Front cabin longitudinal beam rear section force transmission structure and vehicle

Abstract

The present application relates to the technical field of vehicle body structure, and particularly provides a front engine compartment longitudinal beam rear section force transmission structure and a vehicle. The front engine compartment longitudinal beam rear section force transmission structure comprises a front engine compartment longitudinal beam, a rocker beam, a front floor front cross beam located below a front bulkhead, and a box body structure. The front floor front cross beam is connected between the front engine compartment longitudinal beams on both sides, and the box body structure is connected between the end of the front floor front cross beam and the front engine compartment longitudinal beam and the rocker beam on the same side. Furthermore, the box body structure is formed by a plate body, and the plate body is connected to the end of the front floor front cross beam, the rear section of the front engine compartment longitudinal beam and the front end of the rocker beam by lapping. The front engine compartment longitudinal beam rear section force transmission structure of the present application forms a force connection between the front floor front cross beam, the front engine compartment longitudinal beam and the rocker beam by the box body structure, which can save the setting of a torsion box, an auxiliary longitudinal beam and the like, and provides a front engine compartment longitudinal beam rear section force transmission structure with a relatively compact structure, which is beneficial to improving the spatial arrangement conditions of the front engine compartment.

Description

Technical Field

[0001] This invention relates to the field of vehicle body structure technology, and particularly to a force transmission structure for the rear section of the longitudinal beam in the front engine compartment. Additionally, this invention also relates to a vehicle. Background Technology

[0002] With technological advancements, the number of cars is increasing, leading to fiercer competition among different models. All vehicles prioritize vehicle safety, with passenger safety being paramount. The engine compartment houses the engine, motor, transmission, suspension, fuse box, and other components. The front bulkhead and front floor separate the passenger compartment from the engine compartment. In a collision, these components in the engine compartment are displaced by the impact force, propelling them towards the passenger compartment. Therefore, the strength of the lower part of the front bulkhead, the side wheel arches, and the connection point with the front floor is crucial. The front bulkhead and front floor, acting as a partition between the occupants and the outside environment, are the sheet metal parts passengers directly contact. The strength requirements at their joints are very high, and the force transmission path must be smooth; otherwise, they will fail to effectively protect occupants.

[0003] In the existing vehicle body structure, the connection areas between the lower front bulkhead, the front floor, and the longitudinal beams in the engine compartment suffer from numerous components and large space occupation. This reduces the space available for the engine, battery pack, and other components in the front engine compartment. Especially when a large-capacity battery pack is required, the space is insufficient because the battery pack needs to maintain a certain safety distance from other structural components, thus reducing the battery capacity. Clearly, the existing design does not meet the lightweight requirements of automobiles. Not only does it increase cost and weight, making the overall vehicle price higher than competitors, but the reduced battery capacity also severely impacts the product's market competitiveness. Summary of the Invention

[0004] In view of this, the present invention aims to propose a force transmission structure for the rear section of the forward engine compartment longitudinal beam, so as to provide a force transmission structure scheme for the rear section of the forward engine compartment longitudinal beam with a relatively compact structure.

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

[0006] A force transmission structure for the rear section of a front engine compartment longitudinal beam includes a front engine compartment longitudinal beam, a sill beam, a front floor front crossbeam located below the front bulkhead, and a box structure. In the left-right direction of the vehicle, the front floor front crossbeam is located between the front engine compartment longitudinal beams on both sides, and the box structure is connected between the end of the front floor front crossbeam and the front engine compartment longitudinal beam and the sill beam on the same side.

[0007] The box structure is formed by a plate, which is connected to the end of the front floor crossbeam, the rear section of the front cabin longitudinal beam, and the front end of the sill beam.

[0008] Furthermore, the plate includes a main connecting plate located at the bottom of the box structure and an outer sealing plate located on the outside of the box structure; the main connecting plate has a main body portion that overlaps the front crossbeam of the front floor, a longitudinal beam overlap portion that overlaps the bottom of the rear section of the front engine compartment longitudinal beam, and a sill beam overlap portion that overlaps the bottom of the front end of the sill beam; the outer sealing plate is inclined outward in the longitudinal direction of the vehicle, and the front and rear ends of the outer sealing plate overlap the outer side of the rear section and the front end of the sill beam, respectively, and the bottom of the outer sealing plate overlaps the main connecting plate.

