Front cabin assembly and vehicle

Abstract

The invention discloses a front cabin assembly and a vehicle, and relates to the technical field of vehicle manufacturing, the front cabin assembly comprises a first anti-collision beam, a trunk beam and a front wall longitudinal beam, the trunk beam and the front wall longitudinal beam are both connected to the rear of the first anti-collision beam, and at least part of the trunk beam is constructed to face upwards and incline outwards from front to back; at least part of the trunk beam is located above the front wall longitudinal beam, the front wall longitudinal beam is provided with at least one crumple position, and the front wall longitudinal beam is suitable for being bent and deformed at the crumple position; the auxiliary frame longitudinal beam is connected to the rear portion of the second anti-collision beam, and the auxiliary frame longitudinal beam is located below the front wall longitudinal beam. According to the front cabin assembly provided by the embodiment of the invention, the trunk beam, the front wall longitudinal beam and the auxiliary frame longitudinal beam can form three collision force transmission paths along the vertical direction of the vehicle, so that when the front part of the vehicle is collided, the collision force can be transmitted and dispersed along the three paths at the same time, and the transmission of the collision force towards a passenger cabin can be reduced; and the collision performance and the use safety of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle manufacturing, in particular to a front engine compartment assembly and a vehicle. BACKGROUND

[0002] With the development of national economy and the continuous improvement of living standards, vehicles are becoming more and more important in people's life and travel, and the safety performance and user riding experience of the vehicle in use are all problems that need to be considered when the vehicle is produced and manufactured. The existing vehicle has few force transmission paths in the front part of the vehicle, which leads to poor reliability of the transmission and dissipation of the collision force of the front part of the vehicle, and further leads to poor crash performance and use safety of the vehicle, which needs to be improved. SUMMARY

[0003] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application provides a front engine compartment assembly, which can form three collision force transmission paths along the vertical direction of the vehicle, so that when the vehicle collides in the front part, the collision force can be transmitted and dispersed along the three paths at the same time, which can reduce the transmission of the collision force towards the passenger compartment and improve the crash performance and use safety of the vehicle.

[0004] The front engine compartment assembly according to the embodiment of the present application comprises: a first anti-collision beam, an elephant trunk beam and a front wall longitudinal beam, the front part of the elephant trunk beam and the front part of the front wall longitudinal beam are connected to the rear of the first anti-collision beam, at least part of the elephant trunk beam is inclined upward and outward from front to back, at least part of the elephant trunk beam is located above the front wall longitudinal beam, the front wall longitudinal beam is provided with at least one collapse position, and the front wall longitudinal beam is adapted to bend and deform at the collapse position; a second anti-collision beam and a subframe longitudinal beam, the front part of the subframe longitudinal beam is connected to the rear of the second anti-collision beam, and the subframe longitudinal beam is located below the front wall longitudinal beam.

[0005] The front engine compartment assembly according to the embodiment of the present application, by the first anti-collision beam and the second anti-collision beam, the collision force when the vehicle collides in the front part can be absorbed and transmitted, the elephant trunk beam and the front wall longitudinal beam are connected to the rear side of the first anti-collision beam, and the subframe longitudinal beam is connected to the rear side of the second anti-collision beam, so that the collision force on the first anti-collision beam and the second anti-collision beam can be further transmitted from front to back along the elephant trunk beam, the front wall longitudinal beam and the subframe longitudinal beam, and at least part of the elephant trunk beam is located above the front wall longitudinal beam, and the subframe longitudinal beam is located below the front wall longitudinal beam, so that the elephant trunk beam, the front wall longitudinal beam and the subframe longitudinal beam can form three collision force transmission paths along the vertical direction of the vehicle, and then when the vehicle collides in the front part, the collision force can be transmitted from front to back along the three paths of the elephant trunk beam, the front wall longitudinal beam and the subframe longitudinal beam, which can effectively improve the reliability of absorbing and transmitting the collision force in the front-rear direction, reduce the transmission of the collision force towards the passenger compartment, and improve the crash performance and use safety of the vehicle.

[0006] According to some embodiments of the application, the front end of the elephant trunk, the first crush location and the front end of the second crush section are arranged in vertical alignment in a projection of the vehicle in the transverse direction, and / or the second crush location and the rear end of the second crush section are arranged in vertical alignment.

[0007] According to some embodiments of the application, the front end of the elephant trunk, the first crush location and the front end of the second crush section are arranged in vertical alignment in a projection of the vehicle in the transverse direction, and / or the second crush location and the rear end of the second crush section are arranged in vertical alignment.

[0008] According to some embodiments of the application, the front end of the elephant trunk, the first crush location and the front end of the second crush section are arranged in vertical alignment in a projection of the vehicle in the transverse direction, and / or the second crush location and the rear end of the second crush section are arranged in vertical alignment.

[0009] According to some embodiments of the application, the rear side of the first crash beam is provided with a first energy absorption box, and the front portion of the elephant trunk and the front portion of the front wall longitudinal beam are connected to the rear side of the first energy absorption box through an adapter structure.

[0010] According to some embodiments of the application, the adapter structure comprises a mounting main plate connected to the rear side of the energy absorption box, and the front portion of the elephant trunk and the front portion of the front wall longitudinal beam are connected to the rear side of the mounting main plate.

[0011] According to some embodiments of the application, the adapter structure further comprises a first mounting plate and a second mounting plate spaced apart in the transverse direction of the vehicle and connected to the rear side of the mounting main plate, and the front end of the elephant trunk is adapted to be connected between the first mounting plate and the second mounting plate; and / or the adapter structure further comprises a connecting pipe connected to the rear side of the mounting main plate, and the front end of the front wall longitudinal beam is connected to the connecting pipe in a plug-in manner.

[0012] According to some embodiments of the application, the adapter structure further comprises a support plate supported below the connecting pipe and supported on the bottom of the front wall longitudinal beam; wherein the second mounting plate comprises a connecting flange extending below the support plate, a fixing plate is connected between the support plate and the second mounting plate, and the sub-frame longitudinal beam is connected to a first connecting member penetrating through the connecting flange and the fixing plate.

[0013] According to the front engine bay assembly of some embodiments of the present application, the rear part of the front wall longitudinal beam is connected with a longitudinal beam rear part force structure, and the rear end of the longitudinal beam rear part force structure is connected with the rear end of the subframe longitudinal beam; wherein the inner side of the rear end of the longitudinal beam rear part force structure is adapted to be connected with the middle channel, the outer side of the rear end of the longitudinal beam rear part force structure is adapted to be connected with the rocker beam, and the middle part of the rear end of the longitudinal beam rear part force structure is adapted to be connected with the front floor underbody longitudinal beam.

[0014] According to the front engine bay assembly of some embodiments of the present application, the rear end of the subframe longitudinal beam is detachably connected with the longitudinal beam rear part force structure through a second connecting piece.

[0015] According to the front engine bay assembly of some embodiments of the present application, the subframe longitudinal beam comprises a first plate body and a second plate body, the first plate body and the second plate body are connected in a snap-fit manner and jointly define an internal cavity, and at least one reinforcing plate is arranged in the internal cavity.

[0016] The present application further provides a vehicle.

[0017] The vehicle according to the embodiments of the present application comprises the front engine bay assembly according to any one of the above embodiments.

[0018] The vehicle and the front engine bay assembly have the same advantages as the prior art, which will not be repeated here.

