Front vehicle body structure and vehicle

Abstract

The invention provides a front vehicle body structure and a vehicle, the front vehicle body structure comprises a dash panel, two tower bases, two lower A-pillar inner plates and a reinforcing piece, the dash panel is connected between the two lower A-pillar inner plates, the reinforcing piece is arranged between the two tower bases, the reinforcing piece comprises a first reinforcing part and a second reinforcing part, the first reinforcing part extends in the left-right direction of the vehicle, and the second reinforcing part extends in the left-right direction of the vehicle. The first reinforcing part is connected with the tower bases on the left side and the right side, the front end of the second reinforcing part is connected to the first reinforcing part, and the rear end of the second reinforcing part is connected with the front wall plate. Through the cooperative force transmission effect of the first reinforcing part and the second reinforcing part, the tower bases on the left side and the right side, the front coaming and the front longitudinal beam are connected in series to form an integrated bearing system, bidirectional force transmission in the front-back direction and the left-right direction is achieved, all the components synchronously participate in stress, and uniform load distribution is achieved; the structure bearing performance and the collision safety performance of the whole vehicle can be greatly improved, the deformation amount of the dash panel in the collision process is reduced, and the problem that the intrusion amount of the dash panel exceeds the standard is effectively solved.

Description

Technical Field

[0001] This application relates to the field of vehicle body technology, and more particularly to a front vehicle body structure and vehicle. Background Technology

[0002] When a vehicle is involved in a frontal collision, the front longitudinal beams are subjected to force and the force is transmitted to the front bulkhead area. The front bulkhead is mainly subjected to pressure and bears a large amount of the collision impact force, which cannot be effectively dispersed, resulting in a large intrusion displacement and the problem of excessive intrusion. Summary of the Invention

[0003] This application provides a front body structure and vehicle, which aims to improve the problem of large intrusion displacement of the front bulkhead when the vehicle is involved in a frontal collision.

[0004] This application provides a front vehicle body structure, including a front bulkhead, two tower blocks, two lower A-pillar inner panels, and a reinforcing member. The front bulkhead is connected between the two lower A-pillar inner panels, and the reinforcing member is disposed between the two tower blocks. The reinforcing member includes a first reinforcing part and a second reinforcing part. The first reinforcing part extends along the left-right direction of the vehicle and is connected to the tower blocks on the left and right sides. The front end of the second reinforcing part is connected to the first reinforcing part, and the rear end of the second reinforcing part is connected to the front bulkhead.

[0005] In this embodiment, when a frontal collision occurs, the front longitudinal beam of the vehicle body is subjected to force. Through the coordinated force transmission of the first and second reinforcing parts, the towers on the left and right sides, the front bulkhead, and the front longitudinal beam are connected in series to form an integrated load-bearing system, realizing bidirectional force transmission in the front-rear and left-right directions. This allows all components to participate in the force synchronously and achieve uniform load distribution, which can significantly improve the load-bearing performance and collision safety performance of the entire vehicle structure, reduce the deformation of the front bulkhead during the collision, and effectively solve the problem of excessive intrusion of the front bulkhead.

[0006] Optionally, the first reinforcing part includes a reinforcing body and two connecting sections, the reinforcing body being connected between the two connecting sections, and the connecting sections being connected to the tower base.

[0007] By using two connecting sections as the connecting parts between the main body and the tower base, the connection between the main body and the tower base can be realized. The main body extends along the left and right direction of the vehicle and has excellent bending and torsional stiffness. The load borne by the tower base on one side can be quickly transferred to the tower base on the other side through the two connecting sections.

[0008] Optionally, each of the connecting segments includes a first connector and a second connector, one end of the first connector and one end of the second connector are both connected to the reinforcing body, and the other end of the first connector and the other end of the second connector are both connected to the tower base, with the first connector and the second connector arranged at an angle.

[0009] The first and second connectors work together to bear the load and distribute it evenly to the reinforced body, thereby reducing the stress on individual connecting sections and preventing material fatigue damage caused by localized stress concentration.

[0010] Optionally, the second reinforcing part, the reinforcing body, and the two connecting sections are integrally formed; or, The connecting segment is provided with a connecting cavity, and the two ends of the reinforcing body are respectively disposed in the connecting cavities of the two connecting segments.

[0011] Optionally, the second reinforcing part includes a first reinforcing member and a second reinforcing member, the first reinforcing member and the second reinforcing member being spaced apart along the left-right direction of the vehicle, the first reinforcing member being connected between the first reinforcing part and the upper part of the front bulkhead, and the second reinforcing member being connected between the first reinforcing part and the middle part of the front bulkhead.

[0012] In the vertical direction of the vehicle, the connection position of the first reinforcement member on the front bulkhead is located above the connection position of the second reinforcement member on the front bulkhead. The two members have a span in the Z direction, which can form a vertical force transmission channel to support different positions of the front bulkhead, realize the layered transmission and coordinated bearing of load, have better force transmission effect, and reduce local stress.

[0013] Optionally, the first reinforcing part and the second reinforcing part are provided with cavities inside.

[0014] The first and second reinforcing sections of the cavity structure undergo controllable deformation to absorb collision energy, effectively buffering the transmission of collision impact force to the cockpit and improving the load-bearing capacity of the reinforcing components.

[0015] Optionally, the front body structure further includes a front bulkhead connecting plate, which is arranged along the vertical direction of the vehicle and installed on the front side of the front bulkhead. The second reinforcing part is connected to the front bulkhead connecting plate.

[0016] By using the front bulkhead connecting plate as an intermediate connecting part between the second reinforcement and the front bulkhead, the contact area can be expanded, and the concentrated load can be evenly distributed to a larger area of ​​the front bulkhead in the vertical direction, thus playing a role in transmitting the force.

[0017] Optionally, the front bulkhead includes an upper front bulkhead and a lower front bulkhead, with the lower part of the upper front bulkhead connected to the upper part of the lower front bulkhead. The front body structure also includes a front seat crossbeam, a sled crossbeam, and a sled longitudinal beam, with the sled crossbeam and the sled longitudinal beam cross-connected. The sled crossbeam is connected to the lower part of the front bulkhead lower panel, the sled crossbeam is disposed between the two lower A-pillar inner panels, and the sled longitudinal beam is connected between the front bulkhead lower panel and the front seat crossbeam.

