Front cabin structure and vehicle

Abstract

The invention discloses a forecabin structure which comprises a longitudinal beam, the longitudinal beam comprises a left longitudinal beam and a right longitudinal beam, a first containing area is formed between the left longitudinal beam and the right longitudinal beam, and the first containing area is used for installing power equipment of a vehicle; the left longitudinal beam comprises a first part and a second part which are connected with each other, and / or the right longitudinal beam comprises a first part and a second part which are connected with each other; wherein the strength of the second part is smaller than that of the first part; when the longitudinal beams are subjected to external force, the left longitudinal beam and / or the right longitudinal beam are / is deformed inwards in the width direction of the vehicle so as to limit displacement of the power equipment towards a passenger compartment. According to the invention, the power equipment can be effectively prevented from moving towards the passenger compartment, so that the invasion amount of the power equipment to the passenger compartment is reduced, and the collision safety of the vehicle is improved to a great extent.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to a front cabin structure and a vehicle. Background Art

[0002] The collision safety requirements for vehicles in various countries around the world are becoming increasingly strict. When a vehicle is collided, the intrusion amount of power equipment in the front cabin structure into the passenger cabin is the key research content. However, the existing technology cannot well reduce the intrusion amount of power equipment into the passenger cabin. Therefore, it is necessary to optimize the front cabin structure. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, an object of the present invention is to provide a front cabin structure, which can, when subjected to an external force, utilize the deformation of the longitudinal beam to limit the displacement of the power equipment towards the passenger cabin, so as to reduce the intrusion amount of the power equipment into the passenger cabin.

[0004] A second object of the present invention is to provide a vehicle.

[0005] To achieve the above object, the present invention adopts the following technical solutions:

[0006] An embodiment of the first aspect of the present invention provides a front cabin structure, including: a longitudinal beam, the longitudinal beam includes a left longitudinal beam and a right longitudinal beam arranged at intervals in the width direction of the vehicle, a first accommodating area is formed between the left longitudinal beam and the right longitudinal beam, and the first accommodating area is used for installing the power equipment of the vehicle; the left longitudinal beam includes a first part and a second part connected to each other, and / or, the right longitudinal beam includes a first part and a second part connected to each other; wherein, the strength of the second part is less than that of the first part; when the longitudinal beam is subjected to an external force, the left longitudinal beam and / or the right longitudinal beam deform inward in the width direction of the vehicle to limit the displacement of the power equipment towards the passenger cabin.

[0007] According to the front cabin structure of the embodiment of the present invention, when the longitudinal beam is subjected to an external force, such as hitting a barrier, the left and right longitudinal beams will deform inward in the width direction of the vehicle, and then clamp the power equipment, which can effectively limit the movement of the power equipment towards the passenger cabin, so as to reduce the intrusion amount of the power equipment into the passenger cabin, and greatly improve the collision safety of the vehicle.

[0008] In some embodiments, the second part is configured to deform when the longitudinal beam is subjected to an external force, and the second part includes a collapse hole and / or a collapse rib provided on the longitudinal beam.

[0009] In some embodiments, the second part is configured to deform when the longitudinal beam is subjected to an external force, and the second part includes a concave surface provided on the longitudinal beam and recessed towards the power equipment.

[0010] In some embodiments, the longitudinal beam includes an inner panel and an outer panel, and the concave surface includes a first concave surface formed on the outer panel, and the first concave surface is concave towards the power device.

[0011] In some embodiments, the longitudinal beam further includes a first reinforcing member disposed between the inner panel and the outer panel; the concave surface includes a second concave surface formed on the first reinforcing member, and the second concave surface is concave towards the power device. Along the width direction of the vehicle, at least a part of the first concave surface overlaps with the second concave surface.

[0012] In some embodiments, the longitudinal beam further includes a second reinforcing member disposed between the inner panel and the outer panel. Along the length direction of the vehicle, the second reinforcing member is disposed in front of the first reinforcing member, and the strength of the second reinforcing member is less than the strength of the first reinforcing member.

[0013] In some embodiments, the second reinforcing member includes a first plate body, a second plate body, and a third plate body that are sequentially disposed and connected along the length direction of the vehicle; the first plate body and the third plate body extend along the width direction of the vehicle, and the second plate body extends along the length direction of the vehicle; the first plate body has a first weakening hole penetrating therethrough, and the second plate body has a second weakening hole penetrating therethrough.

[0014] In some embodiments, the longitudinal beam further includes a third reinforcing member disposed between the inner panel and the outer panel. Along the length direction of the vehicle, the third reinforcing member, the second reinforcing member, and the first reinforcing member are sequentially arranged, and the strength of the third reinforcing member is less than the strength of the second reinforcing member.

[0015] In some embodiments, the front cabin structure further includes a shock tower housing. Along the height direction of the vehicle, the shock tower housing has a first overlapping edge and a second overlapping edge, the length of the first overlapping edge is greater than the length of the second overlapping edge, and there are two first overlapping edges. Along the length direction of the vehicle, the second overlapping edge is disposed between the two first overlapping edges; the first overlapping edge is connected to a first part of the longitudinal beam, and the second overlapping edge is connected to the edge of the longitudinal beam.

[0016] In some embodiments, the front cabin structure further includes a subframe. The subframe is connected to the longitudinal beam. Along the length direction of the vehicle, the subframe is sequentially provided with a first connecting member and a second connecting member. The first connecting member is connected to the longitudinal beam, and the second connecting member is adapted to be connected to the power device; wherein, the strength of the first connecting member is less than the strength of the second connecting member.

[0017] In some embodiments, along the length direction of the vehicle, the first connecting member is successively provided with a first reinforcing rib and a second reinforcing rib, and the strength of the first reinforcing rib is less than that of the second reinforcing rib.