[0019] Additional aspects and advantages of the present application will be given in the following description, will become apparent from the following description, or will be learned from the practice of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description, taken in conjunction with the accompanying drawings, in which:

[0021] Figure 1 is a structural schematic diagram of the front engine bay assembly according to the embodiments of the present application Figure One ;

[0022] Figure 2 is a structural schematic diagram of the front engine bay assembly according to the embodiments of the present application Figure Two ;

[0023] Figure 3 is a structural schematic diagram of the front engine bay assembly according to the embodiments of the present application Figure Three ;

[0024] Figure 4 is a partial schematic diagram of the front engine bay assembly according to the embodiments of the present application Figure One ;

[0025] Figure 5 is a partial schematic diagram of the front engine bay assembly according to the embodiments of the present applicationFigure Two ;

[0026] Figure 6 is a partial view of a front engine bay assembly according to an embodiment of the application Figure Three ;

[0027] Figure 7 is a partial view of a front engine bay assembly according to an embodiment of the application Figure Four ;

[0028] Figure 8 is a partial view of a front engine bay assembly according to an embodiment of the application Figure Five ;

[0029] Figure 9 is a partial view of a front engine bay assembly according to an embodiment of the application Figure Six ;

[0030] Figure 10 is a partial view of a front engine bay assembly according to an embodiment of the application Figure Seven ;

[0031] Figure 11 is a cross-sectional view of a front engine bay assembly according to an embodiment of the application at a first connection;

[0032] Figure 12 is a cross-sectional view of a front engine bay assembly according to an embodiment of the application at a second connection;

[0033] Figure 13 is a structural view of a front bulkhead rail according to an embodiment of the application;

[0034] Figure 14 is a partial cross-sectional view of a front engine bay assembly according to an embodiment of the application;

[0035] Figure 15 is a cross-sectional view of a subframe rail according to an embodiment of the application at a front end of a second crush section;

[0036] Figure 16 is a cross-sectional view of a subframe rail according to an embodiment of the application at a rear end of a second crush section.

[0037] Reference numerals:

[0038] a front engine bay assembly 100,

[0039] a first crash beam 1, a first energy absorbing box 11,

[0040] a snout beam 2, a first crush section 21,

[0041] a front bulkhead rail 3, a first crush position 31, a second crush position 32, a third crush position 33, a rear rail force structure 34, a frame rail web 341,

[0042] Second anti-collision beam 4, second energy-absorbing box 41,

[0043] Sub-frame longitudinal beam 5, second crush section 51, first plate body 52, second plate body 53, inner cavity 54, reinforcing plate 55,

[0044] Adapter structure 6, mounting main plate 61, first mounting plate 62, second mounting plate 63, connecting flange 631, connecting pipe 64, support plate 65, fixing plate 66,

[0045] First connecting piece 7, second connecting piece 71, first connecting hole 73, avoiding hole 74, fourth connecting piece 75, fifth connecting piece 76, middle channel 72, rocker panel 77, front floor underbody longitudinal beam 78,

[0046] Front cross beam 8, middle cross beam 81, rear cross beam 82, A-pillar structure 9, connecting structure 91, inner panel of wheelhouse 92, engine mounting seat 93, engine cantilever 94, engine mounting space 95, front wall structure 96. DETAILED DESCRIPTION

[0047] The embodiments of the present application will be described in detail below with reference to the drawings, in which the same or similar components have the same reference numerals throughout the several views. The embodiments described below are exemplary only, and are not intended to be limiting of the present application.

[0048] In the description of the present application, it is to be understood that the orientations or positional relationships indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the features defined as "first" and "second" can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0049] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0050] Unless otherwise specified, the front-to-back direction in this application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0051] Reference below Figures 1-16 The front cabin assembly 100 according to an embodiment of the present invention is described. The front cabin assembly 100 can form three collision force transmission paths along the vertical direction of the vehicle. When the vehicle is involved in a frontal collision, the collision force can be simultaneously transmitted and dispersed along these three paths, which can effectively reduce the collision force transmitted toward the passenger compartment and improve the collision performance and safety of the vehicle.

[0052] like Figures 1-3 As shown, a front nacelle assembly 100 according to one embodiment of the present invention includes: a first anti-collision beam 1 , a trunk beam 2 , a front wall longitudinal beam 3 , a second anti-collision beam 4 and a subframe longitudinal beam 5 .

[0053] The front part of the trunk bridge 2 and the front part of the front longitudinal beam 3 are both connected to the rear of the first anti-collision beam 1. At least part of the trunk bridge 2 is constructed to be inclined upward and outward from front to back. At least part of the trunk bridge 2 is located above the front longitudinal beam 3. The front longitudinal beam 3 is provided with at least one crush position, and the front longitudinal beam 3 is suitable for bending and deforming at the crush position; the front part of the subframe longitudinal beam 5 is connected to the rear of the second anti-collision beam 4, and the subframe longitudinal beam 5 is located below the front longitudinal beam 3.

[0054] Specifically, the first and second crash beams 1 and 4 are important components in a vehicle passive safety system, and are arranged at the front side of the vehicle to first bear the impact and absorb the collision energy by deforming itself when the vehicle is subjected to a front collision, thereby protecting the rear vulnerable components. The front part of the elephant trunk beam 2 and the front part of the front wall longitudinal beam 3 are both connected to the rear of the first crash beam 1, so that the elephant trunk beam 2 and the front wall longitudinal beam 3 are connected to the first crash beam 1, and the collision force when the vehicle is subjected to a front collision can be transmitted from the first crash beam 1 to the elephant trunk beam 2 and the front wall longitudinal beam 3. The front part of the subframe longitudinal beam 5 is connected to the rear of the second crash beam 4, so that the subframe longitudinal beam 5 is connected to the second crash beam 4, and the collision force when the vehicle is subjected to a front collision can be transmitted from the second crash beam 4 to the subframe longitudinal beam 5, so that the first crash beam 1, the elephant trunk beam 2, the front wall longitudinal beam 3, the second crash beam 4 and the subframe longitudinal beam 5 can be used together to absorb and transmit the collision force.

[0055] It should be noted that the first and second crash beams 1 and 4 can be made of aluminum material by extrusion molding and welding, and the first and second crash beams 1 and 4 can be arc-shaped to increase the length of the first and second crash beams 1 and 4, thereby increasing the protection range of the vehicle body structure and improving the reliability of protecting the vehicle body structure and passengers.

[0056] Among them, at least part of the elephant trunk beam 2 is configured to tilt upward and outward from front to back, so that the collision force transmitted from the first crash beam 1 to the elephant trunk beam 2 can be further transmitted upward and outward along the elephant trunk beam 2, and the front wall longitudinal beam 3 is configured to extend along the longitudinal direction of the vehicle, so that the collision force transmitted from the first crash beam 1 to the front wall longitudinal beam 3 can be further transmitted from front to back along the front wall longitudinal beam 3, and can further absorb and disperse the collision force. Moreover, the subframe longitudinal beam 5 is configured to extend along the longitudinal direction of the vehicle, so that the collision force transmitted from the second crash beam 4 to the subframe longitudinal beam 5 can be further transmitted from front to back along the subframe longitudinal beam 5. Thus, the elephant trunk beam 2, the front wall longitudinal beam 3 and the subframe longitudinal beam 5 can be used together to transmit the collision force from front to back, and the reliability of absorbing and transmitting the collision force in the front-rear direction can be improved.

