Vehicle body front structure and vehicle

Abstract

The invention provides a vehicle body front structure and a vehicle. The vehicle body front structure comprises a reinforcing structure, a front floor longitudinal beam and a seat front cross beam, wherein the reinforcing structure and the front floor longitudinal beam are arranged on a front wall plate lower plate and a front floor panel, and the seat front cross beam is arranged on the front floor panel. The reinforcing structure and the front floor longitudinal beam extend in the front-back direction of the whole vehicle and are located on the upper side and the lower side of the front floor panel, and the projections of the reinforcing structure and the front floor longitudinal beam in the up-down direction of the whole vehicle are at least partially overlapped. The front end of the reinforcing structure is connected with the rear section of the engine room longitudinal beam, and the rear end of the reinforcing structure is connected with the seat front cross beam. According to the vehicle body front structure, the reinforcing structure and the front floor longitudinal beam which are located on the upper side and the lower side of the front floor panel are arranged on the front wall plate lower plate and the front floor panel, so that a force transmission channel for transmitting collision force of the rear section of the engine room longitudinal beam backwards to the seat front cross beam in a penetrating mode can be formed; and the invasion amount of the vehicle to the foot position in the frontal collision can be reduced, so that the torsional rigidity and the collision safety of the vehicle body can be improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a front body structure; furthermore, this invention relates to a vehicle equipped with the aforementioned front body structure. Background Technology

[0002] A frontal collision refers to a collision between two vehicles traveling in opposite directions. During a frontal collision, the relative speed between the two vehicles is usually high, resulting in an extremely large impact force that can easily cause injury to occupants and even endanger their lives. Frontal collisions often cause severe damage to the front of the vehicle, including deformation or breakage of components such as the bumper, headlights, hood, and fenders. In severe cases, it may involve damage to critical components such as longitudinal beams and the front suspension.

[0003] The front structure is a crucial part of automotive design, affecting not only the vehicle's appearance and aerodynamic performance but also its crash safety and overall stability. The front bulkhead, a vital component of the front body structure, separates the front of the vehicle from the passenger compartment and has multiple functions and a complex construction. Currently, a reinforcing beam is only installed between the front floor and the engine compartment. However, due to the unreasonable placement of this beam, the intrusion into the footwell is significant during a frontal collision, resulting in low torsional stiffness and compromising crash safety. Summary of the Invention

[0004] In view of this, the present invention aims to provide a front structure for a vehicle body to improve force transmission performance and enhance vehicle collision safety.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A front structure of a vehicle body includes a reinforcing structure and a front floor longitudinal beam disposed on the lower panel of the front bulkhead and the front floor panel, and a front seat crossbeam disposed on the front floor panel; the reinforcing structure and the front floor longitudinal beam both extend along the longitudinal direction of the vehicle and are respectively located on the upper and lower sides of the front floor panel, and the projections of the reinforcing structure and the front floor longitudinal beam in the vertical direction of the vehicle at least partially overlap; the front seat crossbeam extends along the left and right direction of the vehicle, the front end of the reinforcing structure is connected to the rear section of the engine compartment longitudinal beam, and the rear end of the reinforcing structure is connected to the front seat crossbeam.

[0007] Furthermore, the reinforcing structure includes a front reinforcing plate connected to the rear section of the engine compartment longitudinal beam, and a rear reinforcing plate connected to the front crossbeam of the seat, wherein the rear reinforcing plate overlaps and is connected to the front reinforcing plate; and / or, the reinforcing structure forms a first cavity between the front bulkhead lower plate and the front floor panel, wherein the first cavity extends along the longitudinal direction of the vehicle.

[0008] Furthermore, the front end of the front reinforcing plate is provided with an upwardly folded flange, and the front reinforcing plate is connected to the rear section of the engine compartment longitudinal beam through the flange; and / or, a second cavity is formed between the front floor longitudinal beam, the lower plate of the front bulkhead and the front floor panel, and the second cavity extends along the front-rear direction of the vehicle.

[0009] Furthermore, the distance between the rear end of the reinforcing structure and the front crossbeam of the seat is set; the reinforcing structure is connected to the front crossbeam of the seat via a connector.

[0010] Furthermore, the connector has a main body extending along the front-rear direction of the vehicle, and a flanged portion located at the rear end of the main body; the main body is connected to the reinforcing structure, and the flanged portion is connected to the front crossbeam of the seat.

[0011] Furthermore, a reinforcing rib is provided between the main body and the flanged portion; and / or, the main body is screwed to the reinforcing structure.

[0012] Furthermore, a seat mounting bracket is provided on the front crossbeam of the seat. The seat mounting bracket is a box-shaped structure with an open bottom and forms a cavity with the front crossbeam of the seat.

[0013] Furthermore, a third cavity is formed between the front crossbeam of the seat and the front floor panel, and a reinforcing member is provided in the third cavity; the reinforcing member is connected to at least the front and rear side walls of the front crossbeam of the seat.

[0014] Furthermore, the reinforcing member includes a body adapted to the cross-section of the third cavity, an upper flange on the top of the body, and a lower flange on the bottom of the body; the upper flange is connected to the top wall of the front crossbeam of the seat, and an energy-absorbing member is provided between the lower flange and the front floor panel.

[0015] Compared with the prior art, the present invention has the following advantages:

[0016] The front structure of the vehicle body described in this invention, by setting a reinforcing structure and a front floor longitudinal beam on the lower plate of the front bulkhead and the front floor panel on the upper and lower sides of the front floor panel, and the front end of the reinforcing structure is connected to the rear section of the engine compartment longitudinal beam, and the rear end of the reinforcing structure is connected to the front crossbeam of the seat, the front floor longitudinal beams extend along the longitudinal direction of the whole vehicle, and the projections of the reinforcing structure and the front floor longitudinal beams in the vertical direction of the whole vehicle at least partially overlap, can form a force transmission channel that transmits the collision force of the rear section of the engine compartment longitudinal beam to the rear, which can reduce the intrusion of the foot position in the frontal collision of the vehicle, thereby improving the torsional stiffness of the vehicle body and collision safety.

