Reinforcing structure of passenger compartment
By designing a lower crossbeam assembly, a front wall panel assembly and reinforcement components into the passenger compartment reinforcement structure, and utilizing a multi-cavity structure to disperse and absorb collision energy, the problem of the inability to effectively disperse collision energy in existing technologies is solved, achieving more comprehensive safety protection and comfort improvement.
Patent Information
- Application Number
- CN202511029427.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-24
- Publication Date
- 2025-09-19
AI Technical Summary
The existing passenger compartment reinforcement structure is unable to effectively disperse and absorb collision energy when the collision barrier passes over the vehicle's front hood area, causing the collision force to be directly transmitted to the passenger compartment, increasing the risk of occupant injury.
A passenger compartment reinforcement structure was designed, including a lower crossbeam assembly, a front wall panel assembly and a reinforcement component. It is connected to the front wall panel assembly through a first front extension reinforcement plate and extends along the length of the vehicle. The second front extension reinforcement plate extends upward to form multiple cavities to disperse and absorb collision energy and optimize the energy transfer path.
Effectively disperse and absorb collision energy, reduce the transmission of collision energy to the passenger compartment, improve passenger safety protection, optimize the space inside the passenger compartment, and enhance passenger comfort.
Smart Images
Figure CN120664017A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of vehicle technology, and in particular to a passenger compartment reinforcement structure. Background Art
[0002] With the rapid development of the automotive industry, vehicle safety performance is receiving increasing attention. Frontal collisions are one of the most common types of accidents. To improve vehicle frontal collision performance, vehicles are equipped with passenger compartment reinforcement structures.
[0003] In the prior art, the passenger compartment reinforcement structure includes a lower crossbeam assembly, a front wall assembly, and an upper crossbeam assembly. The lower and upper crossbeam assemblies are respectively located at the upper and lower ends of the front wall assembly to resist collisions from the vehicle's front hood area. However, when a collision barrier (such as a pedestrian, a large obstacle, or a vehicle caught under a large truck) passes over the vehicle's front hood area, that is, when the collision barrier exceeds the area of the upper crossbeam assembly, the upper crossbeam assembly cannot effectively disperse and absorb the collision energy, resulting in the collision force being directly transmitted to the passenger compartment, posing a significant threat to the safety of the occupants. Summary of the Invention
[0004] The present application provides a passenger compartment reinforcement structure that can effectively disperse and absorb collision energy to reduce the transmission of collision energy to the passenger compartment, thereby reducing the risk of injury to the occupants and providing more comprehensive safety protection for the occupants. At the same time, it can also optimize the space inside the passenger compartment, thereby improving the comfort of the occupants.
[0005] The present application provides a passenger compartment reinforcement structure, comprising:
[0006] Lower crossbeam assembly;
[0007] a front wall panel assembly, the front wall panel assembly being connected to the lower crossbeam assembly;
[0008] A reinforcement component is provided on the front wall panel assembly, and the reinforcement component includes:
[0009] a first front extension reinforcement plate, the first front extension reinforcement plate being connected to the front wall panel assembly and extending along the length direction of the vehicle;
[0010] The second front extension reinforcement plate is arranged at an end of the first front extension reinforcement plate away from the front wall panel assembly, and the second front extension reinforcement plate is extended upward from the end of the first front extension reinforcement plate.
[0011] In some embodiments, the reinforcement assembly further includes a front end reinforcement beam, the front end reinforcement beam including a first front end reinforcement beam, the first front end reinforcement beam and the second front extension reinforcement plate enclosing to form a first cavity;
[0012] The reinforcement assembly further includes a front extension reinforcement beam, the front extension reinforcement beam includes a first front extension reinforcement beam, and the first front extension reinforcement beam and the first front extension reinforcement plate and / or the second front extension reinforcement plate are arranged to form a second cavity;
[0013] When the passenger compartment reinforcement structure is hit by a collision, the collision energy can be transferred to the second cavity through the first cavity.
[0014] In some embodiments, the front end reinforcement beam further includes a second front end reinforcement beam, and the first front end reinforcement beam and the second front end reinforcement beam are an integrally formed structure or a split structure;
[0015] The second front end reinforcement beam is arranged on the right side or the left side of the first front end reinforcement beam in the vehicle width direction, and the first front end reinforcement beam, the second front end reinforcement beam and the second front extension reinforcement plate are jointly arranged to form the first cavity;
[0016] The cross-sectional area of the first cavity corresponding to the second front end reinforcement beam in the vehicle length direction is greater than the cross-sectional area of the first cavity corresponding to the first front end reinforcement beam in the vehicle length direction.
[0017] In some embodiments, a front cover area is provided in front of the passenger compartment reinforcement structure in the length direction of the vehicle, and an upper boundary of the front cover area overlaps with the second cavity in the height direction of the vehicle.
