: The collapse structure (131) comprises collapse holes, and the number of the collapse holes on each of the connecting rods (13) is one or more.

28. The vehicle body front compartment structure (10) according to claim 24, characterized in that: There are a plurality of connecting rods (13), and the plurality of connecting rods (13) are spaced apart between the first rod (11) and the second rod (12).

29. The vehicle body front compartment structure (10) according to claim 24, characterized in that: The angle between the connecting rod (13) and the length direction of the vehicle body is an acute angle.

30. The vehicle body front compartment structure (10) according to claim 29, characterized in that: The stabilizing rod (1) comprises at least two connecting rods (13), and the distance between the two connecting rods (13) at one end close to the first rod (11) is greater than the distance between the two connecting rods (13) at one end close to the second rod (12).

31. The vehicle body front compartment structure (10) according to claim 24, characterized in that: The stabilizer bar (1) is an integrated structure.

32. The vehicle body front compartment structure (10) according to claim 24, characterized in that: The stabilizing rod (1) has a plurality of mounting holes (14), and the mounting holes (14) are arranged on at least one of the first rod (11), the connecting rod (13) and the second rod (12).

33. A vehicle (100), characterized in that: The vehicle body front compartment structure (10) comprises any one of claims 1-32.

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