[0009] Furthermore, the main body and the longitudinal beam overlap portion having an upwardly bent inward flange on the side facing the interior of the front engine compartment, with both ends of the inward flange overlapping the rear section and the front floor crossbeam, respectively; and / or, the main body and the sill beam overlap portion having an upwardly bent rear flange on the side facing the rear of the vehicle, with the left and right ends of the rear flange overlapping the front floor crossbeam and the sill beam, respectively; and / or, the longitudinal beam overlap portion and the sill beam overlap portion having a downwardly bent outward flange on the side facing the exterior of the vehicle, with the bottom of the outer sealing plate overlapping the outward flange.

[0010] Furthermore, the outer sealing plate is formed with reinforcing ribs, which extend between the front and rear ends of the outer sealing plate.

[0011] Furthermore, the cavity formed inside the box structure is provided with a reinforcing inner plate, which is located on the main connecting plate, and the edge of the reinforcing inner plate is formed with an upwardly bent reinforcing flange.

[0012] Furthermore, the reinforcing inner plate extends along the overlap of the longitudinal beam and the overlap of the sill beam, and the front and rear ends of the reinforcing inner plate are respectively connected to the rear section and the sill beam.

[0013] Furthermore, the cross-section of the front floor front crossbeam is shaped like a "Z", the front floor front crossbeam is fastened to the bottom of the front bulkhead, and a partition is provided between the cavity formed between the front floor front crossbeam and the front bulkhead and the cavity formed inside the box structure.

[0014] Furthermore, it also includes a lower front bulkhead beam disposed on the front bulkhead, the rear end of the front nacelle longitudinal beam being connected to the lower front bulkhead beam, the lower front bulkhead beam including a middle section located between the front nacelle longitudinal beams on both sides, and a side section connected between the front nacelle longitudinal beam and the A-pillar on the same side, the bottom of the side section being connected to the box structure.

[0015] Furthermore, the lower front crossbeam is fastened to the front bulkhead, and a first cavity is formed between the front bulkhead and the lower front crossbeam; an inner front reinforcing beam is provided in the first cavity, the inner front reinforcing beam is fastened to the lower front crossbeam, and a second cavity is formed between the lower front crossbeam and the inner front reinforcing beam.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The force transmission structure of the rear section of the front engine compartment longitudinal beam of the present invention, by setting a box structure between the rear end of the front engine compartment longitudinal beam, the end of the front floor crossbeam, and the sill beam, and the connection between the three structural components is achieved by the plate in the box structure, can not only effectively transfer the impact force from the front engine compartment longitudinal beam to the front floor crossbeam and the sill beam, and then from the front floor crossbeam to the front floor assembly, thus realizing the dispersion and transmission of the collision impact force to the vehicle body, but also the box structure can play a buffering role similar to a torsion box by utilizing its own internal chambers. The force transmission and buffering structure of the rear section of the front engine compartment longitudinal beam is compact and effective. The box structure forms a strong connection between the front floor crossbeam, the front engine compartment longitudinal beam, and the sill beam, which can save the setting of torsion boxes, auxiliary longitudinal beams, etc., thus providing a relatively compact force transmission structure solution for the rear section of the front engine compartment longitudinal beam. It is beneficial to improve the space layout conditions of the front engine compartment and provides convenience for arranging the engine, large-capacity battery pack, etc. in the front engine compartment.

[0018] In addition, the main connecting plate and the outer sealing plate are used to enclose the box structure. The main connecting plate consists of an integrally connected main body, longitudinal beam overlap, and sill beam overlap, which overlap and connect to the rear section, the front crossbeam of the front floor, and the front end of the sill beam, respectively. This makes the main connecting plate form a triangular support structure between the front engine compartment longitudinal beam, the front floor crossbeam, and the sill beam. The overlap parts can be fixed by welding to form a stable force transmission frame. The outer sealing plate is set on the outside of the box structure and can form support between the outside of the rear section and the front end of the sill beam, further improving the force transmission effect between the front engine compartment longitudinal beam and the sill beam. Moreover, the outer sealing plate, together with the main connecting plate, can well enclose the box structure.