[0057] It should be noted that the rear end of the subframe longitudinal beam 5 is connected to the rear end of the front wall longitudinal beam 3, the rear end of the elephant trunk beam 2 is connected to the A-pillar structure 9, and the rear end of the front wall longitudinal beam 3 is connected to the front wall structure 96 and the A-pillar structure 9. In this way, the elephant trunk beam 2, the front wall longitudinal beam 3 and the subframe longitudinal beam 5 can all be used to transmit the collision force towards the vehicle body, effectively reducing the transmission of the collision force towards the passenger compartment, protecting the passengers, and improving the crash performance and use safety of the vehicle.

[0058] And, at least one collapse position is arranged on the front bulkhead longitudinal beam 3, the collapse position is used to make the front bulkhead longitudinal beam 3 deform at the collapse position when the front bulkhead longitudinal beam 3 is forced, and the number of the collapse position can be one, two, three or more, so that the front bulkhead longitudinal beam 3 can deform at the at least one collapse position when forced, and the reliability of the front bulkhead longitudinal beam 3 absorbing the collision force can be improved.

[0059] Moreover, the subframe longitudinal beam 5 is arranged below the front bulkhead longitudinal beam 3, that is, the front bulkhead longitudinal beam 3 and the subframe longitudinal beam 5 are distributed vertically along the vehicle, so that the first anti-collision beam 1 connected with the front bulkhead longitudinal beam 3 and the second anti-collision beam 4 connected with the subframe longitudinal beam 5 are arranged vertically along the vehicle, the first anti-collision beam 1 and the second anti-collision beam 4 can simultaneously absorb and transmit the collision force at two positions, and the front bulkhead longitudinal beam 3 and the subframe longitudinal beam 5 can form two collision force transmission paths vertically along the vehicle, so that when the vehicle is subjected to a front collision, the collision force can be transmitted from front to back along the two paths of the front bulkhead longitudinal beam 3 and the subframe longitudinal beam 5, and the reliability of absorbing and transmitting the collision force in the front-rear direction can be improved.

[0060] Moreover, at least part of the elephant trunk beam 2 is arranged above the front bulkhead longitudinal beam 3, that is, at least part of the elephant trunk beam 2 and the front bulkhead longitudinal beam 3 are distributed vertically along the vehicle, so that the elephant trunk beam 2 and the front bulkhead longitudinal beam 3 can form two collision force transmission paths vertically along the vehicle, so that when the vehicle is subjected to a front collision, the collision force can be transmitted from front to back along the two paths of the elephant trunk beam 2 and the front bulkhead longitudinal beam 3, and further, the elephant trunk beam 2, the front bulkhead longitudinal beam 3 and the subframe longitudinal beam 5 can form three collision force transmission paths vertically along the vehicle, so that when the vehicle is subjected to a front collision, the collision force can be transmitted from front to back along the three paths of the elephant trunk beam 2, the front bulkhead longitudinal beam 3 and the subframe longitudinal beam 5, and the reliability of absorbing and transmitting the collision force in the front-rear direction can be effectively improved, and the transmission of the collision force to the passenger compartment can be reduced.

[0061] It should be noted that the front collision in the present application can include a direct collision and an offset collision.

[0062] According to the front cabin assembly 100 of the embodiment of the present application, the impact force when the vehicle is subjected to a front impact can be absorbed and transmitted by the first and second impact beams 1 and 4, the elephant trunk beam 2 and the front wall longitudinal beam 3 are connected to the rear side of the first impact beam 1 respectively, and the subframe longitudinal beam 5 is connected to the rear side of the second impact beam 4, so that the impact force on the first and second impact beams 1 and 4 can be further transmitted from front to rear along the elephant trunk beam 2, the front wall longitudinal beam 3 and the subframe longitudinal beam 5, and at least part of the elephant trunk beam 2 is located above the front wall longitudinal beam 3, and the subframe longitudinal beam 5 is located below the front wall longitudinal beam 3, so that the elephant trunk beam 2, the front wall longitudinal beam 3 and the subframe longitudinal beam 5 can form three impact force transmission paths in the vertical direction of the vehicle, and then when the vehicle is subjected to a front impact, the impact force can be transmitted from front to rear along the three paths of the elephant trunk beam 2, the front wall longitudinal beam 3 and the subframe longitudinal beam 5, so as to effectively improve the reliability of absorbing and transmitting the impact force in the front-rear direction, reduce the transmission of the impact force to the passenger cabin, and improve the crash performance and use safety of the vehicle.

[0063] In some embodiments, at least part of the elephant trunk beam 2 is configured as a first crush section 21, and the first crush section 21 is configured to tilt outwardly from bottom to top in the front-rear direction; and / or at least part of the subframe longitudinal beam 5 is configured as a second crush section 51, and the second crush section 51 is configured to tilt downwardly in the front-rear direction.

[0064] Specifically, at least part of the elephant trunk beam 2 is configured as the first crush section 21, that is, part or the whole of the elephant trunk beam 2 is configured as the first crush section 21, and the first crush section 21 is used to absorb the impact force by deformation, that is, the elephant trunk beam 2 can absorb part of the impact force through the first crush section 21 to reduce the transmission of the impact force to the passenger cabin, and the first crush section 21 is configured to tilt outwardly from bottom to top in the front-rear direction, so that when the elephant trunk beam 2 is subjected to the impact force, the first crush section 21 can bend and deform upwardly and rearwardly at the same time to absorb the impact force, thereby improving the reliability of the elephant trunk beam 2 in absorbing the impact force.

[0065] In the embodiment as shown in Figures 6-10 Part of the elephant trunk beam 2 is configured as the first crush section 21, which can facilitate improving the structural strength of the elephant trunk beam 2, thereby improving the reliability of the elephant trunk beam 2 in absorbing and transmitting the impact force at the same time.

[0066] Meanwhile, at least part of the subframe longitudinal beam 5 is configured as the second crush section 51, that is, part or the whole of the subframe longitudinal beam 5 is configured as the second crush section 51, and the second crush section 51 is used to absorb the impact force by deformation, that is, the subframe longitudinal beam 5 can absorb part of the impact force through the second crush section 51 to reduce the transmission of the impact force to the passenger cabin, and the second crush section 51 is configured to tilt downwardly in the front-rear direction, as shown in Figure 4As shown in Figs. 1 and 2, the second collapse section 51 is located in the middle of the sub-frame longitudinal beam 5, and the second collapse section 51 is configured to be inclined upward from back to front, so that the height of the part of the sub-frame longitudinal beam 5 located in front of the second collapse section 51 is higher than the height of the part of the sub-frame longitudinal beam 5 located behind the second collapse section 51, thereby avoiding interference between the part of the sub-frame longitudinal beam 5 located in front of the second collapse section 51 or the part of the sub-frame longitudinal beam 5 located behind the second collapse section 51 and the tire envelope or the components in the powertrain system, that is, avoiding interference between the sub-frame longitudinal beam 5 and the tire envelope or the components in the powertrain system, and improving the reliability of installation and work of the sub-frame longitudinal beam 5.

[0067] The part of the sub-frame longitudinal beam 5 configured as the second collapse section 51 can improve the structural strength of the sub-frame longitudinal beam 5, thereby improving the reliability of the sub-frame longitudinal beam 5 in absorbing and transmitting the collision force, and the height of the part of the sub-frame longitudinal beam 5 located in front of the second collapse section 51 is higher than the height of the part of the sub-frame longitudinal beam 5 located behind the second collapse section 51, so that the sub-frame longitudinal beam 5 can deform and collapse in a Z shape and avoid interference with the tire envelope and the components in the powertrain system when the vehicle is subjected to a front collision.