[0018] In some embodiments, the front cabin structure further includes a main anti-collision beam, a main energy absorption box, and a support plate. The main anti-collision beam is connected to the longitudinal beam through the main energy absorption box. Along the width direction of the vehicle, first stabilizing members extend from both ends of the main anti-collision beam. The first stabilizing members are disposed outside the main energy absorption box and are inclined with respect to the main energy absorption box. Along the length direction of the vehicle, the support plate is disposed on a surface of the main energy absorption box facing the longitudinal beam and connects the longitudinal beam and the main energy absorption box respectively. The support plate extends outward along the width direction of the vehicle. Wherein, the main energy absorption box, the support plate, and the first stabilizing members cooperate to form a first energy absorption space.

[0019] In some embodiments, the first stabilizing member includes a first plate surface and a second plate surface extending along the height direction of the vehicle. A plurality of third plate surfaces are disposed between the first plate surface and the second plate surface. Any one of the third plate surfaces connects the first plate surface and the second plate surface. The plurality of third plate surfaces form a plurality of energy absorption structures with triangular cross-sections between the first plate surface and the second plate surface.

[0020] In some embodiments, the front cabin structure further includes a secondary anti-collision beam and a secondary energy absorption box. Along the height direction of the vehicle, the secondary anti-collision beam is disposed below the main anti-collision beam. The secondary anti-collision beam is connected to the subframe through the secondary energy absorption box. A front-end module and a second stabilizing member are disposed between the secondary anti-collision beam and the subframe. The second stabilizing member connects the front-end module and the subframe respectively and is inclined with respect to the secondary energy absorption box. Wherein, the secondary energy absorption box, the front-end module, and the second stabilizing member cooperate to form a second energy absorption space.

[0021] An embodiment of the second aspect of the present invention provides a vehicle, including the front cabin structure described in the above embodiments.

[0022] For the vehicle according to the embodiment of the present invention, when the longitudinal beam is subjected to an external force, such as hitting a wall barrier, the longitudinal beam will deform between the left and right longitudinal beams, and then clamp the power device, which can effectively limit the movement of the power device towards the passenger compartment, so as to reduce the intrusion amount of the power device into the passenger compartment, and greatly improve the collision safety of the vehicle.

[0023] In some embodiments, the vehicle includes a power device, the power device is arranged between the left and right longitudinal beams of the vehicle, and the power device is disposed on the subframe. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] To more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0025] Figure 1 Schematic diagram of a longitudinal beam according to an embodiment of the present invention;

[0026] Figure 2 Exploded view of a longitudinal beam according to an embodiment of the present invention;

[0027] Figure 3 Schematic diagram of a second reinforcing member according to an embodiment of the present invention;

[0028] Figure 4 Schematic diagram of a shock tower package according to an embodiment of the present invention;

[0029] Figure 5 Partial schematic diagram of a front cabin structure according to some embodiments of the present invention;

[0030] Figure 6 Schematic diagram of a subframe according to some embodiments of the present invention;

[0031] Figure 7 For Figure 6 Partial schematic diagram;

[0032] Figure 8 Partial schematic diagram of a front cabin structure according to some embodiments of the present invention;

[0033] Figure 9 For Figure 8 Partial schematic diagram;

[0034] Figure 10 Partial schematic diagram of a front cabin structure according to some embodiments of the present invention;

[0035] Figure 11 Partial schematic diagram of a front cabin structure according to some embodiments of the present invention;

[0036] Figure 12 Top view of a front cabin structure according to some embodiments of the present invention;

[0037] Figure 13 Bottom view of a front cabin structure according to some embodiments of the present invention;

[0038] Figure 14 Schematic diagram of a front cabin structure before collision according to some embodiments of the present invention;

[0039] Figure 15Schematic diagrams of the front cabin structure before and after a collision according to some embodiments of the present invention;

[0040] Figure 16 Side view of the front cabin structure according to some embodiments of the present invention. Figure 17 Schematic diagram of a vehicle according to some embodiments of the present invention.

[0041] Reference numerals:

[0042] 10 - Front cabin structure; 11 - Longitudinal beam; 111 - First part; 112 - Second part; 1121 - First concave surface; 1122 - Second concave surface; 113 - Outer panel; 114 - Inner panel; 115 - First reinforcement; 116 - Second reinforcement; 1161 - First plate body; 11611 - First weakening hole; 1162 - Second plate body; 11621 - Second weakening hole; 1163 - Third plate body; 117 - Third reinforcement; 12 - Shock tower package; 121 - First overlapping edge; 122 - Second overlapping edge; 13 - Subframe; 131 - First connecting member; 1311 - First reinforcing rib; 1312 - Second reinforcing rib; 132 - Second connecting member; 14 - Main anti-collision beam; 15 - Main energy absorption box; 16 - Support plate; 17 - First stabilizer; 171 - First plate surface; 172 - Second plate surface; 173 - Third plate surface; 18 - Sub anti-collision beam; 19 - Sub energy absorption box; 20 - Front-end module; 21 - Second stabilizer;

[0043] 100 - Vehicle; 101 - Power equipment. Detailed implementation manners

[0044] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0045] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "front", "rear", "inner", "outer", etc. is based on the orientation or relative positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying 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 construed as a limitation to the present invention. Without special instructions, in the case of satisfying the relative positional relationship shown in the accompanying drawings, the above-mentioned orientation description can be flexibly set during the actual application process.

[0046] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0047] In the description of the present invention, it should be noted that, unless otherwise clearly defined and limited, the terms "installed", "connected", "connected to", and "communicated with" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection. It may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0048] In the embodiments of the present invention, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, article or device including a series of elements not only includes those elements but also includes other elements not expressly listed, or also includes elements inherent to such process, article or device. Without further limitation, an element defined by the phrase "including one..." does not exclude the existence of additional identical elements in the process, article or device including such element.

[0049] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to mean as an example, illustration or explanation. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present invention should not be construed as being more preferred or having more advantages than other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0050] In the description of this specification, specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner.

