Front cabin structure assembly, vehicle body structure assembly and vehicle

Abstract

The invention relates to a forecabin structure assembly, a vehicle body structure assembly and a vehicle, and the forecabin structure assembly comprises an integrated part which comprises a longitudinal beam rear section part and is a pressure casting part; and the front suspension upper swing arm is mounted on the longitudinal beam rear section part. The front cabin is provided with the integrally-formed part comprising the longitudinal beam rear section part, the integrally-formed part is integrally machined and formed, the structural complexity of the front cabin is reduced, and therefore the cost of a vehicle is reduced; in addition, the front suspension upper swing arm is installed on the longitudinal beam rear section portion of the integrally-formed piece, response is more direct, the control performance of the vehicle is improved, meanwhile, the structure of the longitudinal beam rear section portion can be reinforced by installing the front suspension upper swing arm on the longitudinal beam rear section portion, and the strength of the longitudinal beam rear section portion is improved.

Description

Technical Field

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

[0002] With the development and progress of society, vehicles are favored by more and more people. They have not only become one of the main means of transportation for people's daily travel, but can also be used to transport or carry goods, etc., providing great convenience to people.

[0003] The front compartment of a vehicle, commonly known as the engine compartment, is a key area located at the front of the vehicle. It carries the vehicle's power system and core functional components, and its structural design is particularly important.

[0004] However, the existing front cabin has many components and a complex structure, resulting in high costs. Summary of the Invention

[0005] The embodiments of the present application provide a front cabin structure assembly, a body structure assembly, and a vehicle, which reduce the cost of the vehicle and at least partially solve the above-mentioned technical problems.

[0006] In order to achieve the above-mentioned object, according to a first aspect of the present application, a front cabin structure assembly is provided, wherein the front cabin structure assembly comprises:

[0007] An integrally formed part, comprising a rear section of the longitudinal beam, wherein the integrally formed part is a part that is integrally processed and formed;

[0008] The front suspension upper swing arm is installed on the rear section of the longitudinal beam.

[0009] Optionally, the front cabin structure assembly further includes an upper swing arm mounting bracket, wherein the upper swing arm mounting bracket is mounted on the rear section of the longitudinal beam;

[0010] The front suspension upper swing arm is mounted on the upper swing arm mounting support.

[0011] Optionally, the upper swing arm mounting support is embedded in the rear section of the longitudinal beam, and the swing center of the front suspension upper swing arm is located in the rear section of the longitudinal beam.

[0012] Optionally, there are two upper swing arm mounting supports, and the two upper swing arm mounting supports are arranged side by side along the extension direction of the rear section of the longitudinal beam.

[0013] Optionally, the rear section of the longitudinal beam includes a main body and a plurality of longitudinal reinforcement ribs and / or vertical reinforcement ribs fixed to the main body and arranged in parallel.

[0014] Optionally, when the rear section of the longitudinal beam includes a plurality of longitudinal reinforcing ribs and vertical reinforcing ribs arranged in parallel, the vertical reinforcing ribs are connected to the longitudinal reinforcing ribs.

[0015] Optionally, a plurality of notches are provided on the longitudinal reinforcing ribs and / or the vertical reinforcing ribs on a side away from the main body.

[0016] Optionally, the notch is crescent-shaped.

[0017] Optionally, the front cabin structure assembly further comprises two upper swing arm mounting supports mounted on the rear section of the longitudinal beam; the front suspension upper swing arm is mounted on the two upper swing arm mounting supports;

[0018] The rear section of the longitudinal beam includes a mounting seat, one upper swing arm mounting support is located between two vertical reinforcing ribs, and the other upper swing arm mounting support is located between one vertical reinforcing rib and the mounting seat.

[0019] Optionally, the rear section of the longitudinal beam further includes longitudinal beam root reinforcement ribs.

[0020] Optionally, the one-piece molded part is made of aluminum, aluminum alloy, or magnesium alloy.

[0021] Optionally, the one-piece molded part further includes a seat tower fixing portion fixedly connected to the rear section of the longitudinal beam, and the seat tower fixing portion is configured to fix the seat tower.

[0022] Optionally, the one-piece molded part further includes a front enclosure portion, which is fixedly connected to the rear section of the longitudinal beam and the seat tower fixing portion, and the front enclosure portion is configured to be connected to the vehicle body.

[0023] Optionally, the one-piece molded part includes two side components and a connecting portion connecting the two side components;

[0024] The two side components are located on opposite sides of the connecting portion, and each side component includes the front enclosure, the rear section of the longitudinal beam and the seat tower fixing portion.

[0025] Optionally, the thickness of the one-piece molded part decreases in a direction from both sides of the two front enclosures to the connecting portion.

[0026] Optionally, the front surround includes a first thickness region and a second thickness region, the second thickness region connects the first thickness region and the connecting portion, and the thickness of the second thickness region is smaller than the thickness of the first thickness region and larger than the thickness of the connecting portion.

[0027] Optionally, the front cabin structure assembly further includes a subframe, one end of the subframe is fixed to the front enclosure, and the first thickness area and the second thickness area are bounded by a connection between the subframe and the front enclosure.

[0028] Optionally, the surfaces opposite to each other on the rear sections of the two longitudinal beams are recessed outwards to form a first crushing groove.

[0029] Optionally, the front cabin structure assembly further includes a longitudinal beam front section, a subframe and a subframe mounting bracket;

[0030] The front section of the longitudinal beam is fixedly connected to the rear section of the longitudinal beam;

[0031] One end of the subframe is fixed to the subframe mounting bracket, and the other end of the subframe is fixed to the front enclosure;

[0032] The subframe mounting bracket is fixed to the front section of the longitudinal beam.

[0033] Optionally, the middle portion of the subframe is fixed to the rear section of the longitudinal beam.

[0034] Optionally, the upper swing arm mounting bracket is embedded in the rear section of the longitudinal beam, there are two upper swing arm mounting brackets, the two upper swing arm mounting brackets are arranged side by side along the extension direction of the rear section of the longitudinal beam, and the middle part of the subframe is fixed between the two upper swing arm mounting brackets.