[0017] Furthermore, the front and rear reinforcing plates have simple structures, and their combination facilitates the connection between the reinforcing structure and the rear section of the engine compartment longitudinal beam and the front crossbeam of the seat. The reinforcing structure, together with the lower front bulkhead and the front floor panel, forms a first cavity extending along the longitudinal direction of the vehicle. The cavity structure can effectively disperse the stress generated by the vehicle body when subjected to external forces, reduce stress concentration, and thus improve the overall strength and rigidity of the reinforcing structure. In addition, the design of the first cavity allows the rear section of the engine compartment longitudinal beam and the front crossbeam of the seat to be connected more tightly, forming a more stable overall structure. This stability not only improves the vehicle body's resistance to deformation but also enhances its stability and comfort during driving.

[0018] In addition, the front reinforcing plate is connected to the rear section of the engine compartment longitudinal beam by a flange. The flange structure is simple, easy to process and form, and facilitates the connection between the front reinforcing plate and the rear section of the engine compartment longitudinal beam. The second cavity formed between the front floor longitudinal beam, the lower plate of the front bulkhead, and the front floor panel can absorb more collision energy in the event of a frontal collision, reducing the energy transfer to the passenger compartment and thus protecting the safety of the occupants. This energy absorption effect is achieved through the deformation of the second cavity and the fracture of the material, which can significantly reduce the injury to the occupants caused by the collision. At the same time, the second cavity can also act as a collision buffer, absorbing collision energy through its deformation and reducing the impact on the passenger compartment.

[0019] Secondly, the rear end of the reinforced structure is connected to the front crossbeam of the seat via a connector, facilitating implementation and providing a good connection effect. The main body of the connector connects to the reinforced structure, while the flanged portion connects to the front crossbeam. The overall structure of the connector is simple and easy to manufacture. Reinforcing ribs between the main body and the flanged portion further enhance the structural strength of the connector, ensuring the stability of the reinforced structure and the front crossbeam in the connected state. The main body is screwed to the reinforced structure, offering ease of operation and a good connection effect. This box-shaped design of the seat mounting bracket leverages the high strength and stability of the box structure to improve the installation stability of the seat on the front crossbeam. Furthermore, the cavity formed between the seat mounting bracket and the front crossbeam further enhances the installation reliability of the seat.

[0020] Furthermore, a third cavity is formed between the front crossbeam of the seat and the front floor panel, and a reinforcing member is installed within this third cavity. This not only improves the structural strength and load-bearing capacity of the front crossbeam of the seat, but also facilitates its installation. The upper body, upper flange, and lower flange of the reinforcing member facilitate its installation within the third cavity, and the energy-absorbing member located between the lower flange and the front floor further enhances the front crossbeam's ability to absorb impact forces.

[0021] In addition, another object of the present invention is to provide a vehicle having the front body structure described above.

[0022] The vehicle described in this invention, by setting the aforementioned front body structure, helps to improve the vehicle's collision safety. Attached Figure Description

[0023] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0024] Figure 1 This is a schematic diagram of the front structure of the vehicle body according to an embodiment of the present invention from a first-view perspective;

[0025] Figure 2 This is a schematic diagram of the front structure of the vehicle body according to an embodiment of the present invention from a second perspective;

[0026] Figure 3 This is a schematic diagram of the front structure of the vehicle body according to an embodiment of the present invention from a third-person perspective;

[0027] Figure 4 This is a schematic diagram of the front structure of the vehicle body according to an embodiment of the present invention from a fourth-person perspective;

[0028] Figure 5 This is a schematic diagram of the front structure of the vehicle body according to an embodiment of the present invention from a fifth-person perspective;

[0029] Figure 6 for Figure 5 Cross-sectional view at point AA;

[0030] Figure 7 This is a structural schematic diagram of the lower front bulkhead and the rear section of the cabin longitudinal beam as described in an embodiment of the present invention;

[0031] Figure 8 This is a schematic diagram of the reinforcing structure described in an embodiment of the present invention;

[0032] Figure 9 This is a schematic diagram of the connector structure according to an embodiment of the present invention;

[0033] Figure 10 This is a schematic diagram of the front floor longitudinal beam as described in an embodiment of the present invention;

[0034] Figure 11 This is a schematic diagram of the front crossbeam of the seat according to an embodiment of the present invention from one perspective;

[0035] Figure 12 This is a schematic diagram of the front crossbeam of the seat according to an embodiment of the present invention from another perspective;

[0036] Figure 13 This is a schematic diagram of the reinforcing member described in an embodiment of the present invention.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1. Lower front bulkhead panel; 2. Front floor panel; 3. Front floor longitudinal beam; 4. Front seat crossbeam; 5. Rear section of cabin longitudinal beam; 6. Reinforcing structure; 7. Seat mounting bracket; 8. Connecting plate;

[0039] 100. First cavity; 200. Second cavity; 300. Third cavity;

[0040] 101. Front section; 102. Rear section;

[0041] 301. Front section of longitudinal beam; 302. Rear section of longitudinal beam; 303. Second connecting flange;

[0042] 401. First part; 402. Second part; 403. Reinforcing member; 4031. Body; 4032. Upper flange; 4033. Lower flange; 4034. Side flange; 404. Third connecting flange;