[0051] Vehicle collision safety is a comprehensive concept, which involves multiple aspects such as vehicle design, manufacturing, safety technology configuration, and relevant regulatory standards. Its purpose is to maximize the safety of the occupants in the vehicle during a collision. In a frontal collision, generally, the front cabin body of the vehicle is designed to be crushed step by step from front to back, and the key parts absorb energy sufficiently to reduce the intrusion amount of the bulkhead, thereby protecting the safety of the occupants during the collision.

[0052] The following refers to Figures 1-17 Describe the front cabin structure 10 and the vehicle 100 of the embodiments of the present invention.

[0053] Refer toFigures 1-3 , Figures 14-15 As shown in Figures 14-15 , an embodiment of the first aspect of the present invention provides a front cabin structure 10, and the front cabin structure 10 includes:

[0054] Longitudinal beams 11, the longitudinal beams 11 include a left longitudinal beam and a right longitudinal beam arranged at intervals in the width direction of the vehicle 100, and a first accommodation area is formed between the left longitudinal beam and the right longitudinal beam, and the first accommodation area is used for installing the power equipment 101 of the vehicle 100; the longitudinal beams 11, the longitudinal beams 11 include a left longitudinal beam and a right longitudinal beam arranged at intervals in the width direction of the vehicle 100, and a first accommodation area is formed between the left longitudinal beam and the right longitudinal beam, and the first accommodation area is used for installing the power equipment 101 of the vehicle 100; the left longitudinal beam includes a first part 111 and a second part 112 connected to each other, and / or, the right longitudinal beam includes a first part 111 and a second part 112 connected to each other; wherein, the strength of the second part 112 is less than the strength of the first part 111; when the longitudinal beam 11 is subjected to an external force, the left longitudinal beam and / or the right longitudinal beam deform inward in the width direction of the vehicle 100 to limit the displacement of the power equipment 101 towards the passenger compartment.

[0055] By inducing the longitudinal beam 11 to deform inward, the longitudinal beam 11 clamps or abuts against the power equipment 101, restricting the displacement of the power equipment 101 towards the passenger compartment, so as to reduce the intrusion amount into the passenger compartment during a collision and better protect the safety of the occupants.

[0056] Specifically, the longitudinal beam 11 includes the main body of the longitudinal beam 11. In the embodiment of the present invention, a deformation structure that can induce the longitudinal beam 11 to deform inward in the width direction of the vehicle 100 is provided on the main body of the longitudinal beam 11, and this deformation structure is the second part 112. It can be understood that the other beam bodies on the main body of the longitudinal beam 11 except the deformation structure, that is, the second part 112, are the first part 111; it can be understood that in order to make the longitudinal beam 11 deform inward in the width direction of the vehicle 100 when subjected to an external force, it is necessary to design the second part 112 on the longitudinal beam 11, and the strength of the second part 112 is less than the strength of the first part 111, so that the longitudinal beam 11 can deform at the second part 112 and thus clamp the power equipment 101.

[0057] Such as Figure 14 , Figure 15As shown, the power device 101 is disposed in the first accommodating area formed by the opposite left and right longitudinal beams. There is a certain distance L1 between the longitudinal beam 11 and the power device 101. L1 allows the longitudinal beam 11 to deform without affecting the normal functions of the vehicle 100. L1 can be any value within the range of 15 mm - 25 mm. Preferably, L1 is 15 mm. When the longitudinal beam 11 is induced by an external force, such as when the vehicle 100 impacts a barrier, the longitudinal beam 11 deforms inward along the width direction of the vehicle 100. When L1 is 0 or a negative number, the longitudinal beam 11 tightly clamps the power device 101, restricting the backward movement of the power device 101, thereby reducing the intrusion amount of the power device 101 into the passenger compartment and better protecting the safety of the occupants.

[0058] Specifically, as Figure 1 shown, the longitudinal beam 11 includes a main body portion and a second portion 112. In some embodiments, the second portion 112 includes a crush hole and / or a crush rib provided on the longitudinal beam 11.

[0059] Specifically, since the strength of the second portion 112 is less than that of the first portion 111, it can be understood that the second portion 112 can be a crush hole or a crush rib on the longitudinal beam 11, or a combination of a crush hole and a crush rib. The number of the crush hole and the crush rib is not limited herein.

[0060] In some embodiments, the second portion 112 includes a concave surface provided on the longitudinal beam 11 and recessed toward the power device 101.

[0061] Specifically, since the strength of the second portion 112 is less than that of the first portion 111, it can be understood that the overall strength of the longitudinal beam 11 cannot be too weak. Therefore, as Figure 1 shown, the second portion 112 can be a concave surface on the longitudinal beam 11. It can be understood that the concave surface is a complete structure. Compared with the crush hole, the strength of the concave surface is slightly greater than that of the crush hole, which can ensure to a certain extent that when the vehicle 100 is impacted, the longitudinal beam 11 will not break at the crush part and cannot fully participate in energy absorption. In addition, the concave surface of the present invention is recessed toward the power device 101, further restricting the deformation direction of the longitudinal beam 11, enabling the longitudinal beam 11 to clamp the power device 101 during deformation, restricting the backward movement of the power device 101, thereby reducing the intrusion amount of the power device 101 into the passenger compartment and better protecting the safety of the occupants.

[0062] In some embodiments, the longitudinal beam 11 includes an inner panel 114 and an outer panel 113. The concave surface includes a first concave surface 1121 formed on the outer panel 113, and the first concave surface 1121 is recessed toward the power device 101.

[0063] Specifically, as Figure 2As shown, the longitudinal beam 11 is integrally formed by welding an inner plate 114 and an outer plate 113. A first concave surface 1121 is provided on the outer plate 113. When the outer plate 113 deforms inward under the induction of the first concave surface 1121, it simultaneously drives the inner plate 114 to deform inward, causing the inner plate 114 and the outer plate 113 to deform simultaneously, which is not likely to cause the tearing of the connection point between the inner plate 114 and the outer plate 113, ensuring the integrity of the longitudinal beam 11 under external forces. If the first concave surface 1121 is provided on the inner plate 114, the deformation effect is not good, which will cause the tearing of the connection point between the inner plate 114 and the outer plate 113, and only the inner plate 114 fully participates in the deformation, resulting in insufficient clamping force of the longitudinal beam 11 on the power device 101 and being unable to limit the backward movement of the power device 101 to the maximum extent; the first concave surface 1121 is recessed towards the power device 101, further restricting the deformation direction of the longitudinal beam 11, enabling the longitudinal beam 11 to clamp the power device 101 during deformation and restricting the backward movement of the power device 101, thereby reducing the intrusion amount of the power device 101 into the passenger compartment and better protecting the safety of the occupants.