[0019] Furthermore, a flange is provided at the edge of the main connecting plate. The inner flange can be used to connect the inner side of the rear section to the front side of the front floor crossbeam, the rear flange can be used to connect the rear side of the front floor crossbeam to the inner side of the end of the sill beam, and the outer flange can be used to weld it to the bottom of the outer sealing plate. The main connecting plate, the outer sealing plate and the surrounding components together form a sealed chamber, thereby further improving the stability of the connection between the box structure and the surrounding components.

[0020] In addition, a lower crossbeam is installed at the bottom front side of the front bulkhead. This lower crossbeam is arranged parallel to the front floor crossbeam. The rear section of the front engine compartment longitudinal beam is usually set with a gradually increasing height in the longitudinal direction of the vehicle, so that the upper part of the rear end of the rear section connects to the lower crossbeam and the lower part of the rear end connects to the box structure. In this way, the impact force from the front engine compartment longitudinal beam can not only be transmitted to the front floor crossbeam and sill beam through the box structure, but also dispersed to the A-pillar and front bulkhead through the lower crossbeam.

[0021] Another object of the present invention is to provide a vehicle equipped with the force transmission structure at the rear section of the front engine compartment longitudinal beam described in the present invention. The vehicle of the present invention possesses the technical advantages of the aforementioned force transmission structure at the rear section of the front engine compartment longitudinal beam. Attached Figure Description

[0022] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are for explaining the invention. The directional terms used, such as front / back, up / down, etc., are only used to indicate relative positional relationships and do not constitute an improper limitation of the invention. In the drawings:

[0023] Figure 1 This is a three-dimensional structural diagram of the force transmission structure of the rear section of the forward engine compartment longitudinal beam according to an embodiment of the present invention;

[0024] Figure 2 for Figure 1 A structural schematic diagram of the force transmission structure of the rear section of the forward longitudinal beam shown from another perspective.

[0025] Figure 3 for Figure 1 The diagram shows the structural schematic of the force transmission structure of the rear section of the forward longitudinal beam in the front nacelle from a lower view.

[0026] Figure 4 This is an exploded view of the components on one side of the vehicle in the force transmission structure of the rear section of the front engine compartment longitudinal beam according to an embodiment of the present invention;

[0027] Figure 5 This is a three-dimensional structural diagram of the main connecting plate according to an embodiment of the present invention;

[0028] Figure 6 This is a top view of the force transmission structure of the rear section of the forward engine compartment longitudinal beam according to an embodiment of the present invention;

[0029] Figure 7 for Figure 6 The diagram shows a partial structural schematic of the force transmission structure of the rear section of the forward engine compartment longitudinal beam after the front bulkhead has been removed.

[0030] Figure 8 for Figure 7 The diagram shows the force transmission structure of the rear section of the forward engine compartment longitudinal beam after the forward engine compartment longitudinal beam and the lower front bulkhead crossbeam are hidden.

[0031] Figure 9 This is a schematic diagram of the assembly structure of the front bulkhead, the lower front bulkhead crossbeam, the front engine compartment longitudinal beam, and the A-pillar as described in an embodiment of the present invention.

[0032] Figure 10 for Figure 9 The structural schematic diagram of each component shown is shown after the lower front bulkhead crossbeam and the forward engine compartment longitudinal beam are hidden.

[0033] Figure 11 for Figure 9 Cross-sectional view of the part shown in AA;

[0034] Figure 12 for Figure 9 The cross-sectional view of the support plate under column A shown in the figure;

[0035] Figure 13 for Figure 9 Cross-sectional view of the part shown in BB;

[0036] Figure 14 This is a bottom view of the force transmission structure of the rear section of the forward engine compartment longitudinal beam according to an embodiment of the present invention.