[0043] 501. Rear inner panel; 5011. Reinforcing protrusion; 502. Rear outer panel;

[0044] 601. Front reinforcing plate; 6011. Front flange; 602. Rear reinforcing plate; 603. Connector; 6031. Main body; 6032. Flanged part; 6033. Reinforcing rib; 6034. Reinforcing flange; 604. First connecting flange; 6041. Weight reduction groove; 6042. Protruding part; 605. Mounting hole;

[0045] 701. Fourth connecting flange; 702. Extension portion; 703. Seat mounting hole;

[0046] 801. Connection part. Detailed Implementation

[0047] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0048] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0049] Furthermore, in the description of this invention, unless otherwise explicitly specified, the connecting structures between mating components can be conventional in the art. Moreover, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0050] In the description of this invention, it should be noted that the directional terms used in this embodiment, such as "up," "down," "left," "right," "front," and "rear," are defined based on the vertical, horizontal, and longitudinal directions of the vehicle. Specifically, the vertical direction of the vehicle is the height direction (Z-direction), the longitudinal direction is the length direction (X-direction), and the horizontal direction is the width direction (Y-direction). Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0051] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0052] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0053] This embodiment relates to a front structure of a vehicle body to solve the problems in the prior art where the design of the front structure of the vehicle body is unreasonable, resulting in a large intrusion of the foot during a frontal collision and low torsional stiffness of the vehicle body, which is detrimental to the collision safety of the vehicle.

[0054] In terms of overall structure, the front structure of the vehicle body includes a reinforcing structure 6 and a front floor longitudinal beam 3 mounted on the lower front bulkhead 1 and the front floor panel 2, as well as a front seat crossbeam 4 mounted on the front floor panel 2. Both the reinforcing structure 6 and the front floor longitudinal beam 3 extend along the longitudinal direction of the vehicle and are located on the upper and lower sides of the front floor panel 2, respectively, with their projections in the vertical direction of the vehicle at least partially overlapping. The front seat crossbeam 4 extends along the horizontal direction of the vehicle. The front end of the reinforcing structure 6 is connected to the rear section 5 of the engine compartment longitudinal beam, and the rear end of the reinforcing structure 6 is connected to the front seat crossbeam 4.

[0055] The front structure of the vehicle body described in this embodiment is provided with a reinforcing structure 6 and a front floor longitudinal beam 3 on the lower front bulkhead 1 and the front floor panel 2, located on the upper and lower sides of the front floor panel 2. The front end of the reinforcing structure 6 is connected to the rear section 5 of the engine compartment longitudinal beam, and the rear end of the reinforcing structure 6 is connected to the front crossbeam 4 of the seat. The front floor longitudinal beam 3 extends along the front-rear direction of the vehicle, and the projections of the reinforcing structure 6 and the front floor longitudinal beam 3 in the vertical direction of the vehicle overlap at least partially. This forms a force transmission channel that transmits the collision force of the rear section 5 of the engine compartment longitudinal beam to the rear, which can reduce the intrusion of the foot position in the frontal collision of the vehicle, thereby improving the torsional stiffness of the vehicle body and the collision safety.

[0056] Based on the above overview, an exemplary structure of the front body structure described in this embodiment is as follows: Figures 1 to 5 As shown in the diagram, the reinforcing structure 6 and the front floor longitudinal beam 3 are respectively located on the left and right sides of the central tunnel. Considering that the front structure of the vehicle body is arranged symmetrically from left to right, only the front structure of the vehicle body located on the left side is shown in the diagram. Among them, the rear section 5 of the engine compartment longitudinal beam is an important part of the vehicle body structure, mainly responsible for energy absorption and conduction during a collision.

[0057] Specifically, such as Figure 7 As shown, the rear section 5 of the engine compartment longitudinal beam is inclined outward from front to rear along the longitudinal direction of the vehicle, which helps to guide the collision force to the sill beams located on both sides. In specific implementation, the rear section 5 of the engine compartment longitudinal beam includes an inner rear plate 501 and an outer rear plate 502 that are interlocked, and the two interlock to form a force transmission cavity, which helps to improve the dispersion and transmission of collision force. In addition, the inner rear plate 501 is provided with an outwardly protruding reinforcing protrusion 5011 to further improve the structural strength of the rear section 5 of the engine compartment longitudinal beam.

[0058] Typically, the rear section 5 of the engine compartment longitudinal beam in this embodiment is made of high-strength steel, possessing high bending and torsional strength. The structural design of the rear section 5 of the engine compartment longitudinal beam considers energy absorption and conduction requirements during a collision, and may include design elements such as energy-absorbing boxes. In the event of a frontal or offset collision, the rear section 5 of the engine compartment longitudinal beam, as one of the main energy-absorbing structural components, absorbs collision energy through crushing and bending deformation, mitigating the impact on the passenger compartment. The absorbed energy is conducted rearward along the rear section 5 of the engine compartment longitudinal beam to other structural components of the vehicle body, such as the sill inner panel and center console, thereby dispersing it throughout the entire vehicle body and improving the overall crashworthiness of the vehicle.

[0059] Reference Figure 7As shown, the front end of the lower front bulkhead 1 is located inside the rear section 5 of the engine compartment longitudinal beam and is connected to the rear inner section 501. The lower front bulkhead 1 has a front portion 101 located at the front end and inclined upwards, and a rear portion 102 extending rearwards along the longitudinal direction of the vehicle. With the trend towards lightweight vehicles, the material selection for the lower front bulkhead 1 also tends towards lightweighting, such as using high-strength steel plates or aluminum alloys, to reduce vehicle curb weight and improve fuel economy.