[0064] In some embodiments, the longitudinal beam 11 further includes a first reinforcing member 115, and the first reinforcing member 115 is disposed between the inner plate 114 and the outer plate 113; the concave surface includes a second concave surface 1122 formed on the first reinforcing member 115, and the second concave surface 1122 is recessed towards the power device 101. Along the width direction of the vehicle 100, the first concave surface 1121 and the second concave surface 1122 at least partially overlap.

[0065] Specifically, as Figure 2 shown, a first reinforcing member 115 is disposed inside the longitudinal beam 11. It can be understood that the overall strength of the longitudinal beam 11 cannot be too weak, so it is necessary to provide the first reinforcing member 115 to ensure the strength of the rear section of the longitudinal beam 11; the first reinforcing member 115 forms a second concave surface 1122. Along the width direction of the vehicle 100, the first concave surface 1121 and the second concave surface 1122 are completely or partially overlapped. The second concave surface 1122 is recessed towards the power device 101. This design can ensure the strength of the longitudinal beam 11 while avoiding the influence of the first reinforcing member 115 on the inward deformation effect of the longitudinal beam 11.

[0066] In some embodiments, the longitudinal beam 11 further includes a second reinforcing member 116, and the second reinforcing member 116 is disposed between the inner plate 114 and the outer plate 113. Along the length direction of the vehicle 100, the second reinforcing member 116 is disposed in front of the first reinforcing member 115, and the strength of the second reinforcing member 116 is less than the strength of the first reinforcing member 115.

[0067] Specifically, as Figure 2As shown, a second reinforcing member 116 is further provided inside the longitudinal beam 11. It can be understood that the design concept of the frontal collision of the vehicle 100 is generally that the front section of the front cabin structure 10 gradually absorbs energy and collapses, and the rear section, that is, the front part of the passenger cabin, has a relatively large strength. In order to enable the front part of the longitudinal beam 11 to fully participate in the collapse and energy absorption, the second reinforcing member 116 with relatively small strength is arranged in front of the first reinforcing member 115 with relatively large strength, that is, along the front-rear direction of the vehicle 100, the second reinforcing member 116 and the first reinforcing member 115 are arranged in sequence. This design can ensure the overall strength of the longitudinal beam 11 while enabling the front part of the longitudinal beam 11 to fully participate in the collapse and energy absorption, and the rear part plays a supporting role, reducing the force transmission between the front bulkhead and the passenger cabin and avoiding harm to the occupants.

[0068] In some embodiments, the second reinforcing member 116 includes a first plate body 1161, a second plate body 1162, and a third plate body 1163 that are sequentially arranged and connected along the length direction of the vehicle 100; the first plate body 1161 and the third plate body 1163 extend along the width direction of the vehicle 100, and the second plate body 1162 extends along the length direction of the vehicle 100; the first plate body 1161 has a first weakening hole 11611 penetrating therethrough, and the second plate body 1162 has a second weakening hole 11621 penetrating therethrough.

[0069] Specifically, as Figure 3 shown, the second reinforcing member 116 is a three-dimensional structure, that is, a buckle-type reinforcing member. The second reinforcing member 116 includes a first plate body 1161, a second plate body 1162, and a third plate body 1163 that are sequentially arranged and connected along the length direction of the vehicle 100. Both the first plate body 1161 and the third plate body 1163 intersect or are perpendicular to the collision direction of the vehicle 100, and the second plate body 1162 is parallel or approximately parallel to the collision direction of the vehicle 100. The first plate body 1161 has a first weakening hole 11611 penetrating therethrough, and the second plate body 1162 has a second weakening hole 11621 penetrating therethrough. It can be understood that the third plate body 1163 is a complete plate body, and its strength is greater than that of the first plate body 1161 and the second plate body 1162, ensuring the strength of the rear part of the longitudinal beam 11. The three-dimensional buckle-type reinforcing member can achieve a better energy absorption effect, enabling the front part of the longitudinal beam 11 to participate in the collapse and energy absorption and avoiding the collision force from being transmitted to the front bulkhead or the passenger cabin.

[0070] In some embodiments, the longitudinal beam 11 further includes a third reinforcing member 117. The third reinforcing member 117 is arranged between the inner plate 114 and the outer plate 113. Along the length direction of the vehicle 100, the third reinforcing member 117, the second reinforcing member 116, and the first reinforcing member 115 are arranged in sequence, and the strength of the third reinforcing member 117 is less than that of the second reinforcing member 116.

[0071] Specifically, as [[ID=!5]] Figure 2As shown, a third reinforcing member 117 is further provided inside the longitudinal beam 11. It can be understood that the front collision design concept of the vehicle 100 is generally that the front section of the front cabin structure 10 gradually absorbs energy and collapses, and the rear section, that is, the occupant compartment and its front part, has greater strength. In order to enable the front part of the longitudinal beam 11 to fully participate in the energy absorption during collapse, the third reinforcing member 117 with the smallest strength and the second reinforcing member 116 with relatively small strength are arranged in front of the first reinforcing member 115 with the greatest strength. That is, along the front-rear direction of the vehicle 100, the third reinforcing member 117, the second reinforcing member 116, and the first reinforcing member 115 are arranged in sequence. This design can ensure the overall strength of the longitudinal beam 11 while enabling the front part of the longitudinal beam 11 to fully participate in the energy absorption during collapse, and the rear part plays a supporting role, reducing the force transmission between the front bulkhead and the occupant compartment and avoiding harm to the occupants.