[0018] In some embodiments, the front extension reinforcement beam further includes a second front extension reinforcement beam and a third front extension reinforcement beam, wherein the second front extension reinforcement beam and the third front extension reinforcement beam are respectively arranged on both sides of the first front extension reinforcement beam in the vehicle width direction;
[0019] Wherein, in the vehicle height direction, the first front extension reinforcement beam, the second front extension reinforcement beam and the third front extension reinforcement beam are arranged below the first front extension reinforcement plate; and / or,
[0020] The first front extending reinforcement beam, the second front extending reinforcement beam and the third front extending reinforcement beam are extended in the longitudinal direction of the vehicle.
[0021] In some embodiments, the second front extending reinforcement beam and the first front extending reinforcement plate and / or the second front extending reinforcement plate are arranged to form a third cavity, and the third front extending reinforcement beam and the first front extending reinforcement plate and / or the second front extending reinforcement plate are arranged to form a fourth cavity;
[0022] The cross-sectional area of the fourth cavity in the vehicle width direction is greater than the cross-sectional area of the third cavity in the vehicle width direction.
[0023] In some embodiments, the reinforcement assembly further includes two front extension side upper end plates, the two front extension side upper end plates are respectively arranged on both sides of the first front extension reinforcement plate in the vehicle width direction, and the front extension side upper end plates extend above the first front extension reinforcement plate in the vehicle height direction; and / or,
[0024] The reinforcement assembly also includes two front extension side lower end plates, which are respectively arranged on both sides of the first front extension reinforcement plate in the vehicle width direction, and the front extension side lower end plates extend below the first front extension reinforcement plate in the vehicle height direction.
[0025] In some embodiments, the first front extension reinforcement plate and the second front extension reinforcement plate are an integrally formed structure or a split structure;
[0026] An inclined surface is provided at the end of the second front extension reinforcement plate away from the first front extension reinforcement plate, and the inclined surface is parallel to the upward transmission direction of the collision energy.
[0027] In some embodiments, the passenger compartment reinforcement structure further includes two A-pillars, which are respectively arranged on both sides of the lower cross beam assembly in the vehicle width direction; and / or,
[0028] The lower cross beam assembly is provided with a reinforcement cavity, and the reinforcement cavity is provided on a side of the lower cross beam assembly close to the front wall panel assembly.
[0029] In some embodiments, the reinforcement assembly is arranged to enclose and form a space within the passenger compartment;
[0030] The lower cross beam assembly, the front wall panel assembly and the reinforcement component form a space outside the passenger compartment on a side facing away from the space inside the passenger compartment.
[0031] Beneficial effect: Compared with the prior art, the passenger compartment reinforcement structure provided by the embodiment of the present application includes a lower crossbeam assembly, a front wall panel assembly and a reinforcement component. The reinforcement component includes a first front extension reinforcement plate and a second front extension reinforcement plate, which are connected to the front wall panel assembly through the first front extension reinforcement plate and extend along the length direction of the vehicle. The second front extension reinforcement plate extends upward away from one end of the first front extension reinforcement plate, that is, the reinforcement component extends in the length direction of the vehicle and in the height direction of the vehicle, so that the collision energy can be effectively dispersed and absorbed, especially under the working condition that the collision barrier passes over the front hood area of the vehicle, the energy transfer path can be optimized to reduce the collision energy transferred to the passenger compartment, thereby reducing the risk of occupant injury and providing more comprehensive safety protection for the occupants. At the same time, it can also optimize the space in the passenger compartment, thereby improving the comfort of the occupants. BRIEF DESCRIPTION OF THE DRAWINGS
[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.
[0033] Figure 1 It is a schematic diagram of the three-dimensional structure of the passenger compartment reinforcement structure of the present application;
[0034] Figure 2 yes Figure 1 Schematic diagram of the explosion structure;
[0035] Figure 3 This is a schematic diagram of the planar structure of the passenger compartment reinforcement structure of the present application from the first perspective;
[0036] Figure 4 This is a schematic diagram of the planar structure of the passenger compartment reinforcement structure of the present application from a second perspective;
[0037] Figure 5 It is along Figure 4 Schematic diagram of the cross section along line AA;
[0038] Figure 6 It is along Figure 4 Schematic cross-section of the middle BB line;
[0039] Figure 7 This is a schematic diagram of the planar structure of the passenger compartment reinforcement structure of the present application from a third perspective;
[0040] Figure 8 It is along Figure 7 Schematic cross-section of the CC line.