[0018] The cross-shaped reinforcement structure formed by the intersection of the skid crossbeam and the skid longitudinal beam can support the lower front panel and the root of the front longitudinal beam, effectively suppressing the backward tilt of the front longitudinal beam and the bending deformation of the lower front panel under load, thereby improving the overall torsional and bending stiffness of the front of the vehicle.

[0019] Optionally, the front body structure further includes a central tunnel, the front end of which is connected to the lower front panel. The skid crossbeam includes a first crossbeam and a second crossbeam. In the left-right direction of the vehicle, the left end of the first crossbeam is connected to one of the lower A-pillar inner panels, the right end of the first crossbeam is connected to the central tunnel, the left end of the second crossbeam is connected to the central tunnel, and the right end of the second crossbeam is connected to the other lower A-pillar inner panel.

[0020] The central channel is located between the first and second crossbeams, which are connected left and right by the central channel to form a rigid transverse beam structure. This structure can effectively prevent the rearward intrusion of the front longitudinal beam and the lower front panel, thus effectively reducing the amount of collision intrusion into the foot space.

[0021] Optionally, the skid longitudinal beam includes a first longitudinal beam and a second longitudinal beam. In the vehicle's longitudinal direction, the front end of the first longitudinal beam is connected to the lower front panel, the rear end of the first longitudinal beam is connected to the skid crossbeam, the front end of the second longitudinal beam is connected to the skid crossbeam, and the rear end of the second longitudinal beam is connected to the front seat crossbeam.

[0022] The rigid connection of the segmented longitudinal beams effectively prevents the front longitudinal beam and the lower front panel from intruding backward. Combined with the lateral support of the ski board crossbeams, this reduces the amount of collision intrusion into the foot space.

[0023] Optionally, multiple sled longitudinal beams are provided, and the multiple sled longitudinal beams are spaced apart along the left and right direction of the vehicle, and the sled crossbeams are cross-connected with the multiple sled longitudinal beams.

[0024] By using multiple longitudinal beams spaced along the Y-axis to form multi-point cross connections with the skid crossbeams, the overall rigidity and deformation resistance of the front of the vehicle body are greatly improved.

[0025] Optionally, the front body structure further includes an electrical component bracket, the front end of which is connected to the upper part of the lower front bulkhead, and the rear end of which is connected to the skid crossbeam.

[0026] The rigid connector between the upper part of the front bulkhead and the skid crossbeam, which is supported by the electrical components, can suppress the backward tilt of the front longitudinal beam and effectively reduce the amount of collision intrusion into the foot space.

[0027] Optionally, the electrical component bracket includes a bracket body, a first leg, and a second leg. The first leg is located at the front end of the bracket body and is connected to the lower front panel. The second leg is located at the rear end of the bracket body and is connected to the sled crossbeam.

[0028] The first leg connects the lower front panel to the main body of the bracket, while the second leg connects the skid beam to the main body of the bracket, thus improving the stability of the electrical component bracket installation.

[0029] Optionally, the front body structure further includes a front longitudinal beam, a torsion box, and a torsion box reinforcement plate. The torsion box is connected between the front longitudinal beam and the lower A-pillar inner panel. The torsion box reinforcement plate is connected between the front longitudinal beam and the lower A-pillar inner panel in the left-right direction of the vehicle, and the torsion box reinforcement plate is connected between the torsion box and the front bulkhead in the front-rear direction of the vehicle.

[0030] The torsion box reinforcement plate connects the torsion box to the lower front panel in the X-axis, providing rigid support for the torsion box and enhancing its resistance to buckling deformation. The torsion box reinforcement plate also connects the front longitudinal beam to the lower A-pillar inner panel in the Y-axis, providing stable support for the front longitudinal beam and suppressing deformation of the sill and front longitudinal beam during minor offset collisions.

[0031] Optionally, the torsion box reinforcing plate includes a main body and a first connecting part, a second connecting part, a third connecting part and a fourth connecting part connected to the main body. The first connecting part is connected to the front longitudinal beam, the second connecting part is connected to the inner panel of the lower A-pillar, the third connecting part is connected to the front bulkhead, and the fourth connecting part is connected to the torsion box.

[0032] In this embodiment, four connecting parts enable the torsion box reinforcement plate to form a rigid linkage with the front longitudinal beam, the lower A-pillar inner panel, the front bulkhead, and the torsion box, thereby improving the impact resistance of the front body.

[0033] This application also provides a vehicle including a front body structure as described in any of the preceding claims.

[0034] In this embodiment, during a frontal collision, the front longitudinal beam of the vehicle body is subjected to force. Through reinforcement, the left and right side towers, front bulkhead, and front longitudinal beam are connected in series to form an integrated load-bearing system. This achieves bidirectional force transmission in both the front-rear and left-right directions, allowing all components to participate in the force synchronously and achieving uniform load distribution. This significantly improves the overall vehicle structural load-bearing capacity and collision safety performance, reduces the deformation of the front bulkhead during a collision, and effectively solves the problem of excessive front bulkhead intrusion. In the event of a small offset collision, the aforementioned integrated load-bearing system provides Y-axis force transmission, reducing the force intrusion into the lower A-pillar and the deformation of the lower A-pillar inner panel. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of a reinforcing member provided in an embodiment of this application. Figure 1 ; Figure 2 This is a schematic diagram of a reinforcing member provided in an embodiment of this application. Figure 2 ; Figure 3 This is a schematic diagram of a front vehicle body structure provided in one embodiment of this application. Figure 1 ; Figure 4 This is a schematic diagram of a front vehicle body structure provided in one embodiment of this application. Figure 2 ; Figure 5 This is a schematic diagram of an electrical component support provided in an embodiment of this application; Figure 6 This is a schematic diagram showing the position of the torque box reinforcing plate according to an embodiment of this application; Figure 7 This is a schematic diagram of the installation of the torsion box reinforcing plate provided in one embodiment of this application. Figure 1 ; Figure 8 This is a schematic diagram of the installation of the torsion box reinforcing plate provided in one embodiment of this application. Figure 2 ; Figure 9 This is a schematic diagram of the force transmission path of the frontal vehicle body structure during a frontal collision, provided in one embodiment of this application.