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

[0038] 1. Forward engine compartment longitudinal beams; 10. Main body section; 11. Rear section; 2. Forward floor front crossbeams;

[0039] 3. Box structure; 30. Main connecting plate; 300. Main body; 301. Longitudinal beam overlap; 302. Threshold beam overlap; 303. Inner flange; 304. Rear flange; 305. Outer flange; 31. Outer sealing plate; 310. Reinforcing rib; 32. Reinforcing inner plate; 320. Reinforcing flange; 321. Reinforcing protrusion; 33. Partition;

[0040] 4. Front bulkhead; 40. Lower front bulkhead crossbeam; 400. Middle section; 401. Side section; 41. Inner front bulkhead reinforcing beam; 42. First cavity; 43. Second cavity;

[0041] 5. Threshold beam; 60. Central aisle; 61. Floor longitudinal beam;

[0042] 7. A-pillar; 70. A-pillar under support plate; 71. A-pillar outer panel. Detailed Implementation

[0043] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0044] In the description of this invention, it should be stated that the use of terms such as "up," "down," "left," "right," "front," "rear," "inner," and "outer" to indicate orientation or positional relationships is based on the orientation or positional relationships shown in the accompanying drawings. These terms are used solely for the purpose of describing the invention and do not imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Taking the vehicle described in this invention as an example, the directional terms such as "up," "down," "left," "right," "front," and "rear" used in the embodiments are defined based on the vehicle's vertical direction (also known as the height direction), horizontal direction (also known as the width direction), and front-back direction (also known as the length direction). Specifically, as shown in the accompanying drawings, the X direction is the vehicle's front-back direction, where the side pointed by the arrow is "front," and vice versa. The Y direction is the vehicle's horizontal direction, where the side pointed by the arrow is "left," and vice versa. The Z direction is the vehicle's vertical direction, where the side pointed by the arrow is "up," and vice versa. "Inner" and "outer" are defined based on the outline of the corresponding components. For example, "inner" and "outer" are defined based on the outline of the vehicle. The side of the vehicle outline closer to the middle of the vehicle is "inner", and the other side is "outer".

[0045] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within 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. The limiting terms such as "first," "second," "A," "B," "C," and "D" appearing in the description of this invention are merely for distinguishing similar features in different locations, attributions, or uses, in order to avoid ambiguity and confusion, and should not be construed as indicating or implying relative importance.

[0046] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0047] Example 1

[0048] This embodiment relates to a force transmission structure for the rear section of the forward engine compartment longitudinal beam, providing a relatively compact force transmission structure scheme for the rear section of the forward engine compartment longitudinal beam 1; one exemplary structure is as follows: Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown.

[0049] Overall, the force transmission structure of the rear section of the front engine compartment longitudinal beam includes the front engine compartment longitudinal beam 1, the sill beam 5, the front floor front crossbeam 2 located below the front bulkhead 4, and the box structure 3. In the left-right direction of the vehicle, the front floor front crossbeam 2 is located between the front engine compartment longitudinal beams 1 on both sides, and the aforementioned box structure 3 connects the end of the front floor front crossbeam 2 with the front engine compartment longitudinal beam 1 and the sill beam 5 on the same side. Furthermore, the box structure 3 is formed by a plate, which overlaps and connects to the end of the front floor front crossbeam 2, the rear section 11 of the front engine compartment longitudinal beam 1, and the front end of the sill beam 5.

[0050] It should be noted that, based on the above-mentioned overall design concept, the technical solution of the present invention can adopt a variety of different specific implementation structures, forms, or configuration sequences. For example, the aforementioned box structure 3 can be formed by stamping a single plate or by splicing multiple plates; the overlapping parts of the box structure 3 with the surrounding front engine compartment longitudinal beam 1, sill beam 5, and front floor front crossbeam 2 can be fixed by riveting, screwing, or welding; the specific arrangement sequence and device method of the front engine compartment longitudinal beam 1, box structure 3, and front floor front crossbeam 2 on the front bulkhead 4 can also be flexibly adjusted. For the parts required for the implementation of the overall solution but not covered in the above-mentioned overall setup, reasonable and flexible designs can be made by referring to mature setup methods in the field and the actual situation during implementation. The specific implementation scheme described below in this embodiment is only one of the many solutions that can be formed by the various combinations and variations mentioned above. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the various solutions that can be formed by the combinations and variations of the above-mentioned specific forms, as well as the specific implementation scheme of this embodiment, are all within the protection scope of the present invention.

[0051] Based on the above design concepts, such as Figures 1 to 4 and combined Figure 5 As shown, the force transmission structure of the rear section of the front engine compartment longitudinal beam in this embodiment mainly includes components such as the front engine compartment longitudinal beam 1, the front floor front crossbeam 2, the box structure 3, the front bulkhead 4, the sill beam 5, and the A-pillar 7.