[0041] Description of reference numerals:
[0042] 100. Passenger compartment reinforcement structure; 1. Lower crossbeam assembly; 11. Reinforcement cavity; 2. Front wall panel assembly; 3. Reinforcement assembly; 31. First front extension reinforcement plate; 32. Second front extension reinforcement plate; 321. Connecting portion; 322. Extension portion; 323. Inclined surface; 33. Front end reinforcement beam; 331. First front end reinforcement beam; 332. Second front end reinforcement beam; 34. Front extension reinforcement beam; 341. First front extension reinforcement beam; 342. Second front extension reinforcement beam; 343. Third front extension reinforcement beam; 35. Front extension side upper end plate; 36. Front extension side lower end plate; 4. A-pillar; 5. First cavity; 6. Second cavity; 7. Third cavity; 8. Fourth cavity; 200. Passenger compartment interior space; 300. Passenger compartment exterior space; 400. Front cover area; 410. Upper boundary; X, first direction; Y, second direction; Z, third direction DETAILED DESCRIPTION
[0043] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application. In addition, it should be understood that the specific implementation methods described herein are only used to illustrate and explain the present application, and are not used to limit the present application. In the present application, unless otherwise specified, the directional words used, such as "up", "down", "left", and "right", generally refer to the up, down, left, and right of the device in actual use or working state, specifically the drawing direction in the accompanying drawings.
[0044] In this application, unless otherwise specified or limited, terms such as "connected," "connected," and "stacked" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integration; they may refer to direct connections or indirect connections through an intermediate medium; they may refer to internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.
[0045] This application provides a passenger compartment reinforcement structure, which is described in detail below. It should be noted that the order in which the following embodiments are described does not limit the preferred order of the embodiments of this application. Furthermore, the descriptions of each embodiment below have their own specific focus. For details not provided in one embodiment, please refer to the relevant descriptions of other embodiments.
[0046] Reference Figures 1 to 3 One embodiment of the present application provides a passenger compartment reinforcement structure 100. The passenger compartment reinforcement structure 100 is installed, for example, at the front position of the vehicle to disperse and absorb front collisions to protect the safety of the front passengers. The passenger compartment reinforcement structure 100 may include: a lower cross beam assembly 1, a front wall panel assembly 2 and a reinforcement component 3. The lower cross beam assembly 1 is arranged at the bottom of the passenger compartment reinforcement structure 100 in the vehicle height direction, the lower cross beam assembly 1 is connected to the lower end of the front wall panel assembly 2 in the vehicle height direction, and the reinforcement component 3 is connected to the upper end of the front wall panel assembly 2 in the vehicle height direction. In the present application, the vehicle length direction is the first direction X, the vehicle width direction is the second direction Y, and the vehicle height direction is the third direction Z.
[0047] Reference Figure 4 and Figure 5The reinforcement assembly 3 can be arranged to form a passenger compartment interior space 200, thereby improving passenger comfort. The side of the lower cross member assembly 1, the front wall panel assembly 2, and the reinforcement assembly 3 facing away from the passenger compartment interior space 200 can form a passenger compartment exterior space 300. This exterior space 300 can be used to house components (such as wiring harnesses and controllers). It also serves as a collision energy absorption area, particularly absorbing collision energy from the front hood area 400.
[0048] Reference Figure 1 and Figure 2 The lower cross beam assembly 1 is, for example, an integral die-cast structural component, and the material of the lower cross beam assembly 1 is, for example, a magnesium alloy or an aluminum alloy. This not only improves the structural strength and precision of the lower cross beam assembly 1, but also makes the lower cross beam assembly 1 highly integrated, which facilitates production. At the same time, it also reduces the weight of the lower cross beam assembly 1, which can meet the lightweight requirements of the passenger compartment reinforcement structure 100.
[0049] Reference Figure 2 and Figure 5 The lower cross beam assembly 1 is provided with a reinforcing cavity 11, and the reinforcing cavity 11 is provided on the side of the lower cross beam assembly 1 close to the front wall assembly 2. The reinforcing cavity 11 can not only improve the structural strength of the lower cross beam assembly 1 and the connection strength with the front wall assembly 2, but the reinforcing cavity 11 can also absorb front collisions, thereby improving the collision performance of the vehicle, and at the same time can also reduce the weight of the lower cross beam assembly 1. The cross-section of the reinforcing cavity 11 in the length direction of the vehicle can be a U-shaped structure as a whole. Of course, the reinforcing cavity 11 can also be in other shapes, which can be set according to actual needs. The number of reinforcing cavities 11 can be one or more. In this embodiment, the number of reinforcing cavities 11 is multiple, and multiple reinforcing cavities 11 can further improve the structural strength of the lower cross beam assembly 1 and the effect of absorbing collision energy. One or more reinforcing ribs can also be provided on the lower cross beam assembly 1 to further improve the structural strength of the lower cross beam assembly 1.