[0060] As a preferred implementation method, such as Figure 5 As shown, the distance between the rear end of the reinforcing structure 6 and the front crossbeam 4 of the seat is set, and the reinforcing structure 6 is connected to the front crossbeam 4 of the seat via a connector 603. Here, the rear end of the reinforcing structure 6 is connected to the front crossbeam 4 of the seat via a connector 603, which facilitates the arrangement and implementation and has a better connection effect.

[0061] Specifically, in this embodiment, the reinforcing structure 6 includes a front reinforcing plate 601 connected to the rear section 5 of the cabin longitudinal beam, and a rear reinforcing plate 602 connected to the front crossbeam 4 of the seat, with the rear reinforcing plate 602 overlapping and connected to the front reinforcing plate 601. Here, the structures of the front reinforcing plate 601 and the rear reinforcing plate 602 are simple, and their cooperation facilitates the connection of the reinforcing structure 6 between the rear section 5 of the cabin longitudinal beam and the front crossbeam 4 of the seat.

[0062] In this embodiment, the front reinforcing plate 601 extends rearward from the front portion 101 of the lower front bulkhead 1 to the rear portion 102, and is spaced apart from the rear end of the rear portion 102. Furthermore, the front end of the front reinforcing plate 601 is connected to the rear inner plate 501, and is connected to the rear section 5 of the cabin longitudinal beam via the rear inner plate 501. In this embodiment, as... Figure 8 As shown, the front end of the front reinforcing plate 601 is a triangle with its tip pointing forward, to fit the structural arrangement at the connection between the lower front panel 1 and the rear inner panel 501.

[0063] To improve the connection between the front reinforcing plate 601 and the rear section 5 of the nacelle longitudinal beam, an upward-folding flange is provided at the front end of the front reinforcing plate 601. The front reinforcing plate 601 is connected to the rear section 5 of the nacelle longitudinal beam through the flange. For ease of distinction from the flange described below, the flange at the front end of the front reinforcing plate 601 is referred to as the front flange 6011. The front flange 6011 has a simple structure, is easy to process and form, and facilitates the connection between the front reinforcing plate 601 and the rear section 5 of the nacelle longitudinal beam. To ensure the effectiveness of the front flange 6011, it extends along the side of the front end of the front reinforcing plate 601. This increases the connection area between the front flange 6011 and the rear inner plate 501, thereby improving the connection strength and force transmission effect.

[0064] In this embodiment, the projections of the rear section 302 of the longitudinal beam and the reinforcing structure 6 in the longitudinal direction of the vehicle overlap at least partially. This helps to ensure that the impact force transmitted from the rear section 5 of the longitudinal beam in the engine compartment can be directly transferred to the reinforcing structure 6 and then directly dispersed rearward through the reinforcing structure 6. In specific implementation, the overlapping area of ​​the projections of the rear section 302 of the longitudinal beam and the reinforcing structure 6 in the longitudinal direction of the vehicle should be as large as possible.

[0065] In this embodiment, the rear reinforcing plate 602 extends rearward from the rear end of the front reinforcing plate 601 along the front-rear direction of the vehicle to the front crossbeam 4 of the seat, and the rear end of the rear reinforcing plate 602 and the front crossbeam 4 of the seat are spaced apart. The aforementioned connector 603 is specifically connected between the rear reinforcing plate 602 and the front crossbeam 4 of the seat. This makes the reinforcing structure 6 and the front crossbeam 4 of the seat form a "⊥" shape when connected, which not only has a good force transmission effect, but also has high structural stability.

[0066] Furthermore, in this embodiment, as Figure 6 As shown, a first cavity 100 is formed between the reinforcing structure 6, the lower front bulkhead 1, and the front floor panel 2, and the first cavity 100 extends along the longitudinal direction of the vehicle. Here, the first cavity 100, which extends along the longitudinal direction of the vehicle, is formed between the reinforcing structure 6, the lower front bulkhead 1, and the front floor panel 2. This cavity structure effectively disperses the stress generated on the vehicle body when subjected to external forces, reducing stress concentration and thus improving the overall strength and rigidity of the reinforcing structure 6.

[0067] In addition, the design of the first cavity 100 allows the rear section 5 of the engine compartment longitudinal beam and the front crossbeam 4 of the seat to be connected more tightly, forming a more stable overall structure. This stability not only improves the body's resistance to deformation, but also enhances its smoothness and comfort during driving.

[0068] To facilitate the formation of the first cavity 100, in this embodiment, the cross-sections of the front reinforcing plate 601 and the rear reinforcing plate 602 are both "U" shaped. Both the front reinforcing plate 601 and the rear reinforcing plate 602 can be welded to the lower front bulkhead plate 1 and the front floor panel 2 via first connecting flanges 604 provided on their left and right sides. The aforementioned connector 603 is specifically connected between the top of the rear reinforcing plate 602 and the front side of the seat front crossbeam 4.

[0069] For example, the front reinforcing plate 601 and the rear reinforcing plate 602 are welded together using MIG / MAG welding. Both sides and the top of both plates are welded using MIG / MAG welding. MIG / MAG welding, or carbon dioxide gas shielded welding, has many significant advantages, including high welding efficiency, good weld quality, simple operation, low cost, and wide applicability. MIG / MAG welding offers high welding speed, which can significantly improve production efficiency.

[0070] Furthermore, MIG / MAG welding produces high-quality welds with low hydrogen content, good crack resistance, and excellent mechanical properties. The weld formation is aesthetically pleasing, with minimal deformation of the workpiece. Post-weld slag removal is unnecessary, and the weld joint is of superior quality, free of internal defects. MIG / MAG welding equipment is simple to operate, easy to ignite, and produces a stable arc.