[0052] In practical applications, the plate structure of the box structure 3 can be selected in various ways. A single plate can be formed by stamping, bending and other processes, supplemented by welding. Alternatively, multiple plates can be joined together and welded. Specifically, in this embodiment, the plate includes a main connecting plate 30 at the bottom of the box structure 3 and an outer sealing plate 31 on the outside of the box structure 3. The main connecting plate 30 has a main body 300 that overlaps the front floor crossbeam 2, a longitudinal beam overlap 301 that overlaps the bottom of the rear section 11 of the front engine compartment longitudinal beam 1, and a sill beam overlap 302 that overlaps the bottom of the front end of the sill beam 5. Viewed from below the box structure 3, the main connecting plate 30, which is integrally formed by the main body 300, the longitudinal beam overlap 301 and the sill beam overlap 302, is triangular in shape. The three parts extend towards the front end of the front floor crossbeam 2, the front engine compartment longitudinal beam 1 and the sill beam 5, respectively, and overlap the corresponding components. The processing method of stamping multiple plates separately makes it easier to reduce processing difficulty and improve production efficiency.

[0053] The aforementioned outer sealing plate 31 is inclined outward in the longitudinal direction of the vehicle. The front and rear ends of the outer sealing plate 31 overlap the outer side of the rear section 11 and the front end of the sill beam 5, respectively. At the same time, the bottom of the outer sealing plate 31 overlaps the main connecting plate 30. The outer sealing plate 31, the main connecting plate 30, and the surrounding components such as the front engine compartment longitudinal beam 1, the front floor front crossbeam 2, and the front bulkhead 4 together form a hollow cavity. The main connecting plate 30 and the outer sealing plate 31 are used to enclose the box structure 3. The main connecting plate 30 is composed of an integrally connected main body 300, a longitudinal beam overlap 301, and a sill beam overlap 302. It overlaps and connects with the front end of the rear section 11, the front floor front crossbeam 2, and the sill beam 5, respectively, so that the main connecting plate 30 forms a triangular support structure between the front engine compartment longitudinal beam 1, the front floor front crossbeam 2, and the sill beam 5. The overlap part can be fixed by welding to form a stable force transmission frame. The outer sealing plate 31 is set on the outside of the box structure 3 and can form a support between the outside of the rear section 11 and the front end of the sill beam 5, further improving the force transmission effect between the front engine compartment longitudinal beam 1 and the sill beam 5. Moreover, the outer sealing plate 31, together with the main connecting plate 30, can well enclose the box structure 3.

[0054] To increase the overlap area between the main connecting plate 30 and surrounding components, thereby improving the connection strength, it is preferable to provide a bent flange structure at the edge of the main connecting plate 30. The specific location, number, and length of the flange structure can be flexibly adjusted. For example, upward-bent flanges can be provided at each edge of the main connecting plate 30. In this embodiment, as... Figure 5 and combined Figure 4As shown, an upwardly bent inward flange 303 is formed on the side of the main body 300 and the longitudinal beam overlap 301 facing the interior of the front engine compartment. The two ends of the inward flange 303 overlap the rear section 11 and the front floor front crossbeam 2, respectively. An upwardly bent rear flange 304 is formed on the side of the main body 300 and the sill beam overlap 302 facing the rear of the vehicle. The left and right ends of the rear flange 304 overlap the front floor front crossbeam 2 and the sill beam 5, respectively. In addition, a downwardly bent outward flange 305 can be formed on the side of the longitudinal beam overlap 301 and the sill beam overlap 302 facing the exterior of the vehicle, and the bottom of the outer sealing plate 31 can be overlapped on the outward flange 305.

[0055] A flange is provided at the edge of the main connecting plate 30. The inner flange 303 connects the inner side of the rear section 11 to the front side of the front floor crossbeam 2. The rear flange 304 connects the rear side of the front floor crossbeam 2 to the inner end of the sill beam 5. The outer flange 305 is welded to the bottom of the outer sealing plate 31. The main connecting plate 30, the outer sealing plate 31, and the surrounding components together form a sealed chamber, thereby further improving the connection stability between the box structure 3 and the surrounding components. The flange structure with different bending directions in the above-mentioned different parts is more conducive to achieving overlapping and matching with the corresponding parts around it, and also greatly improves the overall structural strength of the main connecting plate 30.