[0036] Explanation of reference numerals in the attached figures: 100. Front body structure; 1. Reinforcing member; 101. First reinforcing part; 1011. Reinforcing body; 1012. Connecting section; 10121. First connecting member; 10122. Second connecting member; 102. Second reinforcing part; 1021. First reinforcing member; 1022. Second reinforcing member; 2. Front wall panel; 21. Front wall upper panel; 22. Front wall lower panel; 3. Tower base; 4. Lower A-pillar inner panel; 5. Front bulkhead connecting plate; 6. Front seat crossbeam; 7. Sled crossbeam; 71. First crossbeam; 72. Second crossbeam; 8. Sled longitudinal beam; 81. First longitudinal beam; 82. Second longitudinal beam; 9. Electrical component bracket; 91. Bracket body; 92. First leg; 93. Second leg; 10. Central channel; 11. Front longitudinal beam; 12. Torque box; 13. Torque box reinforcing plate; 131. Main body; 132. First connecting part; 133. Second connecting part; 134. Third connecting part; 135. Fourth connecting part. Detailed Implementation

[0037] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0038] like Figure 1 , Figure 2 and Figure 3 As shown in the embodiment of this application, a front body structure 100 includes a front bulkhead 2, two tower blocks 3, two lower A-pillar inner panels 4, and a reinforcing member 1. The front bulkhead 2 is connected between the two lower A-pillar inner panels 4, and the reinforcing member 1 is disposed between the two tower blocks 3. The reinforcing member 1 includes a first reinforcing part 101 and a second reinforcing part 102. The first reinforcing part 101 extends along the left-right direction of the vehicle and is connected to the tower blocks 3 on the left and right sides. The front end of the second reinforcing part 102 is connected to the first reinforcing part 101, and the rear end of the second reinforcing part 102 is connected to the front bulkhead 2.

[0039] The reinforcing member 1 includes a first reinforcing part 101 and a second reinforcing part 102. The first reinforcing part 101 forms a rigid connection with the left and right tower bases 3, creating a transverse (Y-direction) force transmission channel to achieve load transfer in the left and right directions. This allows the left and right tower bases 3 to share the load, effectively avoiding local stress concentration on one side of the tower base 3. The front end of the second reinforcing part 102 is fixedly connected to the first reinforcing part 101, and the rear end is rigidly connected to the front panel 2. The second reinforcing part 102 can support the front panel 2 and simultaneously create a longitudinal (X-direction) force transmission channel to achieve load transfer in the front and rear directions.

[0040] In a frontal collision, the front longitudinal beam 11 of the vehicle body is subjected to force. Through the coordinated force transmission of the first reinforcing part 101 and the second reinforcing part 102, the left and right tower bases 3, the front bulkhead 2, and the front longitudinal beam 11 are connected in series to form an integrated load-bearing system. This achieves bidirectional force transmission in both the front-rear and left-right directions, allowing all components to participate in the force synchronously and achieve uniform load distribution. This significantly improves the overall structural load-bearing capacity and collision safety performance of the vehicle, reduces the deformation of the front bulkhead 2 during the collision, and effectively solves the problem of excessive intrusion of the front bulkhead 2. In addition, in small offset collision conditions, the aforementioned integrated load-bearing system can provide Y-direction force transmission, effectively reducing the force intrusion of the lower A-pillar.

[0041] Among them, the tower base 3 is the shock absorber tower base, which is a key load-bearing node at the front of the vehicle body. The tower base 3 is connected above the front longitudinal beam 11 of the vehicle body.

[0042] As an example, the reinforcing member 1 includes a first reinforcing part 101 and a second reinforcing part 102. The left side of the first reinforcing part 101 is bolted to the left-side tower base 3, and the right side of the first reinforcing part 101 is bolted to the right-side tower base 3. The front part of the second reinforcing part 102 can be screwed, welded, or integrally cast with the first reinforcing part 101. The rear end of the second reinforcing part 102 is welded to the front bulkhead 2. In this example, through the synergistic force transmission of the first reinforcing part 101 and the second reinforcing part 102, the tower bases 3 on both sides, the front bulkhead 2, and the front longitudinal beam 11 are connected in series to form an integrated load-bearing system, increasing the body rigidity by 8%, reducing the intrusion of the front bulkhead 2 from 150mm to 90mm, and improving the overall vehicle performance by more than 40%.

[0043] In one embodiment, such as Figure 1 , Figure 2 As shown, the first reinforcing part 101 includes a reinforcing body 1011 and two connecting sections 1012. The reinforcing body 1011 is connected between the two connecting sections 1012, and the connecting sections 1012 are connected to the tower base 3.

[0044] In this embodiment, the structure of the first reinforcing part 101 can be obtained through topology optimization. The two connecting segments 1012 serve as connecting components between the reinforcing body 1011 and the tower base 3, enabling the connection between the reinforcing body 1011 and the tower base 3. The reinforcing body 1011 extends along the left and right direction of the vehicle and has excellent bending and torsional stiffness, which can quickly transfer the load borne by one side of the tower base 3 to the other side of the tower base 3 through the two connecting segments 1012.

[0045] The connecting section 1012 gradually slopes upwards in a direction away from the reinforcing body 1011, so that the connecting section 1012 can better overlap with the tower base 3 to adapt to the mounting surface structure of the tower base 3. The connecting section 1012 on the left side of the first reinforcing part 101 is installed on the left side of the tower base 3, and the connecting section 1012 on the right side of the first reinforcing part 101 is installed on the right side of the tower base 3.

[0046] In one embodiment, such as Figure 1 , Figure 2 As shown, the first reinforcing part 101 is provided with a first reinforcing rib, which is disposed in the connecting section 1012 and / or the reinforcing body 1011, and can increase the strength of the first reinforcing part 101 and improve the support for the tower base 3. The first reinforcing rib has a star-shaped structure.