[0035] Optionally, the front cabin structure assembly also includes an upper side beam, and the upper side beam and the subframe are respectively located on opposite sides of the rear section of the longitudinal beam and the front section of the longitudinal beam, one end of the upper side beam is fixed to the subframe mounting bracket, and the other end is fixed to the front surround, and the middle part of the upper side beam is fixed to the seat tower fixing part.

[0036] Optionally, the front cabin structure assembly further includes a front section of the longitudinal beam, and the front section of the longitudinal beam is fixedly connected to the rear section of the longitudinal beam.

[0037] Optionally, the rear section of the longitudinal beam includes a body and a mounting seat connected to the body, and the front section of the longitudinal beam is fixed in the mounting seat.

[0038] Optionally, the front section of the longitudinal beam is an aluminum profile structure.

[0039] Optionally, the cross-section of the front section of the longitudinal beam in the extension direction is a square with chamfers, and the thickness of the chamfered area is smaller than the thickness of other areas of the front section of the longitudinal beam.

[0040] Optionally, a second crush groove is provided in an area of ​​the front section of the longitudinal beam away from the rear section of the longitudinal beam.

[0041] Optionally, the rear section of the longitudinal beam includes a body, and the cross-section of the body in the X direction of the vehicle is U-shaped.

[0042] Optionally, the one-piece molded part includes two rear sections of the longitudinal beam, and the U-shaped openings of the two bodies are in opposite directions.

[0043] Optionally, a deformation groove is respectively formed on a side of one of the bodies away from the other body.

[0044] Optionally, the deformation groove is crescent-shaped.

[0045] Optionally, the one-piece molded part is an one-piece pressure-cast part.

[0046] According to a second aspect of the present application, a vehicle body structure assembly is provided, wherein the vehicle body structure assembly includes the front cabin structure assembly.

[0047] According to a third aspect of the present application, a vehicle is provided, comprising the vehicle body structure assembly or the front cabin structure assembly.

[0048] The front cabin structural assembly provided in the present application has an integrally formed part including the rear section of the longitudinal beam. The integrally formed part is processed and formed in one piece, which reduces the structural complexity of the front cabin and thus reduces the cost of the vehicle, so as to at least partially solve the technical problem in the prior art that the front cabin has many components and a complex structure, resulting in higher costs.

[0049] In addition, by installing the front suspension upper arm on the rear section of the longitudinal beam of the one-piece molded part, the response is made more direct, thereby improving the vehicle's handling performance. At the same time, by installing the front suspension upper arm on the rear section of the longitudinal beam, the structure of the rear section of the longitudinal beam can be strengthened, thereby improving the strength of the rear section of the longitudinal beam.

[0050] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0052] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0053] Figure 1 This is a schematic diagram of the overall structure of a front cabin structure assembly provided in the first exemplary embodiment of the present application;

[0054] Figure 2 yes Figure 1 A schematic diagram of the structure of the front cabin structure assembly after removing the subframe;

[0055] Figure 3for Figure 1 A schematic structural diagram of the front suspension upper swing arm and the upper swing arm mounting support of the front cabin structure assembly;

[0056] Figure 4 for Figure 2 A partial enlarged view of the front cabin structure assembly after removing the subframe;

[0057] Figure 5 for Figure 1 A schematic structural diagram of an integrally formed part of the front cabin structural assembly;

[0058] Figure 6 for Figure 5 A side view of the one-piece molded part;

[0059] Figure 7 for Figure 5 A partial enlarged view of the one-piece molded part;

[0060] Figure 8 for Figure 5 A top view of the one-piece molded part;

[0061] Figure 9 for Figure 1 Exploded view of the front cabin structure assembly.

[0062] Description of reference numerals:

[0063] 100. Front cabin structure assembly; 10. One-piece molding;

[0064] 11. Rear section of longitudinal beam; 111. Body; 112. Longitudinal reinforcement rib; 113. Notch; 114. Vertical reinforcement rib; 115. Root reinforcement rib of longitudinal beam; 116. First crush groove; 117. Mounting seat; 118. Deformation groove;

[0065] 12. Seat tower fixing portion; 13. Front enclosure; 131. First thickness region; 132. Second thickness region; 14. Side assembly; 15. Connecting portion;

[0066] 20. Front suspension upper arm; 30. Upper arm mounting bracket; 40. Subframe; 41. Subframe mounting bracket; 50. Front section of longitudinal beam; 51. Second crush groove; 60. Upper side beam. DETAILED DESCRIPTION

[0067] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0068] The front cabin structural assembly 100 provided in the present application has an integrally formed part 10 including a rear section 11 of a longitudinal beam. The integrally formed part 10 is processed and formed in one piece, which reduces the structural complexity of the front cabin and thus reduces the cost of the vehicle, so as to at least partially solve the technical problem in the prior art that the front cabin has many components and a complex structure, resulting in higher costs.

[0069] In addition, by installing the front suspension upper arm 20 on the rear section 11 of the longitudinal beam of the one-piece molded part 10, the response is made more direct, thereby improving the vehicle's handling performance. At the same time, by installing the front suspension upper arm 20 on the rear section 11 of the longitudinal beam, the structure of the rear section 11 of the longitudinal beam can be strengthened, thereby improving the strength of the rear section 11 of the longitudinal beam.

[0070] The present application provides a front cabin structure assembly 100, such as Figure 1 FIG. 1 is a schematic diagram of the overall structure of a front cabin structure assembly 100 provided in an exemplary embodiment 1 of the present application. The front cabin structure assembly 100 includes an integrally formed part 10 and a front suspension upper swing arm 20 .

[0071] Specifically, the integrally formed part 10 may be a die-cast part, a stamped part, a 3D-printed part, or the like.