[0068] It should be noted that the sub-frame longitudinal beam 5 is configured to extend inward from front to back, and the height of the part of the sub-frame longitudinal beam 5 located in front of the second collapse section 51 is higher than the height of the part of the sub-frame longitudinal beam 5 located behind the second collapse section 51, which can ensure that the stress width of the second anti-collision beam 4 is greater than 40%, the stress width here refers to the ratio from the end of the second anti-collision beam 4 to the middle of the second anti-collision beam 4, and the sub-frame longitudinal beam 5 can stably deform in a Z shape to reliably absorb the collision force, and as Figure 2 、 Figure 15 and Figure 16 shown, the cross-sectional area of the sub-frame longitudinal beam 5 at the front end and the rear end of the second collapse section 51 is smaller than that of other parts, which can ensure the reliability of the bending deformation of the sub-frame longitudinal beam 5.

[0069] In some embodiments, the front wall longitudinal beam 3 has three first collapse positions 31, second collapse positions 32 and third collapse positions 33 distributed in sequence along the front and rear directions, and the front wall longitudinal beam 3 is configured to collapse inward at the first collapse positions 31 and the third collapse positions 33 and collapse outward at the second collapse positions 32 when subjected to a front collision.

[0070] Specifically, the front longitudinal beam 3 has a first collapsing position 31, a second collapsing position 32 and a third collapsing position 33, which are used to deform and collapse the front longitudinal beam 3 at the positions to reliably absorb and dissipate the collision force when the front longitudinal beam 3 is subjected to force, and the first collapsing position 31, the second collapsing position 32 and the third collapsing position 33 are sequentially distributed in the front-rear direction, that is, the first collapsing position 31, the second collapsing position 32 and the third collapsing position 33 are arranged at intervals in the front-rear direction, so that the front longitudinal beam 3 can deform and collapse at the three collapsing positions respectively when subjected to force, which can effectively improve the reliability of absorbing and dissipating the collision force, that is, the collision force can be effectively reduced to be transmitted into the passenger compartment.

[0071] The front longitudinal beam 3 is configured to collapse inwardly at the first collapsing position 31 and the third collapsing position 33 and collapse outwardly at the second collapsing position 32 when subjected to a front collision, that is, when the vehicle is subjected to a front collision, the collapsing directions of the front longitudinal beam 3 at the first collapsing position 31 and the third collapsing position 33 are opposite to that at the second collapsing position 32, so that at least part of the front longitudinal beam 3 is bent and deformed in a W shape, and can collapse at the first collapsing position 31, the second collapsing position 32 and the third collapsing position 33 respectively, so that at least part of the front longitudinal beam 3 can be deformed in a predetermined manner during the collision to absorb a large amount of collision energy and effectively reduce the possibility of transmitting the collision force into the passenger compartment.

[0072] It should be noted that the reinforcing structure can be arranged at other positions on the front longitudinal beam 3 except the three collapsing positions to ensure that the front longitudinal beam 3 can be deformed in a predetermined manner, and the front longitudinal beam 3 can be made of high-toughness hot-formed steel to improve the strength and performance of the front longitudinal beam 3, and the performance can be improved by more than 18%.

[0073] As shown in FIG. 1, the front longitudinal beam 3 is arranged at the front of the vehicle and extends in the front-rear direction of the vehicle, and the front longitudinal beam 3 is arranged at the front of the vehicle and extends in the front-rear direction of the vehicle. Figure 13 As shown in FIG. 1, the front longitudinal beam 3 is arranged at the front of the vehicle and extends in the front-rear direction of the vehicle, and the front longitudinal beam 3 is arranged at the front of the vehicle and extends in the front-rear direction of the vehicle.

[0074] And, the front longitudinal beam 3 is two, the two front longitudinal beams 3 are distributed along the vehicle transverse direction and are spaced apart to jointly define an engine mounting space 95, an engine mounting seat 93 is connected between the first collapse position 31 and the second collapse position 32, an engine suspension arm 94 is connected to the inner side of the engine mounting seat 93, the engine suspension arm 94 is used to connect the engine mounting seat 93 and the engine, and the engine mounting seat 93 and the engine suspension arm 94 are connected in a plug-in manner, when the vehicle has a front collision, the front longitudinal beam 3 can collapse inward at the first collapse position 31 and collapse outward at the second collapse position 32, at this time, at least part of the front longitudinal beam 3 can drive the engine mounting seat 93 to move outward, when the engine mounting seat 93 moves outward to a certain extent, the engine mounting seat 93 and the engine suspension arm 94 are disconnected in a plug-in manner, at this time, the engine and the engine suspension arm 94 will fall downward under the action of gravity, and the engine can be prevented from invading the passenger compartment.

[0075] In some embodiments, in projection along the vehicle transverse direction, the front end of the first collapse section 21, the first collapse position 31 and the front end of the second collapse section 51 are distributed in the up-down direction, and / or the second collapse position 32 and the rear end of the second collapse section 51 are distributed in the up-down direction.

[0076] Specifically, the first anti-collision beam 1 is located above the second anti-collision beam 4, when the vehicle has a front collision, the first anti-collision beam 1 and the second anti-collision beam 4 are almost simultaneously stressed, and then the first anti-collision beam 1 and the second anti-collision beam 4 can simultaneously transmit the collision force rearward, that is, the first anti-collision beam 1 and the second anti-collision beam 4 can simultaneously transmit the collision force to the elephant trunk beam 2, the front longitudinal beam 3 and the subframe longitudinal beam 5.

[0077] In which, in projection along the vehicle transverse direction, the front end of the first collapse section 21, the first collapse position 31 and the front end of the second collapse section 51 are distributed in the up-down direction, that is, the distance between the front end of the first collapse section 21 and the first anti-collision beam 1 along the vehicle longitudinal direction, the distance between the first collapse position 31 and the first anti-collision beam 1 along the vehicle longitudinal direction and the distance between the front end of the second collapse section 51 and the second anti-collision beam 4 along the vehicle longitudinal direction are approximately equal, in this way, the collision force on the first anti-collision beam 1 and the second anti-collision beam 4 can be almost simultaneously transmitted to the front end of the first collapse section 21, the first collapse position 31 and the front end of the second collapse section 51, and then almost simultaneously deformed at the three positions to absorb the collision force, and the reliability of absorbing the collision force can be improved.

[0078] At the same time, in the projection along the lateral direction of the vehicle, the rear ends of the second crumple position 32 and the second crumple section 51 are distributed opposite each other in the up and down directions, so that the distance between the second crumple position 32 and the first anti-collision beam 1 along the longitudinal direction of the vehicle and the distance between the rear end of the second crumple section 51 and the second anti-collision beam 4 along the longitudinal direction of the vehicle are equal. In this way, the collision force on the first anti-collision beam 1 and the second anti-collision beam 4 can be transmitted to the second crumple position 32 and the rear end of the second crumple section 51 almost simultaneously, and then deformation can occur at these two positions almost simultaneously to absorb the collision force, which can further improve the reliability of absorbing the collision force.

[0079] It should be noted that by distributing the front end of the first crush section 21, the first crush position 31 and the front end of the second crush section 51 in a vertically opposite manner, and distributing the rear end of the second crush position 32 and the second crush section 51 in a vertically opposite manner, the reliability of the deformation and crushing of the trunk beam 2, the front longitudinal beam 3 and the subframe longitudinal beam 5 can be improved, thereby improving their reliability in absorbing collision force.