[0050] Reference Figure 1 and Figure 2 In the height direction of the vehicle, the front wall panel assembly 2 extends upward from the lower cross beam assembly 1, and the front wall panel assembly 2 and the lower cross beam assembly 1 can be connected by welding or other methods. The front wall panel assembly 2 is made of, for example, a large-area plate material, such as a steel plate. The front wall panel assembly 2 is the dividing line between the space inside the passenger compartment 200 and the space outside the passenger compartment 300 in the length direction of the vehicle, that is, in the length direction of the vehicle, the front of the front wall panel assembly 2 is the space outside the passenger compartment 300, and the rear of the front wall panel assembly 2 is the space inside the passenger compartment 200. At the same time, the front wall panel assembly 2 can also absorb frontal collisions to improve the safety performance of the vehicle, thereby reducing the impact on the occupants. One or more reinforcing ribs can also be provided on the front wall panel assembly 2 to further improve the structural strength of the front wall panel assembly 2.
[0051] Reference Figure 1 and Figure 2 , the reinforcement component 3 is arranged on the front wall panel assembly 2, and the reinforcement component 3 and the front wall panel assembly 2 can be connected by welding or the like. The reinforcement component 3 may include a first front extension reinforcement plate 31 and a second front extension reinforcement plate 32. The first front extension reinforcement plate 31 and the second front extension reinforcement plate 32 are an integrally formed structure or a split structure. As an example, since the first front extension reinforcement plate 31 and the second front extension reinforcement plate 32 are larger in size, the first front extension reinforcement plate 31 and the second front extension reinforcement plate 32 are a split structure, which not only facilitates the production of the first front extension reinforcement plate 31 and the second front extension reinforcement plate 32, but also allows the front collision to be transmitted from the second front extension reinforcement plate 32 to the first front extension reinforcement plate 31, thereby increasing the transmission path of the front collision. This can improve the absorption effect of the front collision, thereby improving the collision performance and safety performance of the vehicle.
[0052] The first front extension reinforcement plate 31 is connected to the front wall panel assembly 2 and extends along the length direction of the vehicle. Figure 1 and Figure 5 In this embodiment, the first front extension reinforcement plate 31 is arranged to extend forward in the length direction of the vehicle. The first front extension reinforcement plate 31 and the front wall panel assembly 2 are arranged perpendicularly or approximately perpendicularly to each other, so that the first front extension reinforcement plate 31 and the front wall panel assembly 2 are in an L-shaped structure or an approximately L-shaped structure. The first front extension reinforcement plate 31 is the dividing line between the space inside the passenger compartment 200 and the space outside the passenger compartment 300 in the vehicle height direction, that is, in the direction of the vehicle height, the space outside the passenger compartment 300 is below the first front extension reinforcement plate 31, and the space inside the passenger compartment 200 is above the first front extension reinforcement plate 31. The first front extension reinforcement plate 31 is made of, for example, a large-area plate material, such as a steel plate. One or more reinforcing ribs may also be provided on the first front extension reinforcement plate 31 to further improve the structural strength of the first front extension reinforcement plate 31.
[0053] Reference Figure 2 and Figure 5The second front reinforcement plate 32 is disposed at the end of the first front reinforcement plate 31 away from the front wall panel assembly 2. The second front reinforcement plate 32 and the first front reinforcement plate 31 can be connected by welding or other methods. The end of the second front reinforcement plate 32 away from the first front reinforcement plate 31 extends upward. More preferably, the end of the second front reinforcement plate 32 away from the first front reinforcement plate 31 extends upward and toward the front of the vehicle. When the end of the second front reinforcement plate 32 away from the first front reinforcement plate 31 is impacted, the impact energy is transferred downward. In the height direction of the vehicle, the end of the second front reinforcement plate 32 away from the first front reinforcement plate 31 extends above the upper boundary 410 of the front cover area 400. Thus, when the collision barrier passes over the vehicle front hood area 400, the collision barrier can contact the second front reinforcement plate 32. The second front reinforcement plate 32 can not only absorb the collision energy, but also transfer the collision energy to the first front reinforcement plate 31 through the second front reinforcement plate 32 to transfer and disperse the collision energy, thereby reducing the collision energy transferred to the passenger compartment, thereby reducing the risk of occupant injury and providing more comprehensive safety protection for the occupants. The second front reinforcement plate 32 can be made of, for example, a large-area plate material, such as a steel plate. One or more reinforcing ribs can also be provided on the second front reinforcement plate 32 to further enhance the structural strength of the second front reinforcement plate 32.