[0072] Die castings are parts that are cast by pressure. Specifically, through the high-pressure casting process, molten metal such as aluminum alloy, magnesium alloy or zinc alloy is injected into the high-strength mold cavity at one time to form parts quickly. During the production, a mold that can withstand high pressure and high temperature is first designed and manufactured, and then the metal raw material is melted into liquid. After high-speed injection molding and pressure-maintaining solidification, it is demolded. Finally, the gate is removed and post-processing such as shot blasting and heat treatment is performed. Among the commonly used materials, aluminum alloy is the most mainstream (such as ADC12 and A380, with low density, moderate cost and good corrosion resistance). Magnesium alloy has lower density but requires surface treatment. Zinc alloy has a low melting point and is suitable for complex thin-walled parts. The advantage of one-piece die casting is that one-piece molding replaces the assembly of multiple parts, reducing processes and costs. The overall strength is higher without welds, and lightweighting can be achieved through thin-walling.

[0073] Stamping parts are industrial products that use stamping dies and presses to apply pressure to metal sheets, causing them to undergo plastic deformation or separation to obtain parts of specific shapes and sizes.

[0074] In this embodiment, the integrally formed part 10 is made of aluminum, aluminum alloy or magnesium alloy. By setting the integrally formed part 10 to be made of aluminum or aluminum alloy, it is beneficial to the lightweight development of the vehicle.

[0075] See also Figure 2 The integrally formed part 10 includes a longitudinal beam rear section 11, that is, the longitudinal beam rear section 11 is formed by integral die-casting. The front suspension upper swing arm 20 is mounted on the longitudinal beam rear section 11.

[0076] The front suspension upper arm 20 is a key component of the automobile suspension system. Its main function is to connect the wheel steering knuckle and the rear section 11 of the longitudinal beam. By cooperating with the lower arm and other components to form a stable geometric structure, it can withstand the vertical force, lateral force and longitudinal force from the road surface during vehicle driving, while limiting the movement trajectory of the wheel to ensure that the wheel rotates smoothly in the predetermined direction. It cooperates with the shock absorber to attenuate the impact of the road surface, maintains good contact between the tire and the ground, improves the stability, controllability and comfort of the vehicle's driving, and assists in adjusting the wheel alignment parameters during steering to reduce body roll and tire wear, thereby ensuring steering accuracy and driving safety.

[0077] The present application has an integrally formed part 10 including a rear section 11 of the longitudinal beam. The integrally formed part 10 is processed and formed in one piece, which reduces the structural complexity of the front cabin and thus reduces the cost of the vehicle, so as to at least partially solve the technical problem in the prior art that the front cabin has many components and a complex structure, resulting in higher costs.

[0078] In addition, by installing the front suspension upper arm 20 on the rear section 11 of the longitudinal beam of the one-piece molded part 10, the response is made more direct, thereby improving the vehicle's handling performance. At the same time, by installing the front suspension upper arm 20 on the rear section 11 of the longitudinal beam, the structure of the rear section 11 of the longitudinal beam formed by one-piece die-casting can be strengthened, thereby improving the strength of the rear section 11 of the longitudinal beam.

[0079] The XYZ directions of the vehicle body are used as a reference for description below. The XYZ directions of the vehicle body are standardized three-dimensional directions defined based on the vehicle coordinate system (Vehicle Coordinate System). The X direction (longitudinal) is defined as the horizontal axis along the direction of vehicle travel. The front of the vehicle is in the front of the X direction, and the rear of the vehicle is in the back of the X direction. The Y direction (lateral) is defined as the horizontal axis perpendicular to the direction of vehicle travel, that is, perpendicular to the X direction. It is based on the driver's perspective when the vehicle is traveling forward. The steering wheel is on the left side of the vehicle and the co-pilot is on the right side of the vehicle. The left side is positive and the right side is negative. The Z direction (vertical) is defined as the axis perpendicular to the ground, that is, perpendicular to the X and Y directions. Upward is positive, downward is negative, and the Z direction is opposite to the direction of gravity.

[0080] In addition, the left and right in this article are based on the driver's perspective when the vehicle is moving forward, with the steering wheel on the left side of the vehicle and the passenger seat on the right side of the vehicle.

[0081] The fixing of the front suspension upper swing arm 20 will be described in detail below.

[0082] In some embodiments, in order to better fix the front suspension upper swing arm 20, refer to Figure 3 and Figure 4The front cabin structure assembly 100 also includes an upper swing arm mounting bracket 30, which is installed on the rear section 11 of the longitudinal beam. The front suspension upper swing arm 20 is installed on the upper swing arm mounting bracket 30 and is installed on the rear section 11 of the longitudinal beam through the upper swing arm mounting bracket 30.

[0083] By arranging an upper control arm mounting support 30 between the front suspension upper control arm 20 and the rear section 11 of the longitudinal beam, force buffering and transmission can be achieved to a certain extent. The impact force, lateral force and other loads transmitted to the upper control arm by the road surface through the wheel can be reasonably dispersed to the longitudinal beam body structure, and stress concentration caused by rigid connection can be avoided. At the same time, the positioning function of the support is used to ensure the installation position accuracy of the upper control arm, maintain the stability of the geometric parameters of the suspension system, and improve the vehicle controllability and driving smoothness.

[0084] The upper swing arm mounting bracket 30 not only has the function of mounting the front suspension upper swing arm 20 on the longitudinal beam rear section 11 , but also can strengthen the structure of the longitudinal beam rear section 11 by setting the upper swing arm mounting bracket 30 , thereby further improving the strength of the longitudinal beam rear section 11 .

[0085] In some embodiments, the upper swing arm mounting bracket 30 is embedded in the rear section 11 of the longitudinal beam, and the swing center of the front suspension upper swing arm 20 is located in the rear section 11 of the longitudinal beam. Because the rear section 11 of the longitudinal beam is die-cast as a whole, it can provide internal space to accommodate the mounting bracket, so that the swing center of the suspension upper swing arm can be located in the rear section 11 of the longitudinal beam. This can improve the consistency between the rotation center of the front suspension upper swing arm 20 and the force center of the longitudinal beam during movement (such as when turning or driving over potholes), thereby reducing the additional torque and lateral force caused by eccentricity, reducing stress concentration in the front suspension upper swing arm 20 and the upper swing arm mounting bracket 30, improving the structural rigidity and durability of the suspension system, and further improving the handling performance. In addition, the space in the rear section 11 of the longitudinal beam can be rationally utilized, which helps save space in the Y direction, i.e., the width direction of the vehicle.