[0080] In some embodiments, a first energy absorption box 11 is provided on the rear side of the first anti-collision beam 1 , and the front portion of the trunk beam 2 and the front portion of the front longitudinal beam 3 are connected to the rear side of the first energy absorption box 11 via a transition structure 6 .

[0081] Among them, the first energy absorption box 11 is connected to the rear side of the first anti-collision beam 1, and is used to absorb the collision force by deformation when the vehicle collides from the front, and can transfer the collision force on the first anti-collision beam 1 to the rear side of the vehicle for dissipation, thereby reducing the collision force transmitted to the passenger compartment and improving the collision performance and safety of the vehicle. At the same time, the front part of the trunk bridge 2 and the front part of the front longitudinal beam 3 are connected to the rear side of the first energy absorption box 11 through the transition structure 6, and the trunk bridge 2 and the front longitudinal beam 3 are respectively connected to the first energy absorption box 11 through the transition structure 6, so that the first energy absorption box 11 can further transfer the collision force to the trunk bridge 2 and the front longitudinal beam 3, that is, the collision force transmitted to the first energy absorption box 11 can be further transmitted and dispersed along the two transmission paths of the trunk bridge 2 and the front longitudinal beam 3, which can effectively reduce the collision force transmitted to the passenger compartment.

[0082] It should be noted that, in actual design, the first energy absorption box 11 can be constructed with a field-shaped cross-section to increase the contact area and installation points between the first energy absorption box 11 and the transition structure 6, thereby improving the connection reliability between the first energy absorption box 11 and the transition structure 6, and the size of the first energy absorption box 11 can be flexibly set. For example, the length of the first energy absorption box 11 along the longitudinal direction of the vehicle can be 245 mm, and the length along the transverse direction of the vehicle can be 68 mm. By reasonably designing the size of the first energy absorption box 11, the structural strength and working reliability of the first energy absorption box 11 can be improved, and the first energy absorption box 11 can be made of high-strength aluminum alloy so that the first energy absorption box 11 can achieve uniform collapse.

[0083] Moreover, the rear portion of the trunk bridge 2 is connected to the A-pillar structure 9 through the connecting structure 91 and is connected to the front longitudinal beam 3 through the wheel house inner panel 92. In this way, the transfer structure 6, the trunk bridge 2, the front longitudinal beam 3 and the A-pillar structure 9 can form a closed loop structure. When the collision force is transmitted to the trunk bridge 2, it can first deform and collapse at the first crushing section 21 to absorb part of the collision force, and can transmit the collision force upward, outward and backward, and then transmit the collision force to the front longitudinal beam 3 and the A-pillar structure 9 through the wheel house inner panel 92 and the connecting structure 91 respectively. The collision force can be reliably absorbed and dispersed by the trunk bridge 2, and when the collision force is transmitted to the front longitudinal beam 3 and the trunk bridge 2 respectively through the first energy absorption box 11, it can be distributed according to the cross-sectional dimensions of the front longitudinal beam 3 and the trunk bridge 2 along the transverse direction of the vehicle. For example, the cross-sectional dimension of the front longitudinal beam 3 along the transverse direction of the vehicle can be L1, and the cross-sectional dimension of the trunk bridge 2 along the transverse direction of the vehicle can be L2. For example, L1 can be 75 mm, and L2 can be 39 mm, so that the collision force can be transmitted according to the ratio of L1 to L2, thereby ensuring the effective transmission of the collision force.

[0084] As well as Figure 4 As shown, a second energy absorption box 41 is connected between the rear side of the second anti-collision beam 4 and the front part of the sub-frame longitudinal beam 5, that is, the second anti-collision beam 4 and the sub-frame longitudinal beam 5 can be connected through the second energy absorption box 41. The second anti-collision beam 4 is used to absorb the collision force by deformation when the vehicle has a front collision, and can transfer the collision force on the second anti-collision beam 4 to the rear side of the vehicle for dissipation, that is, to the sub-frame longitudinal beam 5, so as to further utilize the sub-frame longitudinal beam 5 to absorb and disperse the collision force, thereby reducing the transmission of the collision force into the passenger compartment.

[0085] In some embodiments, the adapter structure 6 includes a mounting main board 61 , which is connected to the rear side of the first energy absorption box 11 , and the front of the trunk bridge 2 and the front of the front longitudinal beam 3 are both connected to the rear side of the mounting main board 61 .

[0086] Specifically, the adapter structure 6 is used to connect the first energy absorption box 11 to the front longitudinal beam 3 and the trunk bridge 2 respectively. The adapter structure 6 includes a mounting main board 61. The mounting main board 61 is connected to the rear side of the first energy absorption box 11, and the connection between the adapter structure 6 and the first energy absorption box 11 can be realized through the mounting main board 61, and the front part of the trunk bridge 2 is connected to the rear side of the mounting main board 61, and the connection between the adapter structure 6 and the trunk bridge 2 can be realized through the mounting main board 61, and then the mounting main board 61 can be connected between the first energy absorption box 11 and the trunk bridge 2, so that the collision force on the first energy absorption box 11 can be transmitted to the trunk bridge 2 through the mounting main board 61. Moreover, the first energy absorption box 11 and the trunk bridge 2 are respectively connected to the front and rear sides of the mounting main board 61, and the first energy absorption box 11 and the trunk bridge 2 can be connected in the front-to-back direction through the mounting main board 61 to improve the reliability of the collision force transmitted from the first energy absorption box 11 to the trunk bridge 2 in the front-to-back direction.

[0087] Meanwhile, the front part of the front longitudinal beam 3 is connected to the rear side of the mounting main plate 61, that is, the connection of the adapter structure 6 and the front longitudinal beam 3 can be realized through the mounting main plate 61, and then the mounting main plate 61 can be connected between the first energy-absorbing box 11 and the front longitudinal beam 3, so that the collision force on the first energy-absorbing box 11 can be transmitted to the front longitudinal beam 3 through the mounting main plate 61, and the first energy-absorbing box 11 and the front longitudinal beam 3 are respectively connected to the front side and the rear side of the mounting main plate 61, that is, the first energy-absorbing box 11 and the front longitudinal beam 3 can be connected in the front-rear direction through the mounting main plate 61, so as to improve the reliability of the transmission of the collision force from the first energy-absorbing box 11 to the front longitudinal beam 3 in the front-rear direction.

[0088] Among them, as shown in Figures 5-6 The mounting main plate 61 is provided with a first connecting hole 73, the first connecting hole 73 is used for penetrating the third connecting piece, and the third connecting piece can be penetrated in the first energy-absorbing box 11, and then the first energy-absorbing box 11 and the mounting main plate 61 can be connected through the third connecting piece, the third connecting piece can be M10 bolt, that is, the first energy-absorbing box 11 and the mounting main plate 61 are detachably connected, which can facilitate the connection or separation of the first energy-absorbing box 11 and the mounting main plate 61, and then the first energy-absorbing box 11 can be replaced when it fails, which can reduce the maintenance cost, and the first connecting hole 73 is five, and the third connecting piece is also five, the five first connecting holes 73 are distributed at intervals, and then the first energy-absorbing box 11 and the mounting main plate 61 can be connected at five positions through the five third connecting pieces, which can improve the connection reliability and stability between the two.