[0072] In some embodiments, the front cabin structure 10 further includes a shock tower package 12. Along the height direction of the vehicle 100, the shock tower package 12 has a first overlapping edge 121 and a second overlapping edge 122. The length of the first overlapping edge 121 is greater than the length of the second overlapping edge 122. There are two first overlapping edges 121. Along the length direction of the vehicle 100, the second overlapping edge 122 is arranged between the two first overlapping edges 121; the first overlapping edge 121 is connected to the first part 111 of the longitudinal beam 11, and the second overlapping edge 122 is connected to the edge of the longitudinal beam 11.

[0073] Specifically, such as Figure 4 and Figure 5As shown, the longitudinal beam 11 and the shock tower housing 12 are connected by a lapped edge. In the industry, the lapped edge of the shock tower housing 12 is usually designed as a whole lapped edge with equal length. Since the present invention aims to make the longitudinal beam 11 deform inward to limit the rearward movement of the power device 101, it can be understood that the longitudinal beam 11 will drive the shock tower housing 12 connected thereto to participate in the deformation and jointly clamp the power device 101. Since the connection between the shock tower housing 12 and the longitudinal beam 11 is a welded or bolted whole lapped edge with equal length, when inducing the longitudinal beam 11 to deform inward, it is easy to cause separation at the connection, and the shock tower housing 12 cannot fully participate in limiting the rearward movement of the power device 101. Therefore, the present invention designs the lapped edge of the shock tower housing 12 as a first lapped edge 121 and a second lapped edge 122 with unequal lengths. The length of the first lapped edge 121 is greater than that of the second lapped edge 122, and it is bolted to the main body of the longitudinal beam 11. It can be understood that the main body of the longitudinal beam 11 referred to here is the middle part of the width of the longitudinal beam 11 along the height direction of the vehicle 100. The second lapped edge 122 is riveted to the edge of the longitudinal beam 11. Since the bolt connection strength is much greater than the rivet connection strength, the installation area at the bottom of the tower housing can be simplified into a statically indeterminate three-point bending structure. When the shock tower housing 12 is subjected to a bending force in the width direction of the vehicle 100, the areas where the two first lapped edges 121 are located will not fail or have relative sliding, so that the bending amount of the shock tower housing 12 in the width direction of the vehicle 100 is maximized, that is, the shock tower housing 12 deforms inward sufficiently with the longitudinal beam 11 and clamps the power device 101, restricting the rearward movement of the power device 101, thereby reducing the intrusion amount of the power device 101 into the passenger compartment and better protecting the safety of the occupants.

[0074] Further, the second part 112 of the longitudinal beam 11 and the shock tower housing 12 are arranged in corresponding positions. Along the height direction of the vehicle 100, the shock tower housing 12 is located above the second part 112. Along the length direction of the vehicle 100, the shock tower housing 12 and the second part 112 are in the same position. The tangent of the surface of the shock tower housing 12 close to the power device 101 is set at an angle of 75 degrees relative to the horizontal direction. Such a design enables the shock tower housing 12 to deform inward smoothly under the drive of the second part 112 of the longitudinal beam 11, and then clamp the power device 101 to restrict its intrusion amount into the passenger compartment.

[0075] In some embodiments, the front cabin structure 10 further includes a subframe 13. The subframe 13 is connected to the longitudinal beam 11. Along the length direction of the vehicle 100, the subframe 13 is sequentially provided with a first connecting member 131 and a second connecting member 1,32. The first connecting member 131 is connected to the longitudinal beam 11, and the second connecting member 132 is adapted to be connected to the power device 101; wherein, the strength of the first connecting member 131 is less than that of the second connecting member 132.

[0076] Along the length direction of the vehicle 100, a first reinforcing rib 1311 and a second reinforcing rib 1312 are sequentially arranged on the first connecting member 131, and the strength of the first reinforcing rib 1311 is less than that of the second reinforcing rib 1312.

[0077] Specifically, as Figure 6 , Figure 7 , Figure 11 shown, the subframe 13 is connected to the power device 101 through a second connecting member 132. The second connecting member 132 is usually a suspension structure. The subframe 13 is connected to the longitudinal beam 11 through a first connecting member 131. The first connecting member 131 can also be a suspension structure. Along the length direction of the vehicle 100, the first connecting member 131 and the second connecting member 132 are sequentially arranged. When reducing the intrusion of the power device 101 into the passenger compartment in the prior art, the suspension between the power device 101 and the subframe 13 is usually designed to fail or partially fail, so that the power device 101 sinks. However, when the power device 101 includes a horizontally opposed engine, due to the large size of the horizontally opposed engine, it is impossible to design sinking. Therefore, the present invention retains the design of the front suspension failure between the power device 101 and the subframe 13, so that the rear suspension between the power device 101 and the subframe 13 does not fail, that is, the second connecting member 132 does not fail. Further, the present invention designs the suspension between the subframe 13 and the longitudinal beam 11 to fail during a collision, so that the front part of the subframe 13 is fully deformed to absorb energy, and the rear suspension between the power device 101 and the subframe 13, that is, the second connecting member 132, does not fail, restricting the rearward movement of the power device 101 and reducing the intrusion amount into the passenger compartment.

[0078] The strength of the first connecting member 131 is less than that of the second connecting member 132. Specifically, the size of the first connecting member 131 is less than that of the second connecting member 132, or the first connecting member 131 is designed with a crush structure. Both the first connecting member 131 and the second connecting member 132 are connected to the longitudinal beam 11 or the power device 101 through bolts. After the anti-collision beam is completely crushed, the subframe 13 is stressed. A weakening hole is designed at the front end of the subframe 13 to induce the subframe 13 to crush and absorb energy here. As the collision further occurs, the first connecting member 131 is stressed. The first reinforcing rib 1311 is designed to be narrower than the second reinforcing rib 1312, and a middle groove is arranged on the first reinforcing rib 1311 to induce the first connecting member 131 to crush and break from front to back, so that the front part of the subframe 13 fully absorbs energy. When the collision force is transmitted to the second connecting member 132, the bottom shear surface of the second connecting member 132 is designed to be much larger than the bottom shear surface of the first connecting member 131, so as to ensure that the second connecting member 132 does not break and fail, control the rearward movement amount of the power device 101, and thus protect the safety of the occupants.