[0086] In some embodiments, two upper swing arm mounting brackets 30 are provided, arranged side by side along the extension direction of the longitudinal beam rear section 11. Providing two upper swing arm mounting brackets 30 between the front suspension upper swing arm 20 and the longitudinal beam creates a stable two-point support structure, evenly distributing the vertical, lateral, and longitudinal forces transmitted by the front suspension upper swing arm 20. This prevents stress concentration and structural deformation caused by single-point force application, thereby enhancing the reliability of the connection.

[0087] The structure of the rear section 11 of the longitudinal beam will be described in detail below. The structure of the rear section 11 of the longitudinal beam is suitable for the aforementioned fixing method of the upper swing arm 20 of the front suspension.

[0088] See also Figure 5-Figure 7In some embodiments, the rear section 11 of the longitudinal beam includes a main body 111 and a plurality of longitudinal reinforcing ribs 112 fixed to the main body 111 and arranged in parallel. The extension direction of the longitudinal reinforcing ribs 112 is the same as the extension direction of the rear section 11 of the longitudinal beam, that is, along the X direction of the vehicle body or the front-to-back direction of the vehicle body. The structural design of the longitudinal reinforcing ribs 112 increases the cross-sectional inertia and bending stiffness of the rear section 11 of the longitudinal beam, improves the ability of the rear section 11 of the longitudinal beam to resist longitudinal bending deformation (such as the axial force generated by the undulating road surface or collision during vehicle driving), and prevents the rear section 11 of the longitudinal beam from being excessively deformed due to stress, which affects the overall strength of the vehicle body. In addition, the distribution of the reinforcing ribs guides the stress transfer path, evenly distributing the concentrated load (such as the force from the suspension, engine and other components) to the overall structure of the longitudinal beam, reducing the risk of cracking caused by local stress concentration and enhancing the reliability of the vehicle body structure.

[0089] In some embodiments, the rear section 11 of the longitudinal beam further includes a plurality of vertical reinforcing ribs 114 arranged in parallel and fixed to the main body 111. The vertical reinforcing ribs 114 extend along the Z direction of the vehicle body. By providing the vertical reinforcing ribs 114, the vertical bending stiffness of the cross section of the rear section 11 of the longitudinal beam can be increased, the ability to resist vertical loads (such as vehicle body weight, road bumps and impact) can be improved, and excessive vertical bending deformation of the rear section 11 of the longitudinal beam can be avoided. The vertical reinforcing ribs 114 are used to guide the vertical stress to be dispersed toward the entire rear section 11 of the longitudinal beam, reducing the risk of cracking caused by local stress concentration. In a collision scenario, the vertical reinforcing ribs 114 absorb the vertical impact energy through their own plastic deformation, thereby enhancing the collision resistance of the vehicle body structure and protecting the safety of key components and the passenger compartment.

[0090] Specifically, in this embodiment, the main body is provided with longitudinal reinforcement ribs 112 and vertical reinforcement ribs 114, and the vertical reinforcement ribs 114 are connected to the longitudinal reinforcement ribs 112. By connecting the vertical reinforcement ribs 114 and the longitudinal reinforcement ribs 112, a spatial grid-like support structure is formed, thereby significantly improving the comprehensive mechanical properties of the rear section 11 of the longitudinal beam through the superposition of multi-directional stiffness and the coordinated transfer of loads. Of course, in other embodiments, only longitudinal reinforcement ribs 112 or only vertical reinforcement ribs 114 can be provided as needed. In this embodiment, multiple longitudinal reinforcement ribs 112 and vertical reinforcement ribs 114 are provided on the same side of the main body 111. In other embodiments, multiple longitudinal reinforcement ribs 112 and vertical reinforcement ribs 114 can also be provided on different sides of the main body 111. Specifically, they can be provided as needed.

[0091] In some embodiments, a plurality of notches 113 are provided on the longitudinal reinforcing ribs 112 and / or the vertical reinforcing ribs 114 on a side away from the body 111. In other words, the notches 113 may be provided only on the longitudinal reinforcing ribs 112, only on the vertical reinforcing ribs 114, or between both longitudinal reinforcing ribs 112 and vertical reinforcing ribs 114.

[0092] By setting a notch 113 on the longitudinal reinforcement rib 112, the notch 113 can be used as a stress concentration transfer point by the vertical reinforcement rib 114, guiding the stress to this area and diffusing it through the longitudinal reinforcement rib 112 to avoid cracking in key parts. The notch 113 is used to reduce material to achieve lightweighting while compensating for stiffness loss through the reinforcement rib, optimizing the load transfer path to avoid stress cracking at the tip of the notch 113, making the notch 113 a preset deformation energy absorption zone, and absorbing collision energy through plastic deformation of the longitudinal reinforcement rib 112.

[0093] In some embodiments, the notch 113 is crescent-shaped, so that the entire longitudinal beam rear section 11 is more lightweight while meeting the requirements.

[0094] In some embodiments, there are two upper swing arm mounting brackets 30, and the longitudinal beam rear section 11 includes a mounting bracket 117. One upper swing arm mounting bracket 30 is located between two vertical reinforcing ribs 114, and the other upper swing arm mounting bracket 30 is located between one of the vertical reinforcing ribs 114 and the mounting bracket 117. The rigid support and load distribution characteristics of the vertical reinforcing ribs 114 ensure the stability and reliability of the suspension system. During a side collision or severe suspension impact, the support formed by the two vertical reinforcing ribs 114 can absorb energy through coordinated deformation. Specifically, in this embodiment, the number of vertical reinforcing ribs 114 is six, and there are two upper swing arm mounting brackets 30, wherein the first vertical reinforcing rib 114, the fourth vertical reinforcing rib 114, and the fifth vertical reinforcing rib 114 support the upper swing arm mounting bracket 30.