[0071] Secondly, the shielding gas used in MIG / MAG welding is carbon dioxide, which is widely available and inexpensive. Furthermore, MIG / MAG welding consumes less electricity, thus reducing overall costs. By using carbon dioxide as the shielding gas, MIG / MAG welding effectively isolates harmful gases such as oxygen and nitrogen from the welding process, preventing defects such as porosity and cracks in the weld.

[0072] As a preferred implementation method, such as Figure 9 and Figure 11 As shown, the connector 603 has a main body portion 6031 extending along the front-rear direction of the vehicle, and a flange portion 6032 located at the rear end of the main body portion 6031; the main body portion 6031 is connected to the reinforcing structure 6, and the flange portion 6032 is connected to the front crossbeam of the seat 4. The main body portion 6031 facilitates the connection between the connector 603 and the reinforcing structure 6, while the flange portion 6032 facilitates the connection with the front crossbeam of the seat 4. Furthermore, the overall structure of the connector 603 is simple and easy to process and form.

[0073] In practical implementation, the main body 6031 and the flanged part 6032 are arranged so that the connector 603 is generally L-shaped. The main body 6031 is built on top of the rear reinforcing plate 602 and connected to the rear reinforcing plate 602. To further improve the performance of the connector 603, such as... Figure 9 As shown, a reinforcing rib 6033 is provided between the main body 6031 and the flanged portion 6032. By providing a reinforcing rib 6033 between the main body 6031 and the flanged portion 6032, the structural strength of the connector 603 is further improved, thereby ensuring the stability of the reinforced structure 6 and the front crossbeam 4 of the seat in the connected state;

[0074] In this embodiment, the reinforcing rib 6033 is specifically located at the middle of the connection between the main body 6031 and the flanged part 6032, and extends forward along the front-rear direction of the vehicle to the main body 6031. The reinforcing rib 6033 protrudes upwards to prevent the connector 603 from breaking during force transmission, thus providing better resistance to deformation. Furthermore, the width of the reinforcing rib 6033 gradually increases from front to back. This not only improves the structural strength at the connection between the main body 6031 and the flanged part 6032, but also ensures that the extension direction of the reinforcing rib 6033 is the same as the force transmission direction on the reinforcing structure 6, thereby facilitating the dispersion and transmission of impact force to the front crossbeam 4 of the seat.

[0075] like Figure 11 As shown, the height of the reinforcing rib 6033 gradually increases from front to back, which also helps to guide the impact force to be transmitted rearward to the front crossbeam 4 of the seat. Of course, in specific implementation, the position, number, and shape of the reinforcing rib 6033 can be adjusted according to the usage requirements. In addition, reinforcing flanges 6034 are provided on both sides of the main body 6031 and the flanged part 6032. The reinforcing flanges 6034 not only help to further improve the strength of the connector 603, making the connector 603 less prone to deformation, but also help to ensure that the impact force at the rear end of the reinforcing structure 6 is transmitted to the front crossbeam 4 of the seat, thus having a better performance.

[0076] As a feasible connection method, the main body 6031 is screwed to the reinforcing structure 6, which not only has the advantages of easy operation but also good connection effect. Specifically, the structure is as follows... Figure 9 As shown, two mounting holes 605 are respectively provided between the top of the main body 6031 and the rear reinforcing plate 602, spaced apart in the left-right direction. Bolts pass through the corresponding mounting holes 605 and are screwed into nuts, thereby connecting the main body 6031 and the rear reinforcing plate 602 together. Of course, in specific implementation, the number and arrangement of bolts can be adapted to the usage requirements.

[0077] In this embodiment, to facilitate the weight reduction of the front of the vehicle body, such as Figure 8 As shown, each first connecting flange 604 may also have multiple weight-reducing grooves 6041 spaced apart along its own length. The weight-reducing grooves 6041 have a simple structure and are easy to process and form. In addition, each first connecting flange 604 also has multiple protruding portions 6042 spaced apart along its own length. The protruding portions 6042 protrude downward relative to the first connecting flange 604, and the first connecting flange 604 is specifically welded to the lower front bulkhead 1 and the front floor panel 2 through the protruding portions 6042. This can further improve the structural strength of the first connecting flange 604.

[0078] As a preferred implementation method, such as Figure 6 As shown, a second cavity 200 is formed between the front floor longitudinal beam 3, the lower front bulkhead plate 1, and the front floor panel 2, and the second cavity 200 extends along the longitudinal direction of the vehicle. The second cavity 200 formed between the front floor longitudinal beam 3, the lower front bulkhead plate 1, and the front floor panel 2 can absorb more collision energy in the event of a frontal collision, reducing energy transfer to the passenger compartment and thus protecting the safety of the occupants. This energy absorption effect is achieved through the deformation of the second cavity 200 and the fracture of the material, significantly reducing the injury to the occupants. Simultaneously, the second cavity 200 can act as a collision buffer, absorbing collision energy through its deformation and reducing the impact on the passenger compartment.

[0079] Specifically, such as Figure 3 and Figure 4 As shown, the front end of the front floor longitudinal beam 3 corresponds to the rear of the front reinforcing plate 601 and extends rearward along the longitudinal direction of the vehicle. This front floor longitudinal beam 3 is also orthogonal to the front seat crossbeam 4 and extends to the rear side of the front seat crossbeam 4 to facilitate the rearward dispersion of impact forces. To facilitate the formation of the aforementioned second cavity 200, the cross-section of the front floor longitudinal beam 3 is also U-shaped. The front floor longitudinal beam 3 is welded to the front floor panel 2 via second connecting flanges 303 located on both sides. In specific implementations, the second connecting flanges 303 conform to the shape of the corresponding front floor panel 2 to increase the connection area between the two, thereby improving the structural strength of the front floor longitudinal beam 3.