[0054] As a preferred method, refer to Figure 2 and Figure 5 The second front extension reinforcement plate 32 is provided with an inclined surface 323 at the end away from the first front extension reinforcement plate 31. The inclined surface 323 is preferably parallel to the upward transmission direction of the collision energy. The inclined surface 323 can not only absorb the collision energy, but also transmit the collision energy to the front windshield and the entire vehicle, thereby improving the effect of the second front extension reinforcement plate 32 in absorbing and transmitting the collision energy, thereby improving the collision performance of the front of the vehicle. Specifically, the second front extension reinforcement plate 32 includes a connecting portion 321, an extension portion 322 and an inclined surface 323 connected in sequence. The connecting portion 321 is connected to the first front extension reinforcement plate 31, the extension portion 322 extends from the connecting portion 321 toward the front of the vehicle and obliquely upward, and the inclined surface 323 extends from the extension portion 322 toward the rear of the vehicle and obliquely upward. The connecting portion 321 and the first front extension reinforcement plate 31 are arranged on the same horizontal plane, and the extension portion 322 can be formed by bending multiple inclined surfaces. In this embodiment, the extension portion 322 is formed by bending two inclined surfaces, and the inclined surface close to the connection portion 321 is preferably larger than the inclined surface away from the connection portion 321. This can achieve a smooth transfer of collision energy, thereby better absorbing collision energy.
[0055] In the present application, the first front extension reinforcement plate 31 is connected to the front wall panel assembly 2 and extends along the length direction of the vehicle. The second front extension reinforcement plate 32 extends upward away from one end of the first front extension reinforcement plate 31, that is, the reinforcement component 3 extends in the length direction of the vehicle and in the height direction of the vehicle. In this way, the collision energy can be effectively dispersed and absorbed, especially under the condition that the collision barrier passes through the front cover area 400 of the vehicle, the energy transfer path can be optimized to reduce the collision energy transferred to the passenger compartment, thereby reducing the risk of injury to the occupants and providing more comprehensive safety protection for the occupants. At the same time, it can also optimize the space 200 in the passenger compartment, thereby improving the comfort of the occupants.
[0056] In one embodiment, referring to Figure 2 and Figure 5 The reinforcement assembly 3 may further include a front end reinforcement beam 33, and the front end reinforcement beam 33 includes a first front end reinforcement beam 331. The first front end reinforcement beam 331 may be provided on the side of the second front extension reinforcement plate 32 facing the space 200 inside the passenger compartment, or the first front end reinforcement beam 331 may be provided on the side of the second front extension reinforcement plate 32 facing away from the space 200 inside the passenger compartment. In this embodiment, the first front end reinforcement beam 331 is provided on the side of the second front extension reinforcement plate 32 facing the space 200 inside the passenger compartment. The first front end reinforcement beam 331 and the second front extension reinforcement plate 32 may be connected by welding or the like. The first front end reinforcement beam 331 is made of, for example, a large-area plate, such as a steel plate. One or more reinforcement ribs may also be provided on the first front end reinforcement beam 331 to further improve the structural strength of the first front end reinforcement beam 331.
[0057] Reference Figure 2 and Figure 5 The first front end reinforcement beam 331 and the second front extension reinforcement plate 32 enclose a first cavity 5. The shape of the first front end reinforcement beam 331 matches the shape of the extension portion 322. Together, they enclose the first cavity 5, which extends downward at an angle and is generally L-shaped. The first cavity 5 not only absorbs collision energy but also transfers it downward, transferring it to the connection portion 321 and the first front extension reinforcement plate 31.
[0058] Reference Figure 2 and Figure 5The reinforcement assembly 3 may further include a front reinforcement beam 34, which includes a first front reinforcement beam 341. The cross-section of the first front reinforcement beam 341 in the width direction of the vehicle may be in the shape of a cross. The first front reinforcement beam 341 may be arranged on the side of the first front reinforcement plate 31 facing the space 200 in the passenger compartment, or the first front reinforcement beam 341 may be arranged on the side of the first front reinforcement plate 31 facing away from the space 200 in the passenger compartment. In this embodiment, the first front reinforcement beam 341 is arranged on the side of the first front reinforcement plate 31 facing away from the space 200 in the passenger compartment, that is, the first front reinforcement beam 341 is arranged below the first front reinforcement plate 31. The first front reinforcement beam 341 is made of, for example, a large-area plate, such as a steel plate. One or more reinforcement ribs may also be provided on the first front reinforcement beam 341 to further improve the structural strength of the first front reinforcement beam 341.
[0059] Reference Figure 2 、 Figure 5 and Figure 6 , the first front extension reinforcement beam 341 and the first front extension reinforcement plate 31 and / or the second front extension reinforcement plate 32 are arranged to form a second cavity 6. That is to say, the first front extension reinforcement beam 341 can be connected to the first front extension reinforcement plate 31 or the second front extension reinforcement plate 32, and the first front extension reinforcement beam 341 can also be connected to the first front extension reinforcement plate 31 and the second front extension reinforcement plate 32 at the same time. In this embodiment, the first front extension reinforcement beam 341 can be connected to the first front extension reinforcement plate 31 and the second front extension reinforcement plate 32 at the same time by welding or other means. Among them, when the passenger compartment reinforcement structure 100 is subjected to a collision, that is, when the second front extension reinforcement plate 32 is subjected to a collision, the collision energy can be transferred to the second cavity 6 through the first cavity 5. In this way, the collision energy is attenuated in cavities of different dimensions and shapes, realizing multi-path transmission and multiple attenuation of the collision energy, thereby significantly reducing the impact force on the passenger compartment.