[0095] The front suspension upper arm 20 is mounted to the rear section 11 of the longitudinal beam of the one-piece molded part 10 through the upper arm mounting bracket 30. The one-piece molded part 10 utilizes the upper arm mounting bracket 30 and designs vertical reinforcement ribs 114 between the two upper arm mounting brackets 30 to achieve longitudinal force transmission while improving the vehicle's handling stability, but without being too strong or deformed.

[0096] In some embodiments, the longitudinal beam rear section 11 further includes a longitudinal beam root reinforcement rib 115. The longitudinal beam root reinforcement rib 115 strengthens the longitudinal beam root structure to prevent the root from becoming unstable during a collision.

[0097] In some embodiments, the cross section of the body 111 in the vehicle X direction is U-shaped. The longitudinal reinforcement ribs 112 and / or the vertical reinforcement ribs 114 are disposed within the body 111. The U-shaped cross section of the body 111 is formed by integral die casting, which facilitates lightweighting of the longitudinal beam.

[0098] In this embodiment, the integrally formed member 10 includes two longitudinal beam rear sections 11, with the U-shaped openings of the two bodies 111 facing away from each other. This orientation facilitates securing the front suspension upper swing arm 20 and positioning its swing center at the longitudinal beam rear section 11.

[0099] In this embodiment, a deformation groove 118 is formed on the side of one body 111 away from the other body 111. In other words, the deformation groove 118 is located on the outside of the two bodies 111. Therefore, when the front cabin is impacted, the front section 50 of the longitudinal beam cannot fully absorb the impact, and the rear section 11 of the longitudinal beam will deform through the deformation groove 118. Because the deformation groove 118 is located on the outside, the rear section 11 of the longitudinal beam will bend and deform outward to avoid squeezing the power unit in the middle.

[0100] Specifically, the deformation groove 118 is crescent-shaped. The crescent-shaped deformation groove 118 is a geometric shape transitioned by an arc. When a collision occurs, the crescent-shaped deformation groove 118 can improve the passive safety of the vehicle body through controllable progressive deformation.

[0101] The structure of the one-piece molded part 10 will be described in detail below. The structure of the one-piece molded part 10 is applicable to the structure of the aforementioned longitudinal beam rear section 11 and the fixing method of the aforementioned front suspension upper swing arm 20.

[0102] See also Figure 5-Figure 7 In some embodiments, the integrally formed member 10 further includes a seat tower fixing portion 12 fixedly connected to the longitudinal beam rear section 11. The seat tower fixing portion 12 is configured to fix the seat tower. In other words, the seat tower fixing portion 12 and the longitudinal beam rear section 11 are both integrally formed by die-casting.

[0103] By configuring the longitudinal beam rear section 11 and the seat tower fixing portion 12 as an integral die-cast unit, the stress concentration risk and connection gap of the traditional splicing process are eliminated, so that the longitudinal beam rear section 11 and the seat tower form a rigid whole, optimizing the load transfer path, improving the structural strength and energy absorption efficiency during a collision; at the same time, the number of parts and assembly processes are reduced, shortening the manufacturing cycle and reducing assembly errors, thereby improving production efficiency and dimensional accuracy.

[0104] Furthermore, in some embodiments, the integrally molded component 10 further includes a front panel 13, which is fixedly connected to the longitudinal beam rear section 11 and the seat tower fixing portion 12. The front panel 13 is configured to be connected to the vehicle body. In other words, the seat tower fixing portion 12, the longitudinal beam rear section 11, and the front panel 13 are all integrally formed by die-casting. The front panel 13 herein may correspond to a conventional front panel.

[0105] By integrally die-casting the rear section 11 of the longitudinal beam, the seat tower fixing portion 12, and the front enclosure 13, the weld fatigue risks and assembly gaps of the traditional multi-part bolt connection and welding process are further eliminated, so that the three form a three-in-one rigid frame, constructing an efficient load transfer network. In the event of a frontal collision, the impact force is quickly dispersed and deformation of the longitudinal beam is reduced through continuous metal streamlines. In the event of a side collision, intrusion into the passenger compartment is suppressed, while the torsional rigidity and dynamic response of the vehicle body are improved. The number of parts can also be further reduced, the assembly process is simplified, the manufacturing cycle is shortened, and assembly errors are reduced, thereby improving production efficiency and dimensional accuracy.

[0106] Furthermore, in some embodiments, the integrally formed part 10 includes two side components 14 and a connecting portion 15 connecting the two side components 14;

[0107] Two side components 14 are located on opposite sides of the connecting portion 15. Each side component 14 includes a front panel 13, a longitudinal beam rear section 11, and a seat tower fixing portion 12. The opposite sides of the connecting portion 15, i.e., the Y-direction or left and right sides of the vehicle, are formed by integrally die-casting the longitudinal beam rear section 11, the seat tower fixing portion 12, and the front panel 13 on the left and right sides of the vehicle. These components are connected by the connecting portion 15. Specifically, the longitudinal beam rear section 11, the seat tower fixing portion 12, and the front panel 13 on the left side, and the longitudinal beam rear section 11, the seat tower fixing portion 12, the front panel 13 on the right side, and the connecting portion 15 are all part of a single unitary body formed by die-casting.

[0108] By arranging the left side longitudinal beam rear section 11, seat tower fixing part 12 and front enclosure 13, the right side longitudinal beam rear section 11, seat tower fixing part 12 and front enclosure 13, and the connecting part 15 as an integral die-casting, the weld fatigue risk and assembly gap of the traditional multi-part bolt connection and welding process are further eliminated, so that the multiple parts form a multi-in-one rigid frame, constructing an efficient load transfer network; it can also further reduce the number of parts, simplify the assembly process, shorten the manufacturing cycle and reduce assembly errors, thereby improving production efficiency and dimensional accuracy.