[0079] In some embodiments, the front cabin structure 10 further includes a main anti-collision beam 14, a main energy-absorbing box 15, and a support plate 16. The main anti-collision beam 14 is connected to the longitudinal beam 11 through the main energy-absorbing box 15. Along the width direction of the vehicle 100, first stabilizing members 17 are extendedly provided at both ends of the main anti-collision beam 14. The first stabilizing members 17 are arranged outside the main energy-absorbing box 15 and are inclined relative to the main energy-absorbing box 15. Along the length direction of the vehicle 100, the support plate 16 is arranged on the side of the main energy-absorbing box 15 facing the longitudinal beam 11 and is respectively connected to the longitudinal beam 11 and the main energy-absorbing box 15. The support plate 16 extends outward along the width direction of the vehicle 100. Wherein, the main energy-absorbing box 15, the support plate 16, and the first stabilizing members 17 cooperate to form a first energy-absorbing space.

[0080] Specifically, as Figure 8 and Figure 9 shown, first stabilizing members 17 are extendedly designed at both ends of the main anti-collision beam 14. The first stabilizing members 17 can be in the shape of a horn structure or the like. The specific shape of the first stabilizing members 17 is not limited herein. The first stabilizing members 17 are inclined relative to the main energy-absorbing box 15. The support plate 16 is arranged within the included angle formed by the longitudinal beam 11 and the main energy-absorbing box 15. It can be understood that the support plate 16 can be configured as an L shape. One plate surface of the support plate 16 is screwed to the longitudinal beam 11, and the opposite plate surface is screwed to the flange of the main energy-absorbing box 15. The main energy-absorbing box 15, the support plate 16, and the first stabilizing members 17 cooperate to form a first energy-absorbing space. Specifically, there is a distance L2 between the first stabilizing members 17 and the support plate 16. L2 can be any value within the range of 50 mm - 60 mm. Preferably, L2 is 60 mm. The front end of the main energy-absorbing box 15 is an arc section. Along the length direction of the vehicle 100, the length of the arc section is L3. L3 can be any value within the range of 100 mm - 120 mm. Preferably, L3 is 100 mm in the present invention. It is designed that L3 is always greater than L2. When the vehicle 100 collides with a barrier, the main anti-collision beam 14 deforms and absorbs energy first. Further, L3 gradually shrinks, and the strength of the main energy-absorbing box 15 gradually increases from its front-end point strength to the full-width strength. Subsequently, due to the existence of a distance L2 between the first stabilizing members 17 and the support plate 16, the main energy-absorbing box 15 will experience a frontal full-width crushing with a distance of L2. As the collision further occurs, the first stabilizing members 17 contact the support plate 16. The main energy-absorbing box 15, the first stabilizing members 17, and the support plate 16 form a stable triangular structure, effectively solving the problem of instability of the main energy-absorbing box 15 during the collision process. And the first stabilizing members 17 also increase the strength of the front section of the vehicle 100. The strength transitions from the full-width strength of the main energy-absorbing box 15 to the sum of the strength of the main energy-absorbing box 15 and the first stabilizing members 17. While controlling the step-by-step crushing of the main anti-collision beam 14, the energy absorption of the front end of the vehicle 100 is increased. It can be understood that the first stabilizing members 17 can be manufactured by an extrusion process, which helps with lightweight design, improves driving economy and the performance of the vehicle 100, and at the same time can enhance the corrosion resistance and safety.

[0081] In some embodiments, the first stabilizer 17 includes a first plate surface 171 and a second plate surface 172 extending along the height direction of the vehicle 100. A plurality of third plate surfaces 173 are provided between the first plate surface 171 and the second plate surface 172. Any one of the third plate surfaces 173 connects the first plate surface 171 and the second plate surface 172. The plurality of third plate surfaces 173 form a plurality of energy-absorbing structures with triangular cross-sections between the first plate surface 171 and the second plate surface 172.

[0082] Specifically, as Figure 9 shown, the first plate surface 171 and the second plate surface 172 of the first stabilizer 17 enclose an energy-absorbing structure, which can be a honeycomb structure composed of a plurality of triangular cross-sections, and has a good energy-absorbing effect.

[0083] In some embodiments, the front cabin structure 10 further includes a secondary anti-collision beam 18 and a secondary energy-absorbing box 19. Along the height direction of the vehicle 100, the secondary anti-collision beam 18 is disposed below the main anti-collision beam 14. The secondary anti-collision beam 18 is connected to the subframe 13 through the secondary energy-absorbing box 19. A front-end module 20 and a second stabilizer 21 are provided between the secondary anti-collision beam 18 and the subframe 13. The second stabilizer 21 is respectively connected to the front-end module 20 and the subframe 13 and is inclined relative to the secondary energy-absorbing box 19. Among them, the secondary energy-absorbing box 19, the front-end module 20, and the second stabilizer 21 cooperate to form a second energy-absorbing space.

[0084] Specifically, as Figure 10 shown, a front-end module 20 is arranged between the secondary anti-collision beam 18 and the subframe 13. The front end of the secondary energy-absorbing box 19 is welded to the secondary anti-collision beam 18, and the rear end is bolted to the subframe 13. The front end of the second stabilizer 21 is bolted to the front-end module 20, and its rear end is bolted to the subframe 13. Inducing holes are provided at the four corners of the secondary energy-absorbing box 19 to make the secondary energy-absorbing box 19 better crushable. The second stabilizer 21 not only increases the strength of the front section of the vehicle 100 but also improves the energy-absorbing effect. Moreover, during the collision, a stable triangular structure is formed among the secondary energy-absorbing box 19, the second stabilizer 21, and the front-end module 20, solving the problem of buckling instability of the secondary energy-absorbing box 19. In addition, the second stabilizer 21 connects the subframe 13 and the vehicle body together, making the integrity of the vehicle body and the subframe 13 better in the early stage of the collision.