[0060] Reference Figure 5 A front cover region 400 is located forward of the passenger compartment reinforcement structure 100 in the vehicle's longitudinal direction. The upper boundary 410 of the front cover region 400 overlaps with the second cavity 6 in the vehicle's height direction. When the front cover region 400 is impacted, the collision energy is transferred to the second cavity 6, which absorbs and disperses the collision energy from the front cover region 400, thereby preventing the front cover region 400 from intruding into the passenger compartment.
[0061] As a preferred method, refer to Figure 2The front end reinforcement beam 33 may also include a second front end reinforcement beam 332. The first front end reinforcement beam 331 and the second front end reinforcement beam 332 may be integrally formed or split. In this embodiment, the first front end reinforcement beam 331 and the second front end reinforcement beam 332 may be split. The second front end reinforcement beam 332 is disposed on the right or left side of the first front end reinforcement beam 331 in the vehicle width direction. As an example, the left side of the vehicle is the driver's seat area and the right side of the vehicle is the passenger seat area. Therefore, the second front end reinforcement beam 332 is disposed on the right side of the first front end reinforcement beam 331 in the vehicle width direction. The second front end reinforcement beam 332 and the first front end reinforcement beam 331 are disposed on the same side of the second front extension reinforcement plate 32. The second front end reinforcement beam 332 and the second front extension reinforcement plate 32 may be connected by welding or other methods. The second front end reinforcement beam 332 may be made of, for example, a large-area plate material, such as a steel plate. One or more reinforcing ribs may also be provided on the second front end reinforcement beam 332 to further improve the structural strength of the second front end reinforcement beam 332 .
[0062] Reference Figure 7 and Figure 8 The first front end reinforcement beam 331, the second front end reinforcement beam 332 and the second front extension reinforcement plate 32 are together enclosed to form a first cavity 5. Among them, the cross-sectional area of the first cavity 5 corresponding to the second front end reinforcement beam 332 in the vehicle length direction is larger than the cross-sectional area of the first cavity 5 corresponding to the first front end reinforcement beam 331 in the vehicle length direction. In this way, the occupants in the co-pilot area can be better protected and the ability of the co-pilot area to resist collision can be improved. At the same time, the second front end reinforcement beam 332 can also increase the design diversity. For example, functional parts such as the co-pilot entertainment screen can be arranged on the second front end reinforcement beam 332 to improve the comfort of the co-pilot. In some embodiments, the first front end reinforcement beam 331 and the second front end reinforcement beam 332 can also be respectively enclosed with the second front extension reinforcement plate 32 to form different cavities.
[0063] Reference Figure 2 The front reinforcement beam 34 may also include a second front reinforcement beam 342 and a third front reinforcement beam 343, respectively positioned on either side of the first front reinforcement beam 341 in the vehicle width direction. In this embodiment, the second front reinforcement beam 342 is positioned in the passenger compartment, while the third front reinforcement beam 343 is positioned in the driver compartment. The structures of the first, second, and third front reinforcement beams 341, 342, and 343 are similar and will not be further described here.
[0064] In the vehicle height direction, the first front reinforcement beam 341, the second front reinforcement beam 342, and the third front reinforcement beam 343 are arranged below the first front reinforcement plate 31, that is, the first front reinforcement beam 341, the second front reinforcement beam 342, and the third front reinforcement beam 343 are arranged on the same side of the first front reinforcement plate 31. The first front reinforcement beam 341, the second front reinforcement beam 342, and the third front reinforcement beam 343 extend in the longitudinal direction of the vehicle.
[0065] Reference Figure 2 and Figure 6 The second front reinforcement beam 342 and the first front reinforcement plate 31 and / or the second front reinforcement plate 32 enclose a third cavity 7. In other words, the second front reinforcement beam 342 can be connected to the first front reinforcement plate 31 or the second front reinforcement plate 32, or can be connected to both the first front reinforcement plate 31 and the second front reinforcement plate 32. In this embodiment, the second front reinforcement beam 342 can be connected to both the first front reinforcement plate 31 and the second front reinforcement plate 32 by welding or other means.
[0066] Reference Figure 2 and Figure 6 The third front reinforcement beam 343 and the first front reinforcement plate 31 and / or the second front reinforcement plate 32 enclose a fourth cavity 8. In other words, the third front reinforcement beam 343 can be connected to the first front reinforcement plate 31 or the second front reinforcement plate 32, or can be connected to both the first front reinforcement plate 31 and the second front reinforcement plate 32. In this embodiment, the third front reinforcement beam 343 can be connected to both the first front reinforcement plate 31 and the second front reinforcement plate 32 by welding or other means.