[0080] As a feasible implementation, the front floor longitudinal beam 3 in this embodiment includes a front section 301 located at the front and a rear section 302 located at the rear. The front section 301 corresponds to the area between the rear of the front reinforcing plate 601 and the middle of the rear reinforcing plate 602, while the rear section 302 extends rearward from the rear of the rear reinforcing plate 602. Preferably, the front section 301 and the rear section 302 are welded together. To improve the welding strength, the front end of the rear section 302 is inserted into the rear end of the front section 301; however, inserting the rear end of the front section 301 into the front end of the rear section 302 is also feasible.

[0081] like Figure 10 As shown in the diagram, in this embodiment, the rear portions of the front floor longitudinal beam 3 and the front reinforcing plate 601, as well as the projection of the rear reinforcing plate 602 in the vertical direction of the vehicle, are preferably completely overlapping, that is, the first connecting flange 604 and the second connecting flange 303 on the same side are correspondingly arranged. This allows the first cavity 100 and the second cavity 200 to be stacked vertically, which helps to improve the absorption and dispersion of collision force, thereby facilitating the rearward transmission of the collision force.

[0082] In addition, such as Figure 6 As shown, to reduce the space occupied by the reinforcing structure 6 in the passenger compartment, the height of the first cavity 100 in this embodiment should be as low as possible while still meeting the force transmission requirements. Since the front floor longitudinal beam 3 is located at the bottom of the vehicle body, its height will not affect the space in the passenger compartment. Therefore, the height of the second cavity 200 can be set relatively high, so that the first cavity 100 and the second cavity 200 can work together to achieve a better force transmission effect.

[0083] The front floor longitudinal beam 3, as a crucial component of the vehicle body structure, has a vital impact on vehicle safety and overall performance due to its material and manufacturing process. The front floor longitudinal beam 3 is preferably made of high-strength steel and aluminum alloy. High-strength steel possesses high tensile and yield strength, effectively absorbing energy during a collision, reducing body deformation, and protecting the integrity of the passenger compartment. Aluminum alloy, due to its lightweight, high strength, and corrosion resistance, is used in some high-end models and new energy vehicles. Aluminum alloy longitudinal beams can effectively reduce vehicle weight, improve fuel economy or driving range, while maintaining good collision safety performance.

[0084] The front floor longitudinal beam 3 can be formed by stamping, which has advantages such as high production efficiency, low cost, and the ability to handle complex shapes, making it suitable for mass production. Alternatively, the front floor longitudinal beam 3 can also be formed using hot forming technology, an effective processing method. This involves stamping the steel plate while it is heated, followed by rapid cooling to obtain the required strength and hardness. Hot forming technology can significantly improve the formability and collision safety performance of materials.

[0085] In this embodiment, the front seat crossbeams 4 are located on the left and right sides of the central aisle, with each front seat crossbeam 4 forming a third cavity 300 between itself and the front floor panel 2. The third cavity 300 enhances the structural strength of the front seat crossbeams 4 and undergoes controlled deformation during a collision, thereby absorbing a large amount of collision energy and reducing the impact force transmitted to the passenger compartment. This energy absorption mechanism helps reduce the risk of passenger injury in a collision. During a collision, the third cavity 300 also affects the distribution of collision force, allowing for a more even distribution of the collision force across the front seat crossbeams 4. This prevents excessive impact force in localized areas of the front seat crossbeams 4, which could lead to structural damage. This rational distribution of collision force helps improve the overall crashworthiness of the vehicle body.

[0086] Such as 11 and Figure 12 As shown, the cross-section of the front seat crossbeam 4 is also U-shaped. In a preferred embodiment, the front seat crossbeam 4 includes a first portion 401 extending outward from the side of the central channel in a left-right direction, and a second portion 402 located outside the first portion 401. The two sides of the first portion 401 and the second portion 402 are welded to the front floor panel 2 via third connecting flanges 404. The end of the first portion 401 facing outward is inserted into the second portion 402, which helps to increase the welding area and connection strength between the two. The aforementioned connector 603 is specifically connected to the front side of the first portion 401. In this embodiment, the connection between the first portion 401 and the second portion 402 is staggered from the connection between the connector 603 and the front seat crossbeam 4, which helps to further ensure the structural strength and reliability of the force transmission at the connection between the reinforcing structure 6 and the front seat crossbeam 4.

[0087] In contrast to connector 603, a connecting plate 8 is connected between the other side of the first part 401 and the front floor panel 2. The connecting plate 8 and connector 603 further strengthen the connection on the front and rear sides of the front crossbeam 4 of the seat, so that the front crossbeam 4 of the seat has a high installation firmness, thereby helping to ensure the installation and use effect of the seat.

[0088] In terms of specific structure, such as Figure 12 As shown, the connecting plate 8 is specifically connected between the third connecting flange 404 and the front floor panel 2. To further improve the performance of the connecting plate 8, connecting portions 801 extending rearward are provided at both ends of the connecting plate 8, and the two connecting portions 801 are welded to the front floor panel 2 respectively. The front and left and right sides of the connecting plate 8 are connected to the front floor panel 2 in a triangular arrangement. Utilizing the good stability of triangles, the connection stability of the connecting plate 8 is ensured. Moreover, the structure of the connecting plate 8 is simple and easy to arrange and implement.

[0089] To further improve the performance of the front crossbeam 4 of the seat, as a preferred embodiment, a reinforcing member 403 is provided in the third cavity 300. The reinforcing member 403 is connected to at least the front and rear side walls of the front crossbeam 4 of the seat. By providing the reinforcing member 403 in the third cavity 300, not only is the structural strength and load-bearing capacity of the front crossbeam 4 of the seat improved, but it is also easier to arrange and implement.