[0089] In some embodiments, the adapter structure 6 further comprises a first mounting plate 62 and a second mounting plate 63, the first mounting plate 62 and the second mounting plate 63 are spaced apart along the vehicle transverse direction and connected to the rear side of the mounting main plate 61, and the front end of the elephant trunk beam 2 is adapted to be connected between the first mounting plate 62 and the second mounting plate 63; and / or the adapter structure 6 further comprises a connecting pipe 64 connected to the rear side of the mounting main plate 61, and the front end of the front longitudinal beam 3 is connected to the connecting pipe 64.

[0090] Specifically, the front part of the elephant trunk beam 2 is connected to the rear side of the mounting main plate 61, the mounting main plate 61 is connected with the first mounting plate 62 and the second mounting plate 63, the first mounting plate 62 and the second mounting plate 63 are spaced apart along the vehicle transverse direction, that is, the first mounting plate 62 and the second mounting plate 63 have a certain distance, and the front end of the elephant trunk beam 2 is connected between the first mounting plate 62 and the second mounting plate 63, that is, the front end of the elephant trunk beam 2 is inserted between the first mounting plate 62 and the second mounting plate 63 and connected with the first mounting plate 62 and the second mounting plate 63, so as to realize the connection of the elephant trunk beam 2 and the adapter structure 6.

[0091] Moreover, the first mounting plate 62 and the second mounting plate 63 are both connected to the rear side of the mounting main plate 61, and the connection can be performed by welding to fix the first mounting plate 62 and the second mounting plate 63. The first mounting plate 62 is constructed into an L shape, and the first mounting plate 62 and the second mounting plate 63 can be moved closer to the trunk bridge 2 to facilitate connecting the trunk bridge 2 to the first mounting plate 62 and the second mounting plate 63 respectively.

[0092] In such Figures 6-8 In the embodiment shown, an avoidance hole 74 is provided on the first mounting plate 62, and a second connecting hole is provided on the second mounting plate 63. The avoidance hole 74 is used to avoid the fourth connecting member 75, so that the fourth connecting member 75 can be simultaneously passed through the trunk bridge 2 and the second connecting hole, and then the trunk bridge 2 can be connected to the second mounting plate 63 through the fourth connecting member 75. The fourth connecting member 75 can be an M10 bolt, and the first mounting plate 62 can be connected to the trunk bridge 2 by welding. In this way, the trunk bridge 2 can be connected to the first mounting plate 62 and the second mounting plate 63 at the same time, which can improve the connection reliability and stability between the trunk bridge 2 and the adapter structure 6.

[0093] Furthermore, by plugging the front end of the dash side member 3 into the connecting tube 64, at least a portion of the connecting tube 64 can be extended into the dash side member 3, thereby achieving the connection between the adapter structure 6 and the dash side member 3 through the connecting tube 64. Furthermore, by connecting the connecting tube 64 to the rear side of the mounting main plate 61, the connecting tube 64 can be positioned toward the dash side member 3, thereby facilitating at least a portion of the connecting tube 64 being plugged into the dash side member 3. The connecting tube 64 can be connected to the mounting main plate 61 by welding.

[0094] like Figures 7-8 As shown, the connecting tube 64 is constructed to extend along the longitudinal direction of the vehicle, so that the connecting tube 64 has a certain length, thereby increasing the plug-in fitting length between the connecting tube 64 and the front longitudinal beam 3, and improving the connection reliability between the two. In addition, the connecting tube 64 is constructed as a hollow tube, which can reduce the weight of the connecting tube 64, that is, reduce the weight of the adapter structure 6, which is convenient for installation on the vehicle, and at least a portion of the connecting tube 64 can be constructed to adapt to the shape of the front longitudinal beam 3, so that at least a portion of the connecting tube 64 can fit with the front longitudinal beam 3, further improving the connection reliability between the two.

[0095] In some embodiments, the transition structure 6 also includes a support plate 65, which is supported below the connecting tube 64, and the support plate 65 is supported at the bottom of the front longitudinal beam 3; wherein, the second mounting plate 63 includes a connecting flange 631 extending to the bottom of the support plate 65, and a fixing plate 66 is connected between the support plate 65 and the second mounting plate 63, and the subframe longitudinal beam 5 is connected to the first connecting member 7 passing through the connecting flange 631 and the fixing plate 66.

[0096] Specifically, the support plate 65 is supported below the connecting pipe 64, that is, the support plate 65 is connected with the connecting pipe 64, such as by welding, to improve the connection reliability between the two, thereby improving the structural strength and working reliability of the connecting pipe 64. Meanwhile, the support plate 65 is supported at the bottom of the front wall longitudinal beam 3, that is, the support plate 65 is connected with the front wall longitudinal beam 3, such as by welding, to improve the connection reliability between the two, thereby improving the structural strength and working reliability of the front wall longitudinal beam 3.

[0097] Moreover, the support plate 65 is connected to the rear side of the mounting main plate 61, that is, the support plate 65 is connected with the mounting main plate 61, such as by welding, to improve the connection reliability between the two, achieve reliable fixation of the support plate 65, and improve the working reliability of the support plate 65. Meanwhile, the support plate 65 can also be close to the connecting pipe 64 and the front wall longitudinal beam 3, so as to connect the support plate 65 with the connecting pipe 64 and the front wall longitudinal beam 3 respectively, and enable the support plate 65 to reliably support the connecting pipe 64 and the front wall longitudinal beam 3.

[0098] In the embodiment shown in FIG. Figures 7-8 In the embodiment shown in FIG.

[0099] Thus, the first mounting plate 62, the second mounting plate 63, the connecting pipe 64, and the support plate 65 are all connected with the mounting main plate 61 by welding, so that the adapter structure 6 is a whole, which can improve the structural strength and working reliability of the adapter structure 6 as a whole. Moreover, the elephant trunk beam 2 is connected with the first mounting plate 62 and the second mounting plate 63 respectively, and the front wall longitudinal beam 3 is connected with the connecting pipe 64 and the support plate 65 respectively, so that the collision force acting on the first anti-collision beam 1 can be reliably transmitted to the front wall longitudinal beam 3 and the elephant trunk beam 2 through the first energy-absorbing box 11, thereby increasing the transmission path of the collision force.

[0100] It should be noted that in actual design, the connection between the components can also be made according to actual conditions, and the connection mode can also be flexibly selected, which can improve the flexibility of the setting.

[0101] Among them, the second mounting plate 63 includes a connecting flange 631 extending to the bottom of the support plate 65, and a fixing plate 66 is connected between the support plate 65 and the second mounting plate 63. The fixing plate 66 can be connected between the support plate 65 and the second mounting plate 63, such as by welding, to further improve the structural strength and working reliability of the adapter structure 6. At the same time, Figure 11 As shown, the subframe longitudinal beam 5 is connected to the first connecting member 7 that passes through the connecting flange 631 and the fixing plate 66. That is, the first connecting member 7 is simultaneously passed through the subframe longitudinal beam 5, the second mounting plate 63, and the fixing plate 66, so that the subframe longitudinal beam 5 can be reliably fixed, ensuring that the subframe longitudinal beam 5 can deform in a predetermined manner, and preventing the subframe longitudinal beam 5 from being separated from the adapter structure 6 without deforming and absorbing energy when the vehicle is involved in a frontal collision.

[0102] Moreover, the first connecting member 7 can realize the detachable connection between the sub-frame longitudinal beam 5 and the transition structure 6, which is convenient for connecting or separating the sub-frame longitudinal beam 5 and the transition structure 6, and then the sub-frame longitudinal beam 5 can be replaced when it fails, thereby reducing the installation cost. In addition, the first connecting member 7 is simultaneously passed through the sub-frame longitudinal beam 5, the second mounting plate 63 and the fixing plate 66, which can reduce the number of first connecting members 7 to be installed, reduce the installation cost, and a first shaft sleeve can be provided on the outside of the first connecting member 7 to isolate, protect and support the matching relationship, thereby improving the reliability, durability and operational stability of the first connecting member 7.