[0067] When the second front reinforcement plate 32 is impacted, the collision energy is transferred through the first cavity 5 to the second cavity 6, the third cavity 7, and the fourth cavity 8. This attenuates the collision energy in cavities of different dimensions and shapes, achieving multi-path transmission and multiple attenuation of the collision energy, significantly reducing the impact force on the passenger compartment.
[0068] There is an overlapping area between the upper boundary 410 of the front cover area 400 and the third cavity 7 and the fourth cavity 8 in the height direction of the vehicle. When the front cover area 400 is collided, the collision energy can be transferred to the second cavity 6, the third cavity 7 and the fourth cavity 8. The second cavity 6, the third cavity 7 and the fourth cavity 8 can simultaneously absorb and disperse the collision energy from the front cover area 400, thereby further preventing the front cover area 400 from invading the passenger compartment.
[0069] Reference Figure 6, wherein the cross-sectional area of the fourth cavity 8 in the vehicle width direction is larger than the cross-sectional area of the third cavity 7 in the vehicle width direction. Since the cross-sectional area of the first cavity 5 located in the co-passenger area is larger than the cross-sectional area of the first cavity 5 located in the main driver area, the energy absorption effect of the first cavity 5 located in the co-passenger area is better than the energy absorption effect of the first cavity 5 located in the main driver area. The cross-sectional area of the fourth cavity 8 in the vehicle width direction is larger than the cross-sectional area of the third cavity 7 in the vehicle width direction, which makes the energy absorption effect of the fourth cavity 8 better than the energy absorption effect of the third cavity 7, thereby making the structural strength of the main driver area and the co-passenger area equivalent, and then the collision resistance of the main driver area and the co-passenger area tends to be balanced, thereby comprehensively improving the safety of the occupants.
[0070] Reference Figure 2 and Figure 6 The reinforcement assembly 3 may further include two front-side upper end plates 35, which are disposed on either side of the first front-side reinforcement plate 31 in the vehicle width direction. Specifically, the two front-side upper end plates 35 are disposed on either side of the passenger compartment interior space 200 in the vehicle width direction. The front-side upper end plates 35 extend above the first front-side reinforcement plate 31 in the vehicle height direction. The front-side upper end plates 35 are connected to both the first and second front-side reinforcement plates 31, 32, forming an encircling structure of the reinforcement assembly 3. This improves the overall structural strength of the reinforcement assembly 3, thereby improving the overall structural strength of the passenger compartment reinforcement structure 100.
[0071] Reference Figure 2 and Figure 6 The reinforcement component 3 may further include two front extension side lower end plates 36, which are respectively arranged on both sides of the first front extension reinforcement plate 31 in the vehicle width direction, that is, the two front extension side lower end plates 36 are respectively arranged on both sides of the space outside the passenger compartment 300 in the vehicle width direction, and the front extension side lower end plates 36 are extended below the first front extension reinforcement plate 31 in the height direction of the vehicle.
[0072] In this embodiment, referring to Figure 2 and Figure 6 The reinforcement component 3 also includes two front extension side upper end plates 35 and two front extension side lower end plates 36. The front extension side upper end plates 35 and the front extension side lower end plates 36 are respectively arranged on both sides of the first front extension reinforcement plate 31 in the vehicle height direction. The cross-section of the reinforcement component 3 in the vehicle width direction is roughly I-shaped, which can significantly improve the structural strength and stability of the passenger compartment reinforcement structure 100, thereby improving the collision performance of the passenger compartment reinforcement structure 100.
[0073] Reference Figure 7 and Figure 8The passenger compartment reinforcement structure 100 may also include two A-pillars 4, one located on either side of the lower cross member assembly 1 in the vehicle width direction. The A-pillars 4 further enhance the structural strength and stability of the passenger compartment reinforcement structure 100. The upper end of the A-pillars 4 in the vehicle height direction extends above the first front reinforcement plate 31. The A-pillars 4 are simultaneously connected to the lower cross member assembly 1, the front wall assembly 2, the front extension side lower end plate 36, the front extension side upper end plate 35, and the first front reinforcement plate 31. The A-pillars 4 not only form a more stable wraparound structure with the reinforcement assembly 3, thereby improving the collision performance of the passenger compartment reinforcement structure 100, but also further increase the passenger compartment interior space 200.
[0074] The above is a detailed introduction to a passenger compartment reinforcement structure provided by the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for general technical personnel in this field, based on the ideas of the present application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.