[0047] In one embodiment, such as Figure 1 , Figure 2 As shown, the connecting section 1012 includes a first connector 10121 and a second connector 10122. One end of the first connector 10121 and one end of the second connector 10122 are both connected to the reinforcing body 1011, and the other end of the first connector 10121 and the other end of the second connector 10122 are both connected to the tower base 3. The first connector 10121 and the second connector 10122 are arranged at an angle.

[0048] By setting the first connector 10121 and the second connector 10122, the load can be borne together and the load can be evenly transferred to the reinforcing body 1011, thereby reducing the stress value of a single connecting segment 1012 and avoiding material fatigue damage caused by local stress concentration.

[0049] The distance between the first connector 10121 and the second connector 10122 gradually increases in the direction away from the reinforcing body 1011. The first connector 10121 and the second connector 10122 are connected to form a Y-shaped structure. The tower base 3 is connected by the first connector 10121 and the second connector 10122, which can enhance the connection rigidity and deformation resistance of the reinforcing member 1 and the tower base 3.

[0050] In one embodiment, the second reinforcing part 102, the reinforcing body 1011 and the two connecting segments 1012 are integrally formed; or, the second reinforcing part 102 and the reinforcing body 1011 are integrally formed, the connecting segments 1012 are provided with connecting cavities, and the two ends of the reinforcing body 1011 are respectively disposed in the connecting cavities of the two connecting segments 1012.

[0051] As an example, the reinforcing member 1 is a casting, and the second reinforcing part 102, the reinforcing body 1011 and the two connecting sections 1012 are integrally die-cast, which makes the reinforcing member 1 structurally more robust and has a better load-bearing effect, which helps to reduce the deformation of the front bulkhead 2 during the collision process.

[0052] As an example, the reinforcing body 1011 is connected to the two connecting sections 1012 by welding. The second reinforcing part 102 can be connected to the reinforcing body 1011 by welding or screwing. This can also achieve the connection of the front crossbeam, tower 3 and front bulkhead 2 at the front of the vehicle body.

[0053] In one embodiment, such as Figure 1 , Figure 2 As shown, the second reinforcing part 102 includes a first reinforcing member 1021 and a second reinforcing member 1022. The first reinforcing member 1021 and the second reinforcing member 1022 are spaced apart along the left and right direction of the vehicle. The first reinforcing member 1021 is connected between the first reinforcing part 101 and the upper part of the front bulkhead 2, and the second reinforcing member 1022 is connected between the first reinforcing part 101 and the middle part of the front bulkhead 2.

[0054] In this embodiment, in the vertical direction of the vehicle, the connection position of the first reinforcement member 1021 on the front bulkhead 2 is located above the connection position of the second reinforcement member 1022 on the front bulkhead 2. There is a span between the two in the Z direction, which can form a vertical force transmission channel. The first reinforcement member 1021 and the second reinforcement member 1022 support different positions of the front bulkhead 2 respectively, realizing the layered transmission and collaborative bearing of load, which has a better force transmission effect and reduces local stress.

[0055] The first reinforcing part 101 forms a rigid connection with the tower bases 3 on the left and right sides of the front of the vehicle body, constructing a transverse (Y-direction) force transmission channel to achieve load transfer in the left and right directions. The second reinforcing part 102 connects the first reinforcing part 101 and the front bulkhead 2, constructing a longitudinal (X-direction) force transmission channel to achieve load transfer in the front and rear directions. The first reinforcing member 1021 and the second reinforcing member 1022 form a vertical force transmission channel through their span in the Z-direction, enabling vertical force transmission. In this embodiment, the tower bases 3 on the left and right sides, the front bulkhead 2, and the front longitudinal beam 11 are connected in series by the reinforcing member 1 to form an integrated load-bearing system, achieving bidirectional force transmission in the front and rear, left and right, and up and down directions. This allows each component to participate in the force synchronously and achieve uniform load distribution, effectively improving the problem of excessive intrusion of the front bulkhead 2.

[0056] As an example, such as Figure 1 , Figure 2 and Figure 4 As shown, the second reinforcing part 102 includes a first reinforcing member 1021 and a second reinforcing member 1022. The front bulkhead 2 includes an upper front bulkhead 21 and a lower front bulkhead 22. The lower part of the upper front bulkhead 21 is rigidly connected to the upper part of the lower front bulkhead 22. The first reinforcing member 1021 is connected between the first reinforcing part 101 and the upper part of the upper front bulkhead 21, and the second reinforcing member 1022 is connected between the first reinforcing part 101 and the lower part of the upper front bulkhead 21. The first reinforcing member 1021 and the second reinforcing member 1022 provide coordinated support for the upper front bulkhead 21 at both upper and lower points, improving the structural rigidity and deformation resistance of the upper front bulkhead 21. Furthermore, the connection structure between the upper front bulkhead 21 and the lower front bulkhead 22 disperses the impact force on the lower front bulkhead 22, reducing local stress.

[0057] In one embodiment, the first reinforcing part 101 and the second reinforcing part 102 are provided with cavities. Under collision conditions, the first reinforcing part 101 and the second reinforcing part 102 of the cavity structure can undergo controllable deformation through thin walls, absorbing collision energy during the deformation process, effectively buffering the transmission of collision impact force to the passenger compartment, increasing the load-bearing capacity of the reinforcing member 1 to more than 25%, and further reducing the intrusion of the front bulkhead 2 and the risk of deformation of the tower block 3. Moreover, by providing cavities, it is helpful to reduce the weight of the vehicle body.

[0058] The first reinforcing part 101 has cavities in its reinforcing body 1011 and two connecting sections 1012, and the first reinforcing member 1021 and the second reinforcing member 1022 also have cavities.

[0059] In one embodiment, such as Figure 2 As shown, the second reinforcing part 102 is provided with a second reinforcing rib, which is disposed on the first reinforcing member 1021 and / or the second reinforcing member 1022, and can increase the strength of the second reinforcing part 102 and improve the support for the tower base 3. The second reinforcing rib has a star-shaped structure.

[0060] In one embodiment, such as Figure 2 , Figure 5 As shown, the front body structure 100 also includes a front bulkhead connecting plate 5, which is arranged along the vertical direction of the vehicle. The front bulkhead connecting plate 5 is installed on the front side of the front bulkhead 2, and the second reinforcing part 102 is connected to the front bulkhead connecting plate 5.