[0109] Of course, in other embodiments, the connecting portion 15 can also be set as a separate part, that is, the one-piece molded part 10 is set as three independent parts, two side components 14 and one connecting portion 15, and the two side components 14 can also be connected through the connecting portion 15.

[0110] Furthermore, in some embodiments, the thickness of the one-piece molded part 10 decreases from the sides of the two front enclosures 13 toward the connecting portion 15. In other words, the one-piece molded part 10 is thinner in the center and thicker at the edges in the vehicle's Y-direction. Because the central region, where the connecting portion 15 is located, is less loaded, it can be made thinner, contributing to vehicle weight reduction. However, the areas to the sides, namely the front enclosure 13, must withstand high-frequency, high-intensity loads such as collision impacts and road shocks transmitted by the suspension. Therefore, these areas must meet certain requirements for deformation resistance.

[0111] See also Figure 8 Furthermore, in some embodiments, the front enclosure 13 includes a first thickness region 131 and a second thickness region 132. The second thickness region 132 connects the first thickness region 131 and the connecting portion 15. The thickness of the second thickness region 132 is less than that of the first thickness region 131, but greater than that of the connecting portion 15. In other words, the thicknesses of the first thickness region 131, the second thickness region 132, and the connecting portion 15 are arranged in a stepped manner, which not only meets the requirements for force transmission but also takes into account the lightweighting of the vehicle body.

[0112] Furthermore, in some embodiments, the front cabin structure assembly 100 further includes a subframe 40 , one end of which is fixed to the front enclosure 13 , and the first thickness region 131 and the second thickness region 132 are bounded by the connection between the subframe 40 and the front enclosure 13 .

[0113] That is, the junction of the subframe 40 and the front panel 13 serves as the boundary between the first and second thickness regions 131, 132. The section of the front panel 13 from the junction of the subframe 40 and the front panel 13 to the connecting portion 15 constitutes the second thickness region 132, while the remaining section constitutes the first thickness region 131. When the vehicle is impacted, the subframe 40 transmits the force to the first thickness region 131, which then transmits the force to the side sill via the first thickness region 131. By dividing the first and second thickness regions 131, 132, with the junction of the subframe 40 and the front panel 13 as the boundary, the vehicle is not only optimally able to withstand high-frequency, high-intensity loads such as collision impact and road shock transmitted by the suspension, but also optimally contributes to vehicle lightweighting.

[0114] In some embodiments, the opposing surfaces of the two longitudinal beam rear sections 11 are recessed outward to form first crush grooves 116. "Outward" refers to the vehicle body. For example, the first crush groove 116 of the left longitudinal beam rear section 11 is recessed toward the left side of the vehicle body, while the first crush groove 116 of the right longitudinal beam rear section 11 is recessed toward the right side of the vehicle body. The provision of the first crush grooves 116 guides these areas to bend outward and upward, preventing them from squeezing high-voltage components such as the powertrain within the front cabin during a collision.

[0115] The annular force transmission structure will be introduced below.

[0116] See also Figure 1 and Figure 9 In some embodiments, the front cabin structure assembly 100 further includes a longitudinal beam front section 50, a subframe 40, and a subframe mounting bracket 41. The longitudinal beam front section 50 is fixedly connected to the longitudinal beam rear section 11. One end of the subframe 40 is fixed to the subframe mounting bracket 41, and the other end of the subframe 40 is fixed to the front enclosure 13. The subframe mounting bracket 41 is fixed to the longitudinal beam front section 50. In other words, the longitudinal beam front section 50 is connected to the longitudinal beam rear section 11, the longitudinal beam rear section 11 is connected to the subframe 40, the subframe 40 is connected to the subframe mounting bracket 41, and the subframe mounting bracket 41 is connected to the longitudinal beam front section 50.

[0117] By fixing the other end of the subframe 40 to the front enclosure 13 , the lateral rigidity of the subframe 40 can be increased, the handling performance can be improved, and the battery pack can be prevented from being hit.

[0118] In some embodiments, the middle portion of the subframe 40 is further fixed to the longitudinal beam rear section 11. By fixing the middle portion of the subframe 40 to the longitudinal beam rear section 11, the rigidity of the subframe 40 is further improved, thereby enhancing the stability of the longitudinal beam rear section 11. The longitudinal beam rear section 11 also provides a mounting point for the middle portion of the subframe 40, enhancing the force transmission stability of the longitudinal beam rear section 11 and preventing the front portion of the longitudinal beam rear section 11 from becoming unstable or insufficiently crushed.

[0119] In some embodiments, two upper swing arm mounting brackets 30 are embedded in the longitudinal beam rear section 11. The two upper swing arm mounting brackets 30 are arranged side by side along the extension direction of the longitudinal beam rear section 11. The middle portion of the subframe 40 is fixed between the two upper swing arm mounting brackets 30. By fixing the middle portion of the subframe 40 between the two upper swing arm mounting brackets 30, space is effectively utilized and the stability and reliability of the subframe 40 can be optimized.

[0120] In some embodiments, the front cabin structure assembly 100 also includes an upper side rail 60, which is located on opposite sides of the longitudinal beam rear section 11 and the longitudinal beam front section 50 with the subframe 40, respectively. One end of the upper side rail 60 is fixed to the subframe mounting bracket 41, and the other end is fixed to the front surround 13. The middle part of the upper side rail 60 is fixed to the seat tower fixing portion 12.

[0121] By fixing one end of the roof rail 60 to the subframe mounting bracket 41 and the other end to the front panel 13, and fixing the middle portion of the roof rail 60 to the seat tower fixing portion 12, an annular force transmission structure is formed between the roof rail 60, the subframe 40 and the subframe mounting bracket 41. This ensures that when the vehicle skids in the Y direction, the A-pillar and the door sill are guided to avoid collision with the one-piece molded part 10, thereby preventing the one-piece molded part 10 from directly cracking and causing injury to the occupants.