[0103] In some embodiments, the rear portion of the front longitudinal beam 3 is connected to the longitudinal beam rear force structure 34, and the longitudinal beam rear force structure 34 is connected to the rear end of the subframe longitudinal beam 5; wherein, the rear end inner side of the longitudinal beam rear force structure 34 is suitable for connection with the middle channel 72, the rear end outer side of the longitudinal beam rear force structure 34 is suitable for connection with the door sill beam 77, and the rear end middle part of the longitudinal beam rear force structure 34 is suitable for connection with the front floor under-longitudinal beam 78.

[0104] Specifically, the longitudinal beam rear force structure 34 is used to disperse the collision force along multiple paths, further reducing the possibility of the collision force being transmitted into the passenger compartment. The longitudinal beam rear force structure 34 is connected to the rear part of the front panel longitudinal beam 3, so that the collision force transmitted to the front panel longitudinal beam 3 can continue to be transmitted to the longitudinal beam rear force structure 34, and the rear end inner side of the longitudinal beam rear force structure 34 is suitable for being connected to the middle channel 72, so that part of the collision force at the longitudinal beam rear force structure 34 can be transmitted from its rear end inner side to the middle channel 72, and the rear end outer side of the longitudinal beam rear force structure 34 is suitable for being connected to the door sill beam 77, so that part of the collision force at the longitudinal beam rear force structure 34 can be transmitted from its rear end outer side to the door sill beam 77, and the rear end middle part of the longitudinal beam rear force structure 34 is suitable for being connected to the front floor lower longitudinal beam 78, so that part of the collision force at the longitudinal beam rear force structure 34 can be transmitted from its rear end middle part to the front floor lower longitudinal beam 78. In this way, the transmission and dissipation of the collision force at the rear of the front panel longitudinal beam 3 can be achieved.

[0105] It should be noted that the center channel 72 , the front floor lower longitudinal beam 78 and the door sill beam 77 are all located on the lower side of the front longitudinal beam 3 , which can transfer the collision force to the lower area of ​​the vehicle to further transmit and dissipate the collision force.

[0106] In some embodiments, the rear end of the sub-frame longitudinal beam 5 is detachably connected to the longitudinal beam rear portion force structure 34 via a second connecting member 71 .

[0107] In other words, the second connector 71 can be simultaneously inserted through the rear end of the subframe longitudinal beam 5 and the rear longitudinal beam support structure 34. This allows the rear end of the subframe longitudinal beam 5 to be connected to the rear longitudinal beam support structure 34 via the second connector 71, reliably securing the subframe longitudinal beam 5 and ensuring that the subframe longitudinal beam 5 can deform in a predetermined manner. This prevents the subframe longitudinal beam 5 from separating from the rear longitudinal beam support structure 34 during a frontal collision and failing to deform and absorb energy. Furthermore, the second connector 71 allows for a detachable connection between the subframe longitudinal beam 5 and the rear longitudinal beam support structure 34, facilitating connection and disconnection. This allows for replacement of the subframe longitudinal beam 5 in the event of failure, reducing installation costs. Furthermore, a second bushing can be provided on the outside of the second connector 71 to isolate, protect, and support the mating relationship, thereby enhancing the reliability, durability, and operational stability of the second connector 71.

[0108] like Figure 12 As shown, the longitudinal beam rear force structure 34 is provided with a frame longitudinal beam connecting plate 341, and the frame longitudinal beam connecting plate 341 is connected to the upper part of the longitudinal beam rear force structure 34. The second connecting member 71 is simultaneously passed through the sub-frame longitudinal beam 5, the longitudinal beam rear force structure 34 and the frame longitudinal beam connecting plate 341, which can achieve reliable fixation of the sub-frame longitudinal beam 5 and improve its working reliability.

[0109] Further, the front end of the sub-frame longitudinal beam 5 can be connected with the adapter structure 6 through the first connecting piece 7, and the rear end of the sub-frame longitudinal beam 5 can be connected with the longitudinal beam rear part force structure 34 through the second connecting piece 71, so as to improve the reliability and stability of the installation and fixation of the sub-frame longitudinal beam 5, to realize the reliable installation and fixation of the sub-frame longitudinal beam 5, and to ensure that the sub-frame longitudinal beam 5 will not be separated from the adapter structure 6 or the longitudinal beam rear part force structure 34 and will not be deformed to absorb energy when the vehicle is subjected to front collision.

[0110] In some embodiments, the sub-frame longitudinal beam 5 comprises a first plate body 52 and a second plate body 53, the first plate body 52 and the second plate body 53 are connected by buckling and jointly define an internal cavity 54, and at least one reinforcing plate 55 is arranged in the internal cavity 54.

[0111] Specifically, as shown in Figure 14 the sub-frame longitudinal beam 5 comprises the first plate body 52 and the second plate body 53, that is, the first plate body 52 and the second plate body 53 are jointly used for absorbing and transmitting the collision force, and the first plate body 52 and the second plate body 53 are both configured in a groove shape, so that the cross section of the first plate body 52 and the second plate body 53 is U-shaped, the structural strength of the first plate body 52 and the second plate body 53 is improved, meanwhile, the first plate body 52 and the second plate body 53 are distributed in the up-down direction, the first plate body 52 and the second plate body 53 are connected by buckling to form an integral structure, the structural strength of the sub-frame longitudinal beam 5 is improved, and the first plate body 52 and the second plate body 53 define the internal cavity 54, so that the collision force can be transmitted and diffused in the internal cavity 54, to improve the reliability of the sub-frame longitudinal beam 5 in absorbing and transmitting the collision force.

[0112] Further, at least one reinforcing plate 55 is arranged in the internal cavity 54, the reinforcing plate 55 is used for further improving the structural strength of the sub-frame longitudinal beam 5, and the number of the reinforcing plate 55 can be one, two, three or more, so that the structural strength of the sub-frame longitudinal beam 5 can be reliably strengthened by the at least one reinforcing plate 55, and the reliability of the sub-frame longitudinal beam 5 in absorbing and dispersing the collision force can be effectively improved.

[0113] It should be noted that, as shown in Figure 9 in the projection along the vertical direction of the vehicle, the included angle between the first collapse section 21 and the longitudinal direction of the vehicle is α, and satisfies: 30°≤α≤50°, that is, α can be 35°, 40° or 45°, etc., so as to avoid that the inclination angle of the first collapse section 21 relative to the longitudinal direction of the vehicle is too small or too large, too small will cause the extension length of the first collapse section 21 from inside to outside to be too short, which is not conducive to the bending deformation of the first collapse section 21, and too large will cause the extension length of the first collapse section 21 from inside to outside to be too long, which is not conducive to the transmission of the collision force to the rear.

[0114] Further, as shown in Figure 10As shown, in the projection along the vehicle longitudinal direction, the included angle between the first collapse section 21 and the vehicle vertical direction is β, and satisfies: 30°≤β≤40°, that is, β can be 34°, 36° or 38°, etc., so as to avoid that the inclination angle of the first collapse section 21 relative to the vehicle vertical direction is too small or too large, too small will cause the extension length of the first collapse section 21 from inside to outside to be too short, which is not conducive to the bending deformation of the first collapse section 21, and too large will cause the extension length of the first collapse section 21 from inside to outside to be too long, which is not conducive to the transmission of the collision force to the rear.