[0061] The front bulkhead connecting plate 5, serving as an intermediate connector between the second reinforcement 102 and the front bulkhead 2, expands the contact area, evenly distributing the concentrated load along the vertical direction to a larger area of ​​the front bulkhead 2, thus playing a force transmission role. In a collision, the front longitudinal beam 11 transmits the impact force to the lower A-pillar and the front bulkhead 2. The front bulkhead connecting plate 5 further disperses the impact force to a larger area of ​​the second reinforcement 102 and the front bulkhead 2, extending the force transmission path and buffering the collision energy, effectively suppressing the inward intrusion of the front bulkhead 2 during a collision.

[0062] In addition, the front bulkhead connecting plate 5 is connected to the front bulkhead 2 by welding, bolt fastening and other means, which is equivalent to adding a "longitudinal reinforcing plate" to the front bulkhead 2 at the connection area of ​​the second reinforcing part 102, thereby improving the local bending stiffness and torsional stiffness of the corresponding area of ​​the front bulkhead 2 and effectively suppressing the local deformation of the front bulkhead 2 under collision and impact conditions.

[0063] In one embodiment, such as Figure 2 , Figure 5As shown, the front bulkhead connecting plate 5 is fixed to the front side of the upper front bulkhead plate 21. There are two front bulkhead connecting plates 5, which are spaced apart along the left and right directions of the vehicle. The second reinforcing part 102 includes a first reinforcing member 1021 and a second reinforcing member 1022. The first reinforcing member 1021 is connected to the left front bulkhead connecting plate 5, and the second reinforcing member 1022 is connected to the right front bulkhead connecting plate 5.

[0064] In one embodiment, such as Figure 3 , Figure 4 As shown, the front bulkhead 2 includes an upper front bulkhead 21 and a lower front bulkhead 22. The lower part of the upper front bulkhead 21 is connected to the upper part of the lower front bulkhead 22. The front body structure 100 also includes a front seat crossbeam 6, a skid crossbeam 7, and a skid longitudinal beam 8. The skid crossbeam 7 and the skid longitudinal beam 8 are cross-connected. The skid crossbeam 7 is connected to the lower part of the lower front bulkhead 22 and is located between the two lower A-pillar inner panels 4. The skid longitudinal beam 8 is connected between the lower front bulkhead 22 and the front seat crossbeam 6.

[0065] In this embodiment, the sled beam 7 spans between the two lower A-pillar inner panels 4 along the Y direction and connects to the lower part of the front bulkhead lower panel 22, forming a transverse rigid beam structure. The sled beam longitudinal beam 8 connects the front bulkhead lower panel 22 and the front seat crossbeam 6 in the X direction, constructing a longitudinal force transmission channel. The two intersect to form a cross-shaped reinforcement structure, which can support the front bulkhead lower panel 22 and the root of the front longitudinal beam 11, effectively suppressing the rearward tilt of the front longitudinal beam 11 and suppressing the bending deformation of the front bulkhead lower panel 22 under load, thereby improving the overall torsional and bending stiffness of the front of the vehicle body.

[0066] Among them, the ski board crossbeam 7 is arranged in front of the heel point. In the event of a collision, the ski board crossbeam 7 can block the tendency of the front longitudinal beam 11 and the lower front panel 22 to intrude backward during the collision. At the same time, in conjunction with its rigid structure that spans along the Y direction, it can disperse the collision force to the lower A-pillar inner panels 4 on both sides, avoid occupant injury caused by the deformation of the front longitudinal beam 11 and the lower front panel 22, and reduce the amount of foot space intrusion.

[0067] The Z-axis height of the sled longitudinal beam 8 is limited by the foot space. Without affecting the occupant's foot space, the cavity height should be increased as much as possible. The cavity height can be more than 10mm to improve load-bearing efficiency while ensuring foot space.

[0068] As an example, such as Figure 3 , Figure 4 As shown, the front body structure 100 also includes a front seat crossbeam 6, a skid crossbeam 7, and a skid longitudinal beam 8. The skid crossbeam 7 is installed on the lower part of the front bulkhead 22 by welding or bolting. The skid crossbeam 7 is arranged along the left and right direction of the vehicle. In the left and right direction of the vehicle, the skid crossbeam 7 is arranged between the inner panels 4 of the two lower A-pillars.

[0069] The skid longitudinal beam 8 is set along the front-rear direction of the vehicle. In the front-rear direction of the vehicle, the front end of the skid longitudinal beam 8 is connected to the front lower panel 22, and the rear end of the skid longitudinal beam 8 is connected to the front seat crossbeam 6. The skid crossbeam 7 is perpendicular to the skid longitudinal beam 8 and is connected in a cross shape.

[0070] In this example, the front bulkhead 2, the two lower A-pillar inner panels 4, and the front seat crossbeam 6 can be connected together by the sled crossbeam 7 and the sled longitudinal beam 8, so that each component participates in the force synchronously and achieves uniform load distribution, reducing impact intrusion and greatly improving the overall vehicle structure load-bearing performance and collision safety performance.

[0071] In one embodiment, such as Figure 4 , Figure 5 As shown, the front body structure 100 also includes a central tunnel 10, the front end of which is connected to the lower front panel 22. The skid crossbeam 7 includes a first crossbeam 71 and a second crossbeam 72. In the left-right direction of the vehicle, the left end of the first crossbeam 71 is connected to one of the lower A-pillar inner panels 4, and the right end of the first crossbeam 71 is connected to the central tunnel 10. The left end of the second crossbeam 72 is connected to the central tunnel 10, and the right end of the second crossbeam 72 is connected to the other lower A-pillar inner panel 4.

[0072] In the left-right direction of the vehicle, the central channel 10 is located between the first crossbeam 71 and the second crossbeam 72. The first crossbeam 71 and the second crossbeam 72 are connected left and right by the central channel 10, forming a transverse rigid beam structure. Specifically, the first crossbeam 71 can transmit force between the inner panel 4 of the lower A-pillar on the left side and the central channel 10, reinforcing the left side area of ​​the lower front panel 22; the second crossbeam 72 can transmit force between the inner panel 4 of the lower A-pillar on the right side and the central channel 10, reinforcing the right side area of ​​the lower front panel 22.