[0122] The longitudinal beam front section 50 will be described below.

[0123] See also Figure 1 and Figure 9 In some embodiments, the front cabin structural assembly 100 further includes a front longitudinal beam section 50, which is fixedly connected to the rear longitudinal beam section 11 to form a front longitudinal beam in the front cabin. The front longitudinal beam section 50, the front suspension upper swing arm 20, and the rear longitudinal beam section 11 of the integrally formed component 10 collectively form a force transmission path in the event of a frontal impact. This ensures that the front longitudinal beam section 50 is completely crushed and deformed, while the rear longitudinal beam section 11 can be bent and deformed. Furthermore, it provides a mounting point for the front suspension upper swing arm 20, thereby improving the vehicle's handling stability.

[0124] Furthermore, in this embodiment, the rear section 11 of the longitudinal beam includes a body 111 and a mounting seat 117 connected to the body 111. The front section 50 of the longitudinal beam is fixed within the mounting seat 117. The rear section 11 of the longitudinal beam is connected to the front section 50 of the longitudinal beam by providing the mounting seat 117. The rear section 11 of the longitudinal beam is connected to the front section 50 of the longitudinal beam by means of bolts or welding, and a segmented structure can be assembled. In the event of a collision, the front section can be preferentially crushed to absorb energy, thereby protecting the rear section 11 of the longitudinal beam and the passenger compartment.

[0125] Furthermore, in this embodiment, the front section 50 of the longitudinal beam is an aluminum profile structure, which contributes to the lightweighting of the vehicle and can protect the one-piece molded part 10 from damage when the vehicle is involved in a low-speed collision.

[0126] Furthermore, in this embodiment, the cross-section of the longitudinal beam front section 50 in the extension direction is a square with chamfered corners, and the thickness of the chamfered area is less than the thickness of the other areas of the longitudinal beam front section 50. By setting the thickness of the chamfered area to be equal to the thickness of the other areas of the longitudinal beam front section 50, the chamfered area can be crushed and absorb energy in the event of a frontal collision, resulting in more complete crushing and protecting the longitudinal beam rear section 11 and the passenger compartment.

[0127] Furthermore, other methods can be used to achieve more complete crushing, such as providing a second crush groove 51 in an area of ​​the longitudinal beam front section 50 away from the longitudinal beam rear section 11. The second crush groove 51 is a notch 113 formed on the edge of the longitudinal beam front section. During a frontal collision, crushing energy can be absorbed through the second crush groove 51, guiding crushing along the X-direction for more complete crushing and protecting the longitudinal beam rear section 11 and the passenger compartment. Of course, it is also possible to simultaneously utilize a method in which the thickness of the chamfered area is less than that of other areas of the longitudinal beam front section 50 and provide a second crush groove 51, thereby achieving optimal crushing energy absorption and the most complete crushing.

[0128] The present application also provides a vehicle body structure assembly, which includes the aforementioned front cabin structure assembly 100. The vehicle body structure assembly has all the beneficial effects of the aforementioned front cabin structure assembly 100, which will not be repeated here.

[0129] The present application also provides a vehicle, which includes the aforementioned body structure assembly or the aforementioned front cabin structure assembly 100. The vehicle has all the beneficial effects of the aforementioned body structure assembly or the aforementioned front cabin structure assembly 100, which will not be repeated here.

[0130] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0131] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0132] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0133] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A front cabin structure assembly (100), characterized in that: The front cabin structure assembly (100) comprises: The integrally formed part (10) includes a longitudinal beam rear section (11); The front suspension upper swing arm (20) is mounted on the longitudinal beam rear section (11).

2. The front cabin structure assembly (100) according to claim 1, characterized in that: The front cabin structure assembly (100) further includes an upper swing arm mounting support (30), wherein the upper swing arm mounting support (30) is mounted on the longitudinal beam rear section (11); The front suspension upper swing arm (20) is mounted on the upper swing arm mounting support (30).

3. The front cabin structure assembly (100) according to claim 2, characterized in that: The upper swing arm mounting support (30) is embedded in the longitudinal beam rear section (11), and the swing center of the front suspension upper swing arm (20) is located in the longitudinal beam rear section (11).

4. The front cabin structure assembly (100) according to claim 3, characterized in that: There are two upper swing arm mounting supports (30), and the two upper swing arm mounting supports (30) are arranged in parallel along the extension direction of the longitudinal beam rear section (11).

5. The front cabin structure assembly (100) according to claim 1, characterized in that: The longitudinal beam rear section (11) comprises a main body (111) and a plurality of longitudinal reinforcing ribs (112) and / or vertical reinforcing ribs (114) fixed to the main body (111) and arranged in parallel.

6. The front cabin structure assembly (100) according to claim 5, characterized in that: When the longitudinal beam rear section (11) includes a plurality of longitudinal reinforcing ribs (112) and vertical reinforcing ribs (114) arranged in parallel, the vertical reinforcing ribs (114) are connected to the longitudinal reinforcing ribs (112).

7. The front cabin structure assembly (100) according to claim 5, characterized in that: A plurality of notches (113) are provided on the longitudinal reinforcing rib (112) and / or the vertical reinforcing rib (114) on a side away from the main body (111).

8. The front cabin structure assembly (100) according to claim 7, characterized in that: The notch (113) is in a crescent shape.

9. The front cabin structure assembly (100) according to claim 5, characterized in that: The front cabin structure assembly (100) further includes two upper swing arm mounting supports (30) mounted on the longitudinal beam rear section (11); the front suspension upper swing arm (20) is mounted on the two upper swing arm mounting supports (30); The longitudinal beam rear section (11) includes a mounting seat (117), one upper swing arm mounting support (30) is located between two vertical reinforcing ribs (114), and the other upper swing arm mounting support (30) is located between one vertical reinforcing rib (114) and the mounting seat (117).

10. The front cabin structure assembly (100) according to claim 5, characterized in that: The longitudinal beam rear section (11) further includes longitudinal beam root reinforcement ribs (115).