[0090] like Figure 13 As shown, the reinforcing member 403 includes a body 4031 adapted to the cross-section of the third cavity 300, an upper flange 4032 on the top of the body 4031, and a lower flange 4033 on the bottom of the body 4031. The upper flange 4032 is connected to the top wall of the front crossbeam 4 of the seat, and an energy-absorbing element is provided between the lower flange 4033 and the front floor panel 2. The arrangement of the body 4031, the upper flange 4032, and the lower flange 4033 on the reinforcing member facilitates the arrangement and installation of the reinforcing member 403 within the third cavity 300. The energy-absorbing element provided between the lower flange 4033 and the front floor panel 2 further enhances the ability of the front crossbeam 4 of the seat to absorb impact forces.

[0091] Specifically, the reinforcing members 403 are multiple members spaced apart within the third cavity 300 along the length of the front crossbeam 4 of the seat. The cooperation of these multiple reinforcing members 403 maximizes the structural strength of the front crossbeam 4 and further enhances the connection between the front crossbeam 4 and the front floor panel 2. Furthermore, the multiple reinforcing members 403 can divide the third cavity 300 into multiple spaced sub-cavities, which are stacked along the length of the front crossbeam 4. This further improves the load-bearing capacity of the front crossbeam 4 and its performance in transmitting impact forces.

[0092] In this embodiment, the cross-sectional adaptation setting of the body 4031 and the third cavity 300 means that the shape and specifications of the body 4031 are consistent with the shape and specifications of the cross-section of the third cavity 300. Preferably, in this embodiment, the front and rear sides of the body 4031 are respectively provided with side flanges 4034. The side flanges 4034 can also be welded to the front and rear walls of the seat front crossbeam 4, further improving the installation firmness of the reinforcing member 403 on the seat front crossbeam 4. Among them, the upper flange 4032, the lower flange 4033, and the two side flanges 4034 are all located on the same side of the body 4031. This not only facilitates the processing and forming of the flanges, but also improves the structural strength of the body 4031. To further ensure the structural strength of the side flanges 4034, a reinforcing protrusion 5011 is also provided at the connection between the side flanges 4034 and the body 4031. Its structure is simple, easy to process and form, and has good performance.

[0093] As a feasible implementation method, the energy-absorbing component can be made of damping rubber sheets, rubber, etc., and can be bonded together between the lower flange 4033 and the front floor panel 2 during installation. The damping rubber sheet utilizes the viscoelasticity unique to rubber materials; when subjected to vibration or impact, it converts kinetic energy into heat energy and dissipates it through the movement of its internal molecular chains and the internal frictional resistance between chain segments. This energy conversion process is the damping effect, and it is the key to the energy-absorbing effect of the damping rubber sheet.

[0094] Furthermore, damping rubber plates can absorb energy over a wide frequency range, which is crucial for suppressing vibrations and shocks at different frequencies. Due to their special material and structural design, damping rubber plates can efficiently absorb and dissipate energy, reducing the impact of vibrations and shocks on the system. Moreover, damping rubber plates possess excellent durability and fatigue resistance, maintaining stable energy absorption performance during long-term use.

[0095] Combination Figure 11 and Figure 12 As shown in the illustration, in this embodiment, a seat mounting bracket 7 is provided on the front crossbeam 4 of the seat. The seat mounting bracket 7 is box-shaped with an open bottom and forms a cavity with the front crossbeam 4 of the seat. The box-shaped design of the seat mounting bracket 7 leverages the advantages of high strength and stability inherent in box structures, thereby improving the installation stability of the seat on the front crossbeam 4. Furthermore, the cavity formed between the seat mounting bracket 7 and the front crossbeam 4 further enhances the installation reliability of the seat.

[0096] Specifically, such as Figure 11As shown, there are two seat mounting brackets 7 spaced apart on the front crossbeam 4 of the seat. One seat mounting bracket 7 is located at the end of the first part 401 facing the central channel, and the other seat mounting bracket 7 is located at the connection between the first part 401 and the second part 402. The bottom left and right sides of each seat mounting bracket 7 are welded to the front crossbeam 4 of the seat via fourth connecting flanges 701. Each seat mounting bracket 7 has downwardly extending extensions 702 on its front and rear sides, and these extensions 702 are welded to the front and rear sides of the front crossbeam 4 of the seat.

[0097] In this embodiment, the extension portion 702 and the fourth connecting flange 701 cooperate to mount the seat mounting bracket 7 onto the front crossbeam 4 of the seat, providing high connection strength and stability. To further improve the load-bearing capacity of the seat mounting bracket 7, the cross-section of the seat mounting bracket 7 gradually increases from top to bottom. Each seat mounting bracket 7 has a seat mounting hole 703 at its top to facilitate the installation of the seat on both seat mounting brackets 7.

[0098] Considering that the front crossbeam 4 of the seat is an important supporting structure for the installation of the car seat, its material and forming method have a significant impact on the stability and safety of the seat, as well as the lightweight design of the whole vehicle. In this embodiment, the front crossbeam 4 of the seat can be made of thin steel plate stamping and welding. This material has a relatively low cost, but its weight is large, which is not conducive to the lightweight design of the car.

[0099] In addition, the front seat crossbeam 4 can also be made of aluminum alloy, which is increasingly being used in the manufacture of seat crossbeams due to its lightweight, high strength, and corrosion resistance. The aluminum alloy front seat crossbeam 4 not only reduces vehicle weight but also improves fuel economy or driving range. The front seat crossbeam 4 is preferably formed by stamping, where sheet metal is stamped using a die to form the required shape and size. Stamping has advantages such as high production efficiency, low cost, and the ability to handle complex shapes.