[0073] Under collision conditions, the impact force transmitted by the front longitudinal beam 11 can be transmitted to the first crossbeam 71 and the second crossbeam 72 through the inner panels 4 of the left and right lower A pillars, respectively. The force then converges to the central channel 10 through the first crossbeam 71 and the second crossbeam 72, and is then dispersed to the vehicle body through the central channel 10. This can extend the force transmission path and improve the collision energy absorption efficiency. At the same time, the rigid connection between the double crossbeams and the central channel 10 can effectively prevent the rearward intrusion of the front longitudinal beam 11 and the lower front panel 22, effectively reducing the amount of collision intrusion into the footwell.

[0074] In this embodiment, the front end of the central channel 10 is connected to the middle of the lower front panel 22. The central channel 10 can strengthen the middle of the lower front panel 22, effectively improving its resistance to bending and deformation. The first crossbeam 71 and the second crossbeam 72 are arranged opposite each other, and the first crossbeam 71 and the second crossbeam 72 are located on a straight line in the left-right direction of the vehicle, with no spatial misalignment, ensuring uniform load transmission in the left-right direction.

[0075] In one embodiment, such as Figure 4 As shown, the skid longitudinal beam 8 includes a first longitudinal beam 81 and a second longitudinal beam 82. In the vehicle's longitudinal direction, the front end of the first longitudinal beam 81 is connected to the front lower panel 22, the rear end of the first longitudinal beam 81 is connected to the skid crossbeam 7, the front end of the second longitudinal beam 82 is connected to the skid crossbeam 7, and the rear end of the second longitudinal beam 82 is connected to the front seat crossbeam 6.

[0076] In the longitudinal direction of the vehicle, the skid crossbeam 7 is positioned between the first longitudinal beam 81 and the second longitudinal beam 82. The first longitudinal beam 81 and the second longitudinal beam 82 are rigidly connected by the skid crossbeam 7, forming a longitudinal rigid beam structure from the lower front panel 22 to the front seat crossbeam 6. Specifically, the first longitudinal beam 81 transmits force between the lower front panel 22 and the skid crossbeam 7, reinforcing the lower front panel 22 between the front end of the first longitudinal beam 81 and the crossbeam. The second longitudinal beam 82 transmits force between the skid crossbeam 7 and the front seat crossbeam 6, supporting the skid crossbeam 7.

[0077] Under collision conditions, the impact load borne by the front longitudinal beam 11 is transferred to the skid crossbeam 7 via the front lower panel 22 and the first longitudinal beam 81. The crossbeam then transfers the laterally dispersed load to the second longitudinal beam 82, which in turn transfers it to the front seat crossbeam 6 and the vehicle body. This extends the force transmission path and improves the collision energy absorption efficiency. At the same time, the rigid connection of the segmented longitudinal beams can effectively prevent the front longitudinal beam 11 and the front lower panel 22 from intruding backward. Combined with the lateral support of the skid crossbeam 7, this reduces the amount of collision intrusion into the foot space.

[0078] The first longitudinal beam 81 is fixed to the lower front panel 22, and its front end is connected to the upper part of the lower front panel 22. The second longitudinal beam 82 is fixed to the front floor of the vehicle. The first longitudinal beam 81 and the second longitudinal beam 82 are aligned in a straight line in the longitudinal direction of the vehicle, with no spatial misalignment, ensuring uniform load transfer in the longitudinal direction.

[0079] As an example, such as Figure 3 , Figure 4As shown, the front body structure 100 also includes a front seat crossbeam 6, a skid crossbeam 7, and a skid longitudinal beam 8. The skid crossbeam 7 includes a first crossbeam 71 and a second crossbeam 72, and the skid longitudinal beam 8 includes a first longitudinal beam 81 and a second longitudinal beam 82. The first crossbeam 71, the second crossbeam 72, the central channel 10, the first longitudinal beam 81, and the second longitudinal beam 82 can form a mesh reinforcement structure. This structure supports and strengthens the rigidity of each area of ​​the front lower panel 22, and can effectively reduce the rearward intrusion of the front longitudinal beam 11 and the front lower panel 22.

[0080] Under collision conditions, the impact load borne by the front longitudinal beam 11 is transferred to the skid crossbeam 7 via the front lower panel 22 and the first longitudinal beam 81. The load can be laterally dispersed along the first crossbeam 71, the central channel 10 and the second crossbeam 72. At the same time, the crossbeam can transfer the dispersed load to the second longitudinal beam 82, and then from the second longitudinal beam 82 to the front seat crossbeam 6 and the middle of the vehicle body, forming a step-by-step energy absorption mechanism to improve the collision energy absorption efficiency.

[0081] In one embodiment, such as Figure 4 As shown, there are multiple sled longitudinal beams 8, which are spaced apart along the left and right directions of the vehicle. The sled crossbeams 7 are cross-connected to the multiple sled longitudinal beams 8.

[0082] Multiple longitudinal beams are distributed at intervals along the Y direction and form multi-point cross connections with the skid crossbeam 7, so that components such as the lower front panel 22, the inner A-pillar panel 4, and the front seat crossbeam 6 are all connected together by a mesh structure, so that each component participates in force transmission and greatly improves the overall rigidity and deformation resistance of the front of the vehicle body.

[0083] The central passage 10 has sled longitudinal beams 8 on both sides. The left sled longitudinal beam 8 is intersected with the first crossbeam 71 and is positioned close to the left front longitudinal beam 11. The right sled longitudinal beam 8 is intersected with the second crossbeam 72 and is positioned close to the right front longitudinal beam 11, which can effectively help suppress the backward tilting of the front longitudinal beam 11.

[0084] Preferably, there are two sled longitudinal beams 8, and the central channel 10 is located between the two sled longitudinal beams 8. The first longitudinal beam 81 on the left is installed in the left area of ​​the lower front panel 22 and is connected to the first crossbeam 71. The second longitudinal beam 82 on the left is connected between the first crossbeam 71 and the front seat crossbeam 6. The first longitudinal beam 81 on the right is installed in the right area of ​​the lower front panel 22 and is connected to the second crossbeam 72. The second longitudinal beam 82 on the right is connected between the second crossbeam 72 and the front seat crossbeam 6.