[0085] According to the vehicle 100 of the embodiment of the present invention, the vehicle 100 includes the front cabin structure 10 and further includes a power device 101. The power device 101 is arranged between the left and right longitudinal beams of the vehicle 100, and the power device 101 is disposed on the subframe 13.

[0086] Specifically, as Figure 14As shown, the front section of the vehicle 100 is provided with left and right longitudinal beams, and a power device 101 is arranged between the left and right longitudinal beams. In order to further limit the intrusion of the power device 101 into the passenger compartment, when the left and right longitudinal beams are under the action of an external force, such as when the vehicle 100 hits a barrier, the left and right longitudinal beams are induced to deform inward, and then clamp the power device 101, so that the power device 101 cannot move backward, avoiding the problem of casualties caused by the intrusion of the power device 101 into the passenger compartment and improving the safety of the occupants.

[0087] In some embodiments, such as Figures 1-17As shown, the present invention divides the front, middle and rear sections of the front cabin structure 10 of the vehicle 100 into an "energy absorption zone", a "displacement control zone" and a "passenger safety zone" in sequence. The "energy absorption zone" includes the main anti-collision beam 14 assembly and the auxiliary anti-collision beam assembly, the front part of the subframe 13 and the first connecting member 131, and the front part of the longitudinal beam 11; the "displacement control zone" includes the rear part of the subframe 13 and the second connecting member 132, and the middle part of the longitudinal beam 11; and the "passenger safety zone" includes the rear part of the longitudinal beam 11, the front panel and the lower section of the A-pillar. It can be understood that, when a frontal collision occurs at 56 km / h, the main anti-collision beam 14 assembly and the secondary anti-collision beam 18 assembly are stressed first. By setting the first stabilizer 17, the problem of crushing instability of the energy absorption box is effectively solved, and at the same time, the strength of the front section of the front cabin structure 10 is increased, thereby improving the energy absorption effect. The strength of the main anti-collision beam 14 assembly increases gradually, ensuring the stability of gradual crushing from front to back, so that the main anti-collision beam 14 area and the secondary anti-collision beam 18 area can fully absorb energy. As the collision further occurs, the longitudinal beam 11 and the subframe 13 begin to be stressed, and the second reinforcement 116, the first reinforcement 116, and the second reinforcement 117 are successively designed inside the longitudinal beam 11. 15, so that the strength of the longitudinal beam 11 is gradually enhanced from front to back, the crush mode is more stable, and the third reinforcement 117, the second reinforcement 116, and the first reinforcement 115 can fully absorb energy. By designing a weakened hole at the front of the subframe 13 to induce crushing and designing the first connecting member 131 to shear fracture, the subframe 13 is fractured at the weakened hole and the first connecting member 131 to fully absorb energy; at this point, the main anti-collision beam 14 assembly, the secondary anti-collision beam 18 assembly, the longitudinal beam 11, the second reinforcement 116, the first reinforcement 115, the weakened hole of the subframe 13, and the first connecting member 131 together constitute a "full energy absorption zone". During the middle and late stages of a collision, the second portion 112 of the longitudinal beam 11 and the second connector 132 of the subframe 13 begin to bear force. By designing the longitudinal beam 11 to bend inward, the second portion 112 of the longitudinal beam 11 causes the shock absorber tower 12 to bend along with it during the collision. This reduces the distance between the left and right shock absorber towers 12 along the width of the vehicle 100, clamping the rearward-moving power unit 101 and thus controlling its rearward displacement. The strength design of the second connector 132 of the subframe 13 ensures that it does not fail during the collision, thus also controlling the total rearward displacement of the power unit 101. At this point, the second portion 112 of the longitudinal beam 11 and the second connector 132 of the subframe 13 together form a "displacement control zone." By controlling the rearward displacement of the power unit 101, its intrusion into the passenger compartment is effectively reduced, ensuring occupant safety during a collision. In other words, the rear portion of the longitudinal beam 11 and the front panel together form the "occupant safety zone." The sufficient energy absorption design of the front section of the front cabin structure 10 and the displacement control design of the middle section not only ensure the stability of the deformation mode of each component during a frontal collision, but also protect the safety of the occupants during the collision to the greatest extent.

[0088] It is understandable that all the rotatable connections mentioned in the present invention may be conventional rotatable connection structures such as pins and sleeves.

[0089] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. 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.

[0090] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A front cabin structure (10), characterized in that, Comprising: Longitudinal beams (11), the longitudinal beams (11) including a left longitudinal beam and a right longitudinal beam arranged at intervals in the width direction of the vehicle (100), a first accommodating area being formed between the left longitudinal beam and the right longitudinal beam, the first accommodating area being used for installing the power equipment (101) of the vehicle (100); The left longitudinal beam includes a connected first part (111) and second part (112), and / or, the right longitudinal beam includes a connected first part (111) and second part (112); wherein, the strength of the second part (112) is less than the strength of the first part (111); when an external force acts on the longitudinal beam (11), the left longitudinal beam and / or the right longitudinal beam deforms inwards in the width direction of the vehicle (100) to limit the displacement of the power equipment (101) towards the passenger compartment.

2. The front cabin structure (10) according to claim 1, characterized in that, The second part (112) is configured to deform when an external force acts on the longitudinal beam (11), the second part (112) including a crush hole and / or a crush rib provided on the longitudinal beam (11).

3. The front cabin structure (10) according to claim 1, characterized in that, The second part (112) is configured to deform when an external force acts on the longitudinal beam (11), the second part (112) including a concave surface provided on the longitudinal beam (11) and recessed towards the power equipment (101).