11. The front cabin structure assembly (100) according to claim 1, characterized in that: The integrally formed part (10) is made of aluminum, aluminum alloy, or magnesium alloy.

12. The front cabin structure assembly (100) according to any one of claims 1 to 11, characterized in that: The integrally formed part (10) further comprises a seat tower fixing portion (12) fixedly connected to the longitudinal beam rear section (11), and the seat tower fixing portion (12) is configured to fix the seat tower.

13. The front cabin structure assembly (100) according to claim 12, characterized in that: The integrally formed part (10) further includes a front enclosure (13), wherein the front enclosure (13) is fixedly connected to the longitudinal beam rear section (11) and the seat tower fixing portion (12), and the front enclosure (13) is configured to be connected to a vehicle body.

14. The front cabin structure assembly (100) according to claim 13, characterized in that: The one-piece molded part (10) includes two side components (14) and a connecting portion (15) connecting the two side components (14); The two side components (14) are located on opposite sides of the connecting portion (15), and each side component (14) includes the front enclosure (13), the longitudinal beam rear section (11) and the seat tower fixing portion (12).

15. The front cabin structure assembly (100) according to claim 14, characterized in that: The thickness of the integrally formed part (10) decreases in a direction from both sides of the two front enclosure parts (13) to the connecting part (15).

16. The front cabin structure assembly (100) according to claim 15, characterized in that: The front enclosure (13) includes a first thickness region (131) and a second thickness region (132), wherein the second thickness region (132) connects the first thickness region (131) and the connecting portion (15), and the thickness of the second thickness region (132) is smaller than the thickness of the first thickness region (131) and larger than the thickness of the connecting portion (15).

17. The front cabin structure assembly (100) according to claim 16, characterized in that: The front cabin structure assembly (100) further includes a subframe (40), one end of the subframe (40) is fixed to the front enclosure (13), and the first thickness region (131) and the second thickness region (132) are bounded by the connection between the subframe (40) and the front enclosure (13).

18. The front cabin structure assembly (100) according to claim 14, characterized in that: The surfaces opposite to each other of the two longitudinal beam rear sections (11) are recessed outwards to form a first crushing groove (116).

19. The front cabin structure assembly (100) according to claim 13, characterized in that: The front cabin structure assembly (100) further includes a longitudinal beam front section (50), a subframe (40) and a subframe mounting bracket (41); The longitudinal beam front section (50) is fixedly connected to the longitudinal beam rear section (11); One end of the sub-frame (40) is fixed to the sub-frame mounting bracket (41), and the other end of the sub-frame (40) is fixed to the front enclosure (13); The subframe mounting bracket (41) is fixed on the longitudinal beam front section (50).

20. The front cabin structure assembly (100) according to claim 19, characterized in that: The middle portion of the auxiliary frame (40) is fixed on the rear section (11) of the longitudinal beam.

21. The front cabin structure assembly (100) according to claim 20, characterized in that: The upper swing arm mounting support (30) is embedded in the longitudinal beam rear section (11), and there are two upper swing arm mounting supports (30). The two upper swing arm mounting supports (30) are arranged in parallel along the extension direction of the longitudinal beam rear section (11), and the middle part of the subframe (40) is fixed between the two upper swing arm mounting supports (30).

22. The front cabin structure assembly (100) according to claim 19, characterized in that: The front cabin structure assembly (100) also includes an upper side beam (60), and the upper side beam (60) and the subframe (40) are respectively located on opposite sides of the longitudinal beam rear section (11) and the longitudinal beam front section (50), one end of the upper side beam (60) is fixed to the subframe mounting bracket (41), and the other end is fixed to the front enclosure (13), and the middle part of the upper side beam (60) is fixed to the seat tower fixing part (12).

23. The front cabin structure assembly (100) according to any one of claims 1 to 11, characterized in that: The front cabin structure assembly (100) further includes a longitudinal beam front section (50), and the longitudinal beam front section (50) is fixedly connected to the longitudinal beam rear section (11).

24. The front cabin structure assembly (100) according to claim 23, characterized in that: The longitudinal beam rear section (11) comprises a body (111) and a mounting seat (117) connected to the body (111), and the longitudinal beam front section (50) is fixed in the mounting seat (117).

25. The front cabin structure assembly (100) according to claim 23, characterized in that: The longitudinal beam front section (50) is an aluminum profile structure.

26. The front cabin structure assembly (100) according to claim 23, characterized in that: The cross section of the longitudinal beam front section (50) in the extension direction is a square with chamfers, and the thickness of the chamfered area is smaller than the thickness of other areas of the longitudinal beam front section (50).

27. The front cabin structure assembly (100) according to claim 23, characterized in that: A second crushing groove (51) is provided on the longitudinal beam front section (50) in an area away from the longitudinal beam rear section (11).

28. The front cabin structure assembly (100) according to any one of claims 1 to 11, characterized in that: The longitudinal beam rear section (11) comprises a main body (111), and the cross section of the main body (111) in the vehicle X direction is U-shaped.

29. The front cabin structure assembly (100) according to claim 28, characterized in that: The integrally formed part (10) comprises two longitudinal beam rear sections (11), and the U-shaped openings of the two main bodies (111) are in opposite directions.

30. The front cabin structure assembly (100) according to claim 29, characterized in that: A deformation groove (118) is respectively provided on a side of one of the bodies (111) away from the other body (111).

31. The front cabin structure assembly (100) according to claim 30, characterized in that: The deformation groove (118) is crescent-shaped.

32. The front cabin structure assembly (100) according to any one of claims 1 to 31, characterized in that: The integrally formed part (10) is an integrally pressure-cast part.

33. A vehicle body structure assembly, characterized in that: The vehicle body structure assembly includes the front cabin structure assembly (100) according to any one of claims 1 to 32.

34. A vehicle, characterized in that: The vehicle comprises the vehicle body structure assembly according to claim 33 or the front cabin structure assembly (100) according to any one of claims 1 to 32.

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