Claims
1. A passenger compartment reinforcement structure, characterized in that: include: Lower crossbeam assembly; a front wall panel assembly, the front wall panel assembly being connected to the lower crossbeam assembly; A reinforcement component is provided on the front wall panel assembly, and the reinforcement component includes: a first front extension reinforcement plate, the first front extension reinforcement plate being connected to the front wall panel assembly and extending along the length direction of the vehicle; The second front extension reinforcement plate is arranged at an end of the first front extension reinforcement plate away from the front wall panel assembly, and the second front extension reinforcement plate is extended upward from the end of the first front extension reinforcement plate.
2. The passenger compartment reinforcement structure according to claim 1, characterized in that: The reinforcement assembly further includes a front end reinforcement beam, the front end reinforcement beam including a first front end reinforcement beam, the first front end reinforcement beam and the second front extension reinforcement plate enclosing to form a first cavity; The reinforcement assembly further includes a front extension reinforcement beam, the front extension reinforcement beam includes a first front extension reinforcement beam, and the first front extension reinforcement beam and the first front extension reinforcement plate and / or the second front extension reinforcement plate are arranged to form a second cavity; When the passenger compartment reinforcement structure is hit by a collision, the collision energy can be transferred to the second cavity through the first cavity.
3. The passenger compartment reinforcement structure according to claim 2, characterized in that: The front end reinforcement beam further includes a second front end reinforcement beam, wherein the first front end reinforcement beam and the second front end reinforcement beam are an integrally formed structure or a split structure; The second front end reinforcement beam is arranged on the right side or the left side of the first front end reinforcement beam in the vehicle width direction, and the first front end reinforcement beam, the second front end reinforcement beam and the second front extension reinforcement plate are jointly arranged to form the first cavity; The cross-sectional area of the first cavity corresponding to the second front end reinforcement beam in the vehicle length direction is greater than the cross-sectional area of the first cavity corresponding to the first front end reinforcement beam in the vehicle length direction.
4. The passenger compartment reinforcement structure according to claim 2, characterized in that: In the length direction of the vehicle, a front cover area is provided in front of the passenger compartment reinforcement structure, and an upper boundary of the front cover area and the second cavity have an overlapping area in the height direction of the vehicle.
5. The passenger compartment reinforcement structure according to claim 2, characterized in that: The front extension reinforcement beam further includes a second front extension reinforcement beam and a third front extension reinforcement beam, wherein the second front extension reinforcement beam and the third front extension reinforcement beam are respectively arranged on both sides of the first front extension reinforcement beam in the vehicle width direction; Wherein, in the vehicle height direction, the first front extension reinforcement beam, the second front extension reinforcement beam and the third front extension reinforcement beam are arranged below the first front extension reinforcement plate; and / or, The first front extending reinforcement beam, the second front extending reinforcement beam and the third front extending reinforcement beam are extended in the longitudinal direction of the vehicle.
6. The passenger compartment reinforcement structure according to claim 5, characterized in that: The second front extending reinforcement beam and the first front extending reinforcement plate and / or the second front extending reinforcement plate are arranged to form a third cavity, and the third front extending reinforcement beam and the first front extending reinforcement plate and / or the second front extending reinforcement plate are arranged to form a fourth cavity; The cross-sectional area of the fourth cavity in the vehicle width direction is greater than the cross-sectional area of the third cavity in the vehicle width direction.
7. The passenger compartment reinforcement structure according to claim 1, characterized in that: The reinforcement assembly further includes two front extension side upper end plates, the two front extension side upper end plates are respectively arranged on both sides of the first front extension reinforcement plate in the vehicle width direction, and the front extension side upper end plates are extended above the first front extension reinforcement plate in the vehicle height direction; and / or, The reinforcement assembly also includes two front extension side lower end plates, which are respectively arranged on both sides of the first front extension reinforcement plate in the vehicle width direction, and the front extension side lower end plates extend below the first front extension reinforcement plate in the vehicle height direction.
8. The passenger compartment reinforcement structure according to claim 1, characterized in that: The first front extension reinforcement plate and the second front extension reinforcement plate are an integrally formed structure or a split structure; An inclined surface is provided at the end of the second front extension reinforcement plate away from the first front extension reinforcement plate, and the inclined surface is parallel to the upward transmission direction of the collision energy.
9. The passenger compartment reinforcement structure according to claim 1, characterized in that: The passenger compartment reinforcement structure further includes two A-pillars, which are respectively arranged on both sides of the lower cross member assembly in the vehicle width direction; and / or, The lower cross beam assembly is provided with a reinforcement cavity, and the reinforcement cavity is provided on a side of the lower cross beam assembly close to the front wall panel assembly.
10. The passenger compartment reinforcement structure according to claim 1, characterized in that: The reinforcement components are arranged to form a space inside the passenger compartment; The lower cross beam assembly, the front wall panel assembly and the reinforcement component form a space outside the passenger compartment on a side facing away from the space inside the passenger compartment.