[0085] In one embodiment, such as Figure 4 , Figure 5As shown, the front body structure 100 also includes an electrical component bracket 9, the front end of which is connected to the upper part of the front bulkhead lower plate 22, and the rear end of which is connected to the skid crossbeam 7.

[0086] The electrical component bracket 9, serving as a rigid connector between the upper part of the front lower plate 22 and the ski crossbeam 7, creates an additional longitudinal force transmission path, which can suppress the backward tilt of the front longitudinal beam 11 and further reduce the amount of collision intrusion into the foot space. In this embodiment, the electrical component bracket 9, the ski crossbeam 7, and the ski longitudinal beam 8 work together to suppress the backward tilt of the front longitudinal beam 11 and protect the foot area.

[0087] In addition, the electrical component bracket 9 can also support the vehicle's control module.

[0088] In one embodiment, such as Figure 5 As shown, the electrical component bracket 9 includes a bracket body 91, a first leg 92 and a second leg 93. The first leg 92 is located at the front end of the bracket body 91 and is connected to the lower front panel 22. The second leg 93 is located at the rear end of the bracket body 91 and is connected to the skid crossbeam 7.

[0089] The first support leg 92 enables the connection between the lower front panel 22 and the main body of the bracket 91, and the second support leg 93 enables the connection between the skid beam 7 and the main body of the bracket 91, thereby improving the installation stability of the electrical component bracket 9.

[0090] The support body 91 has multiple recesses and multiple protrusions, with the recesses and protrusions alternating to increase the torsional strength of the support body 91. In one embodiment, as shown... Figure 5 As shown, multiple first pins 92 and second pins 93 are provided to increase connection stability.

[0091] In one embodiment, such as Figure 3 , Figure 6 and Figure 7 As shown, the front body structure 100 also includes a front longitudinal beam 11, a torsion box 12, and a torsion box reinforcing plate 13. The torsion box 12 is connected between the front longitudinal beam 11 and the lower A-pillar inner panel 4. The torsion box reinforcing plate 13 is connected between the front longitudinal beam 11 and the lower A-pillar inner panel 4 in the left-right direction of the vehicle, and the torsion box reinforcing plate 13 is connected between the torsion box 12 and the front lower panel 22 in the front-rear direction of the vehicle.

[0092] The torsion box reinforcement plate 13 connects the torsion box 12 and the lower front panel 22 in the X direction, providing rigid support for the torsion box 12 and enhancing its resistance to buckling deformation. The torsion box reinforcement plate 13 also connects the front longitudinal beam 11 and the lower A-pillar inner panel 4 in the Y direction, providing stable support for the front longitudinal beam 11 and suppressing the deformation of the sill and front longitudinal beam 11 during small offset collisions.

[0093] A region is enclosed between the front longitudinal beam 11, the lower A-pillar inner panel 4, the torsion box 12, and the lower front panel 22. The torsion box reinforcing plate 13 is set in this region and is connected to the front longitudinal beam 11, the lower A-pillar inner panel 4, the torsion box 12, and the lower front panel 22 respectively. The connection structure is very stable, ensuring that the torsion box reinforcing plate 13 will not fall off under small deviation conditions.

[0094] In one embodiment, such as Figure 6 , Figure 7 , Figure 8 As shown, the torsion box reinforcing plate 13 includes a main body 131, and a first connecting part 132, a second connecting part 133, a third connecting part 134 and a fourth connecting part 135 connected to the main body 131. The first connecting part 132 is connected to the front longitudinal beam 11, the second connecting part 133 is connected to the lower A-pillar inner panel 4, the third connecting part 134 is connected to the front bulkhead 2, and the fourth connecting part 135 is connected to the torsion box 12.

[0095] In this embodiment, the torque box reinforcing plate 13, the front longitudinal beam 11, the lower A-pillar inner panel 4, the front bulkhead 2, and the torque box 12 form a rigid linkage whole through four connecting parts, thereby improving the impact resistance of the front body.

[0096] The first connecting portion 132, the second connecting portion 133, the third connecting portion 134, and the fourth connecting portion 135 surround the main body portion 131. The first connecting portion 132 extends from the left side of the main body portion 131 towards the front longitudinal beam 11 and is welded to the lower part of the front longitudinal beam 11. The second connecting portion 133 is formed by bending downwards from the right side of the main body portion 131, is at a right angle, and fits the bottom of the lower A-pillar inner panel 4; the second connecting portion 133 is welded to the bottom of the lower A-pillar inner panel 4. The third connecting portion 134 extends from the rear side of the main body portion 131 towards the rear edge of the lower front panel 22 and is welded to the lower part of the lower front panel 22. The fourth connecting portion 135 is formed by folding upwards from the front side of the main body portion 131 and is welded to the lower part of the torque box 12.

[0097] Combination Figure 1 , Figure 4 and Figure 9The force transmission of the front body structure provided in this application embodiment during a frontal collision is as follows: When a frontal collision occurs, the force on the front longitudinal beam 11 is transmitted to the tower base 3 in the left-right direction through the first reinforcing part 101 of the reinforcing member 1. At the same time, the collision force is transmitted to the upper and middle parts of the front bulkhead 2 in the front-rear and up-down directions through the second reinforcing part 102 of the reinforcing member 1, thereby reducing the deformation of the front bulkhead 2 during the collision and improving the problem of excessive intrusion of the front bulkhead 2; the force transmitted from the lower front bulkhead 22 and the root of the front longitudinal beam 11 is transmitted through the skid crossbeam 7. The force is transmitted to the inner panels 4 of the two lower A-pillars in the left and right directions of the vehicle. At the same time, it is transmitted to the front seat crossbeam 6 in the rear of the vehicle through the skid longitudinal beam 8 and the central channel 10. The front seat crossbeam 6 then transmits the force to the door sill beam in the left and right directions of the vehicle, forming a step-by-step energy transmission mechanism. This effectively blocks the rearward intrusion of the front longitudinal beam 11 and the lower front panel 22, reducing the amount of collision intrusion into the foot space. The additional longitudinal force transmission path constructed by the electrical component bracket 9 transmits part of the force to the skid longitudinal beam 8 in the rear, thereby suppressing the rearward tilt of the front longitudinal beam 11 and further reducing the amount of collision intrusion into the foot space.