[0115] In addition, the sub-frame longitudinal beams 5 are two, and the two sub-frame longitudinal beams 5 are distributed in the vehicle transverse direction, and the front cross beam 8, the middle cross beam 81 and the rear cross beam 82 are sequentially connected between the two sub-frame longitudinal beams 5 in the front-rear direction, so that the two sub-frame longitudinal beams 5, the front cross beam 8, the middle cross beam 81 and the rear cross beam 82 form an overall structure, which can improve the overall structural strength and structural stability, and the front cross beam 8, the middle cross beam 81 and the rear cross beam 82 can transmit the collision force on one of the sub-frame longitudinal beams 5 to the other sub-frame longitudinal beam 5 in the vehicle transverse direction, so that the front cross beam 8, the middle cross beam 81, the rear cross beam 82 and the two sub-frame longitudinal beams 5 can be used together to transmit and disperse the collision force, which can effectively reduce the transmission of the collision force to the passenger compartment and improve the crash performance and use safety of the vehicle.

[0116] The application further provides a vehicle.

[0117] The vehicle according to the embodiment of the application comprises the front engine compartment assembly 100 of any one of the above embodiments, when the vehicle is subjected to a front collision, the first crash beam 1, the first energy-absorbing box 11, the second crash beam 4 and the second energy-absorbing box 41 can reliably absorb and disperse the collision force and transmit the collision force to the elephant trunk beam 2, the front wall longitudinal beam 3 and the sub-frame longitudinal beam 5 respectively, so that the elephant trunk beam 2, the front wall longitudinal beam 3 and the sub-frame longitudinal beam 5 can jointly transmit and disperse the collision force, the elephant trunk beam 2 can be deformed at the first collapse section 21 to absorb the collision force, the front wall longitudinal beam 3 can be deformed at the three collapse positions respectively to absorb the collision force, and the sub-frame longitudinal beam 5 can be deformed at the second collapse section 51 to absorb the collision force, so that the collision force can be reliably absorbed and dispersed, further, the collision force can be transmitted to the longitudinal beam rear part force structure 34, the front wall structure 96 and the A-pillar structure 9 in the rear direction along the elephant trunk beam 2, the front wall longitudinal beam 3 and the sub-frame longitudinal beam 5, so as to transmit the collision force to the vehicle body, effectively reduce the transmission of the collision force to the passenger compartment and improve the crash performance and use safety of the vehicle.

[0118] In the description of the specification, reference to "one embodiment", "some embodiments", "an exemplary embodiment", "an example", "a specific example", or "some examples" means that a particular feature, structure, material, or characteristic being described is included in at least one embodiment or example of the application. The appearances of the phrases "in one embodiment", "in some embodiments", "in an exemplary embodiment", "an example", "a specific example", or "some examples" in various places in the specification are not necessarily referring to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0119] Although embodiments of the application have been shown and described, it will be appreciated that those skilled in the art can make various changes, modifications, substitutions and alterations thereto without departing from the principles and scope of the application, which are defined by the claims and their equivalents.

Claims

1. A front cabin assembly, characterized in that: include: a first anti-collision beam, a trunk beam, and a front wall longitudinal beam, wherein a front portion of the trunk beam and a front portion of the front wall longitudinal beam are both connected to the rear of the first anti-collision beam, at least a portion of the trunk beam is configured to be inclined upward and outward from front to rear, and at least a portion of the trunk beam is located above the front wall longitudinal beam, the front wall longitudinal beam is provided with at least one crush position, and the front wall longitudinal beam is adapted to bend and deform at the crush position; A second anti-collision beam and a sub-frame longitudinal beam, wherein the front portion of the sub-frame longitudinal beam is connected to the rear portion of the second anti-collision beam, and the sub-frame longitudinal beam is located below the front longitudinal beam.

2. The front nacelle assembly according to claim 1, characterized in that: At least a portion of the trunk bridge is configured as a first collapsed section, and the first collapsed section is configured to be inclined from bottom to top and outward along the front-to-back direction; And / or, at least a portion of the sub-frame longitudinal beam is configured as a second crushed section, and the second crushed section is configured to extend obliquely from top to bottom along the front-rear direction.

3. The front nacelle assembly according to claim 2, characterized in that: The front longitudinal beam has three first crumple positions, a second crumple position and a third crumple position distributed in sequence along the front-to-back direction. The front longitudinal beam is configured such that when subjected to a frontal collision, the first crumple position and the third crumple position collapse inward and the second crumple position collapses outward.

4. The front nacelle assembly according to claim 3, characterized in that: In the projection along the lateral direction of the vehicle, the front end of the first crush segment, the first crush position and the front end of the second crush segment are directly opposite each other in the up-down direction, and / or the second crush position and the rear end of the second crush segment are directly opposite each other in the up-down direction.

5. The front nacelle assembly according to claim 1, characterized in that: A first energy absorption box is provided on the rear side of the first anti-collision beam, and the front portion of the trunk beam and the front portion of the front longitudinal beam are connected to the rear side of the first energy absorption box via a transition structure.

6. The front nacelle assembly according to claim 5, characterized in that: The transfer structure includes a mounting main board, which is connected to the rear side of the energy absorption box. The front part of the trunk bridge and the front part of the front longitudinal beam are both connected to the rear side of the mounting main board.

7. The front nacelle assembly according to claim 6, characterized in that: The transition structure further includes a first mounting plate and a second mounting plate, wherein the first mounting plate and the second mounting plate are spaced apart in the transverse direction of the vehicle and connected to the rear side of the main mounting plate, and the front end of the trunk bridge is adapted to be connected between the first mounting plate and the second mounting plate; And / or, the transition structure further includes a connecting pipe, the connecting pipe is connected to the rear side of the mounting main board, and the front end of the front wall longitudinal beam is plug-connected to the connecting pipe.

8. The front nacelle assembly according to claim 7, characterized in that: The transition structure further includes a support plate, the support plate being supported below the connecting pipe, and the support plate being supported on the bottom of the front wall longitudinal beam; The second mounting plate includes a connecting flange extending to the bottom of the support plate, a fixing plate is connected between the support plate and the second mounting plate, and the subframe longitudinal beam is connected to a first connecting member passing through the connecting flange and the fixing plate.

9. The front nacelle assembly according to claim 1, characterized in that: The rear portion of the front longitudinal beam is connected to a longitudinal beam rear force structure, and the longitudinal beam rear force structure is connected to the rear end of the sub-frame longitudinal beam; Among them, the rear end inner side of the longitudinal beam rear part force structure is suitable for connecting to the middle channel, the rear end outer side of the longitudinal beam rear part force structure is suitable for connecting to the door sill beam, and the rear end middle part of the longitudinal beam rear part force structure is suitable for connecting to the longitudinal beam under the front floor.

10. The front nacelle assembly according to claim 9, characterized in that: The rear end of the auxiliary frame longitudinal beam is detachably connected to the longitudinal beam rear part force structure through a second connecting piece.

11. The front nacelle assembly according to claim 1, characterized in that: The sub-frame longitudinal beam includes a first plate body and a second plate body, the first plate body and the second plate body are buckled and connected to define an internal cavity together, and at least one reinforcement plate is provided in the internal cavity.

12. A vehicle, characterized in that: The present invention comprises the front cabin assembly according to any one of claims 1 to 11.

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