[0100] In addition, in this embodiment, a reinforcing structure 6 may be provided on the front reinforcing plate 601, the rear reinforcing plate 602, the front floor longitudinal beam 3, the front seat crossbeam 4, and the seat mounting bracket 7. The reinforcing structure 6 includes, but is not limited to, reinforcing protrusions 5011 or reinforcing ribs 6033, etc., to specifically improve its structural performance.

[0101] In this embodiment, the front structure of the vehicle body, through the arrangement of the reinforcing structure 6, the front floor longitudinal beam 3, the rear section of the engine compartment longitudinal beam 5, and the front seat crossbeam 4, and the coordinated arrangement of the first cavity 100 between the reinforcing structure 6 and the front floor panel 2, the second cavity 200 between the front floor longitudinal beam 3 and the front floor panel 2, and the third cavity 300 between the front seat crossbeam 4 and the front floor area, forms a three-cavity structure. The first cavity 100 and the second cavity 200 are vertically aligned and interconnected, while the third cavity 300 is arranged along the left-right direction of the vehicle and orthogonal to both the first cavity 100 and the second cavity 200. This not only improves safety during frontal collisions but also enhances the torsional strength of the front structure of the vehicle body.

[0102] In the event of a frontal collision, the impact force transmitted to the rear section 5 of the engine compartment longitudinal beam is transferred rearward through the reinforcing structure 6 and the front floor longitudinal beam 3 to the front seat crossbeam 4. The front seat crossbeam 4 then transmits the impact force to the center tunnel and sill beam, thus facilitating the dispersion and transmission of the impact force. This not only provides support and protection for the driver's seat but also reduces foot intrusion, thereby improving vehicle safety in frontal collisions.

[0103] Furthermore, this embodiment also relates to a vehicle equipped with the aforementioned front body structure. By providing the aforementioned front body structure, the safety of the vehicle during collisions, especially frontal collisions, is improved.

[0104] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A front structure of a vehicle body, characterized in that: It includes a reinforcing structure (6) and a front floor longitudinal beam (3) provided on the lower panel (1) and the front floor panel (2), and a seat front crossbeam (4) provided on the front floor panel (2); The reinforcing structure (6) and the front floor longitudinal beam (3) both extend along the front-rear direction of the vehicle and are located on the upper and lower sides of the front floor panel (2), respectively. The projections of the reinforcing structure (6) and the front floor longitudinal beam (3) in the vertical direction of the vehicle at least partially overlap. The front crossbeam (4) of the seat extends along the left and right direction of the whole vehicle. The front end of the reinforcing structure (6) is connected to the rear section (5) of the longitudinal beam of the engine compartment, and the rear end of the reinforcing structure (6) is connected to the front crossbeam (4) of the seat.

2. The front structure of the vehicle body according to claim 1, characterized in that: The reinforcing structure (6) includes a front reinforcing plate (601) connected to the rear section (5) of the cabin longitudinal beam, and a rear reinforcing plate (602) connected to the front crossbeam (4) of the seat, wherein the rear reinforcing plate (602) overlaps with the front reinforcing plate (601); and / or, The reinforcing structure (6) forms a first cavity (100) between the front bulkhead lower plate (1) and the front floor panel (2), and the first cavity (100) extends along the front-rear direction of the vehicle.

3. The front structure of the vehicle body according to claim 2, characterized in that: The front end of the front reinforcing plate (601) is provided with an upwardly folded flange, and the front reinforcing plate (601) is connected to the rear section (5) of the cabin longitudinal beam through the flange; and / or, A second cavity (200) is formed between the front floor longitudinal beam (3), the front bulkhead lower plate (1), and the front floor panel (2), and the second cavity (200) extends along the front-rear direction of the vehicle.

4. The front structure of the vehicle body according to claim 1, characterized in that: The distance between the rear end of the reinforcing structure (6) and the front crossbeam (4) of the seat is set; The reinforcing structure (6) is connected to the front crossbeam (4) of the seat via a connector (603).

5. The front structure of the vehicle body according to claim 4, characterized in that: The connector (603) has a main body portion (6031) extending along the front-rear direction of the vehicle, and a flange portion (6032) located at the rear end of the main body portion (6031). The main body (6031) is connected to the reinforcing structure (6), and the flanged part (6032) is connected to the front crossbeam (4) of the seat.

6. The front structure of the vehicle body according to claim 5, characterized in that: A reinforcing rib (6033) is provided between the main body (6031) and the flanged portion (6032); and / or, The main body (6031) is screwed to the reinforcing structure (6).

7. The front structure of the vehicle body according to claim 1, characterized in that: The front crossbeam (4) of the seat is provided with a seat mounting bracket (7), which is a box-shaped structure with an open bottom and forms a cavity with the front crossbeam (4).

8. The vehicle front structure according to any one of claims 1 to 7, characterized in that: A third cavity (300) is formed between the front crossbeam (4) of the seat and the front floor panel (2), and a reinforcing member (403) is provided in the third cavity (300); The reinforcing member (403) is connected to at least the front and rear side walls of the front crossbeam (4) of the seat.

9. The front structure of the vehicle body according to claim 8, characterized in that: The reinforcing member (403) includes a body (4031) adapted to the cross-section of the third cavity (300), an upper flange (4032) disposed on the top of the body (4031), and a lower flange (4033) disposed on the bottom of the body (4031). The upper flange (4032) is connected to the top wall of the front crossbeam (4) of the seat, and an energy-absorbing element is provided between the lower flange (4033) and the front floor panel (2).

10. A vehicle, characterized in that: The vehicle is provided with a front body structure as described in any one of claims 1 to 9.

Images