4. The front cabin structure (10) according to claim 3, characterized in that, The longitudinal beam (11) includes an inner panel (114) and an outer panel (113), the concave surface including a first concave surface (1121) formed on the outer panel (113), the first concave surface (1121) being recessed towards the power equipment (101).

5. The front cabin structure (10) according to claim 4, characterized in that, The longitudinal beam (11) further includes a first reinforcing member (115), the first reinforcing member (115) being provided between the inner panel (114) and the outer panel (113); the concave surface includes a second concave surface (1122) formed on the first reinforcing member (115), the second concave surface (1122) being recessed towards the power equipment (101), and in the width direction of the vehicle (100), the first concave surface (1121) and the second concave surface (1122) at least partially overlap.

6. The front cabin structure (10) according to claim 5, characterized in that, The longitudinal beam (11) further includes a second reinforcing member (116), the second reinforcing member (116) being provided between the inner panel (114) and the outer panel (113), in the length direction of the vehicle (100), the second reinforcing member (116) being provided in front of the first reinforcing member (115), and the strength of the second reinforcing member (116) being less than the strength of the first reinforcing member (115).

7. The front cabin structure (10) according to claim 6, characterized in that, The second reinforcing member (116) includes a first plate body (1161), a second plate body (1162) and a third plate body (1163) which are sequentially arranged and connected along the length direction of the vehicle (100); the first plate body (1161) and the third plate body (1163) extend along the width direction of the vehicle (100), and the second plate body (1162) extends along the length direction of the vehicle (100); the first plate body (1161) has a first weakening hole (11611) penetrating therethrough, and the second plate body (1162) has a second weakening hole (11612) penetrating therethrough.

8. The front cabin structure (10) according to claim 6, characterized in that, The longitudinal beam (11) further includes a third reinforcing member (117), the third reinforcing member (117) is disposed between the inner plate (114) and the outer plate (113), along the length direction of the vehicle (100), the third reinforcing member (117), the second reinforcing member (116) and the first reinforcing member (115) are sequentially arranged, and the strength of the third reinforcing member (117) is less than the strength of the second reinforcing member (116).

9. The front cabin structure (10) according to claim 1, characterized in that, The front cabin structure (10) further includes a shock absorber tower package (12), along the height direction of the vehicle (100), the shock absorber tower package (12) has a first overlapping edge (121) and a second overlapping edge (122), the length of the first overlapping edge (121) is greater than the length of the second overlapping edge (122), there are two first overlapping edges (121), along the length direction of the vehicle (100), the second overlapping edge (122) is disposed between the two first overlapping edges (121); the first overlapping edge (121) is connected to the first part (111) of the longitudinal beam (11), and the second overlapping edge (122) is connected to the edge of the longitudinal beam (11).

10. The front cabin structure (10) according to claim 1, characterized in that, The front cabin structure (10) further includes a subframe (13), the subframe (13) is connected to the longitudinal beam (11), along the length direction of the vehicle (100), the subframe (13) is sequentially provided with a first connecting member (131) and a second connecting member (132), the first connecting member (131) is connected to the longitudinal beam (11), and the second connecting member (132) is adapted to be connected to the power device (101); wherein, the strength of the first connecting member (131) is less than the strength of the second connecting member (132).

11. The front cabin structure (10) according to claim 10, characterized in that, Along the length direction of the vehicle (100), the first connecting member (131) is sequentially provided with a first reinforcing rib (1311) and a second reinforcing rib (1312), and the strength of the first reinforcing rib (1311) is less than the strength of the second reinforcing rib (1312).

12. The front cabin structure (10) according to claim 1, characterized in that, The front cabin structure (10) further includes a main anti-collision beam (14), a main energy absorption box (15), and a support plate (16). The main anti-collision beam (14) is connected to the longitudinal beam (11) through the main energy absorption box (15). Along the width direction of the vehicle (100), first stabilizing members (17) are extendedly provided at both ends of the main anti-collision beam (14). The first stabilizing members (17) are arranged outside the main energy absorption box (15) and are inclined with respect to the main energy absorption box (15). Along the length direction of the vehicle (100), the support plate (16) is arranged on the side of the main energy absorption box (15) facing the longitudinal beam (11), and is respectively connected to the longitudinal beam (11) and the main energy absorption box (15). The support plate (16) extends outward along the width direction of the vehicle (100). Wherein, the main energy absorption box (15), the support plate (16), and the first stabilizing members (17) cooperate to form a first energy absorption space.

13. The front cabin structure (10) according to claim 12, characterized in that, The first stabilizing member (17) includes a first plate surface (171) and a second plate surface (172) that extend along the height direction of the vehicle (100). A plurality of third plate surfaces (173) are arranged between the first plate surface (171) and the second plate surface (172). Any one of the third plate surfaces (173) is connected to the first plate surface (171) and the second plate surface (172). The plurality of third plate surfaces (173) form a plurality of energy absorption structures with triangular cross-sections between the first plate surface (171) and the second plate surface (172).

14. The front cabin structure (10) according to claim 1, characterized in that, The front cabin structure (10) further includes a secondary anti-collision beam (18) and a secondary energy absorption box (19). Along the height direction of the vehicle (100), the secondary anti-collision beam (18) is arranged below the main anti-collision beam (14). The secondary anti-collision beam (18) is connected to the subframe (13) through the secondary energy absorption box (19). A front end module (20) and a second stabilizing member (21) are arranged between the secondary anti-collision beam (18) and the subframe (13). The second stabilizing member (21) is respectively connected to the front end module (20) and the subframe (13), and is inclined with respect to the secondary energy absorption box (19). Wherein, the secondary energy absorption box (19), the front end module (20), and the second stabilizing member (21) cooperate to form a second energy absorption space.

15. A vehicle (100), characterized in that, The vehicle (100) includes the front cabin structure (10) according to any one of claims 1-14.

16. The vehicle (100) according to claim 15, characterized in that, The vehicle (100) includes a power device (101). The power device (101) is arranged between the left and right longitudinal beams (11) of the vehicle (100), and the power device (101) is arranged on the subframe (13).

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