[0098] This application also provides a vehicle including the front body structure 100 of any of the above embodiments.

[0099] In this embodiment, when a frontal collision occurs, the front longitudinal beam 11 of the vehicle body is subjected to force. The reinforcing member 1 connects the left and right towers 3, the front bulkhead 2, and the front longitudinal beam 11 in series to form an integrated load-bearing system. This achieves bidirectional force transmission in both the front-rear and left-right directions, allowing all components to participate in the force synchronously and achieving uniform load distribution. This significantly improves the overall vehicle structural load-bearing capacity and collision safety performance, reduces the deformation of the front bulkhead 2 during the collision, and effectively solves the problem of excessive intrusion of the front bulkhead 2. In the event of a small offset collision, the aforementioned integrated load-bearing system provides Y-direction force transmission, reducing the force intrusion into the lower A-pillar and reducing the deformation of the lower A-pillar inner panel 4.

[0100] In this application, "multiple" refers to two or more.

[0101] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" 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 between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0102] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0103] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

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

Claims

1. A front vehicle body structure, characterized in that, The device includes a front bulkhead, two tower supports, two lower A-pillar inner panels, and a reinforcing member. The front bulkhead is connected between the two lower A-pillar inner panels, and the reinforcing member is disposed between the two tower supports. The reinforcing member includes a first reinforcing part and a second reinforcing part. The first reinforcing part extends along the left-right direction of the vehicle and is connected to the tower supports on the left and right sides. The front end of the second reinforcing part is connected to the first reinforcing part, and the rear end of the second reinforcing part is connected to the front bulkhead.

2. The front vehicle body structure according to claim 1, characterized in that, The first reinforcing part includes a reinforcing body and two connecting segments. The reinforcing body is connected between the two connecting segments. Each connecting segment includes a first connector and a second connector. One end of the first connector and one end of the second connector are both connected to the reinforcing body. The other end of the first connector and the other end of the second connector are both connected to the tower base. The first connector and the second connector are arranged at an angle.

3. The front vehicle body structure according to claim 2, characterized in that, The second reinforcing part, the reinforcing body, and the two connecting sections are integrally formed; or, The connecting segment is provided with a connecting cavity, and the two ends of the reinforcing body are respectively disposed in the connecting cavities of the two connecting segments.

4. The front vehicle body structure according to claim 1, characterized in that, The second reinforcing part includes a first reinforcing member and a second reinforcing member, which are spaced apart along the left-right direction of the vehicle. The first reinforcing member is connected between the first reinforcing part and the upper part of the front bulkhead, and the second reinforcing member is connected between the first reinforcing part and the middle part of the front bulkhead.

5. The front vehicle body structure according to claim 1, characterized in that, The front body structure also includes a front bulkhead connecting plate, which is arranged along the vertical direction of the vehicle and is installed on the front side of the front bulkhead. The second reinforcing part is connected to the front bulkhead connecting plate.

6. The front vehicle body structure according to any one of claims 1-5, characterized in that, The front bulkhead includes an upper front bulkhead and a lower front bulkhead, with the lower part of the upper front bulkhead connected to the upper part of the lower front bulkhead. The front body structure also includes a front seat crossbeam, a sled crossbeam, and a sled longitudinal beam, with the sled crossbeam and the sled longitudinal beam cross-connected. The sled crossbeam is connected to the lower part of the front bulkhead lower panel, the sled crossbeam is disposed between the two lower A-pillar inner panels, and the sled longitudinal beam is connected between the front bulkhead lower panel and the front seat crossbeam.

7. The front vehicle body structure according to claim 6, characterized in that, The front body structure also includes a central tunnel, the front end of which is connected to the lower front panel. The skid beam includes a first beam and a second beam. In the left-right direction of the vehicle, the left end of the first beam is connected to one of the lower A-pillar inner panels, the right end of the first beam is connected to the central tunnel, the left end of the second beam is connected to the central tunnel, and the right end of the second beam is connected to the other lower A-pillar inner panel.

8. The front vehicle body structure according to claim 6, characterized in that, The skid longitudinal beam includes a first longitudinal beam and a second longitudinal beam. In the vehicle's longitudinal direction, the front end of the first longitudinal beam is connected to the lower front panel, the rear end of the first longitudinal beam is connected to the skid crossbeam, the front end of the second longitudinal beam is connected to the skid crossbeam, and the rear end of the second longitudinal beam is connected to the front seat crossbeam.

9. The front vehicle body structure according to claim 6, characterized in that, The front body structure also includes an electrical component bracket, the front end of which is connected to the upper part of the lower front panel, and the rear end of which is connected to the skid crossbeam.

10. The front vehicle body structure according to claim 9, characterized in that, The electrical component bracket includes a bracket body, a first leg, and a second leg. The first leg is located at the front end of the bracket body and is connected to the lower front panel. The second leg is located at the rear end of the bracket body and is connected to the sled crossbeam.

11. The front vehicle body structure according to any one of claims 1-5, characterized in that, The front body structure also includes a front longitudinal beam, a torsion box, and a torsion box reinforcement plate. The torsion box is connected between the front longitudinal beam and the lower A-pillar inner panel. The torsion box reinforcement plate is connected between the front longitudinal beam and the lower A-pillar inner panel in the left-right direction of the vehicle, and the torsion box reinforcement plate is connected between the torsion box and the front bulkhead in the front-rear direction of the vehicle.

12. The front vehicle body structure according to claim 11, characterized in that, The torsion box reinforcing plate includes a main body and a first connecting part, a second connecting part, a third connecting part and a fourth connecting part connected to the main body. The first connecting part is connected to the front longitudinal beam, the second connecting part is connected to the inner panel of the lower A-pillar, the third connecting part is connected to the front bulkhead, and the fourth connecting part is connected to the torsion box.

13. A vehicle, characterized in that, Includes the front body structure as described in any one of claims 1-12.

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