[0056] Based on the outer sealing plate 31, it is preferable to provide a certain number of reinforcing structures on the outer sealing plate 31. In this embodiment, reinforcing ribs 310 are formed on the outer sealing plate 31, and the reinforcing ribs 310 extend between the front and rear ends of the outer sealing plate 31. Providing reinforcing ribs 310 on the outer sealing plate 31 can effectively improve the structural strength of the outer sealing plate 31 in the connection and support direction. Since there is a certain distance between the outer flange 305 of the main connecting plate 30 and the lower front crossbeam 40 above it, the outer sealing plate 31 is set at this location, which can effectively seal the internal cavity of the box structure 3. Moreover, the front end of the outer sealing plate 31 is connected to the rear section 11, the top of the outer sealing plate 31 overlaps with the side section 401 of the lower front crossbeam 40, the rear end of the outer sealing plate 31 connects to the connection between the A-pillar 7 and the sill beam 5, and the bottom of the outer sealing plate 31 overlaps on the outer flange 305. All connections and overlaps are welded and fixed, so that the outer sealing plate 31 and its surrounding components form a whole. On this basis, by setting the reinforcing rib 310 on the outer sealing plate 31, the outer sealing plate 31 can effectively attract and guide the collision stress from the front engine compartment longitudinal beam 1 to the sill beam 5, so that the force transmission structure of the rear section of the front engine compartment longitudinal beam becomes more complete and stable.

[0057] In addition, such as Figure 6 , Figure 7 and Figure 8As shown, the cavity formed inside the box structure 3 in this embodiment is also provided with a reinforcing inner plate 32. The specific number and position of the reinforcing plates can be adjusted appropriately within a reasonable range. For example, multiple plates can be arranged along the height direction of the cavity, or the reinforcing plates can be arranged horizontally parallel to the plate trend of the main connecting plate 30. In this embodiment, one reinforcing inner plate 32 is provided in the cavity to reduce the number of structural components, thereby reducing assembly time. The reinforcing inner plate 32 is located on the main connecting plate 30, and preferably the bottom of the reinforcing inner plate 32 is spot-welded to the main connecting plate 30. Moreover, the edge of the reinforcing inner plate 32 is formed with an upwardly bent reinforcing flange 320. A reinforcing inner plate 32 is added to the cavity of the box structure 3. The reinforcing flange 320 on the reinforcing inner plate 32 can extend upward and abut against the front panel 4 located at the top of the cavity. The bottom of the reinforcing inner plate 32 abuts against the main connecting plate 30, thereby forming structural support for the box structure 3 in the height direction, further improving the structural stability of the box structure 3 and its buffering performance in the face of impact. In addition, multiple reinforcing protrusions 321 can be provided on the reinforcing inner plate 32, with each reinforcing protrusion 321 abutting against the main connecting plate 30, which improves the strength of the reinforcing inner plate 32 itself and enhances the buffering effect between the main connecting plate 30 and the reinforcing inner plate 32.

[0058] There are, of course, various different arrangements for the placement and layout of the reinforcing inner panel 32 within the housing structure 3; for example, the reinforcing inner panel 32 can be connected between the front floor front crossbeam 2 and the front engine compartment longitudinal beam 1, or between the front floor front crossbeam 2 and the sill beam 5. In this embodiment, as... Figure 8 As shown, the reinforced inner panel 32 extends along the longitudinal beam overlap 301 and the sill beam overlap 302, with its front and rear ends connected to the rear section 11 and the sill beam 5, respectively. The reinforced inner panel 32 is designed to be arranged outwards in the vehicle's longitudinal direction, providing good support between the front engine compartment longitudinal beam 1 and the sill beam 5. This further enhances the force transmission performance from the front engine compartment longitudinal beam 1 to the sill beam 5, allowing the impact force from the front engine compartment longitudinal beam 1 to be better dispersed to the sill beam 5. The reinforced inner panel 32 adds a diagonal support force transmission channel between the front engine compartment longitudinal beam 1 and the sill beam 5. The front end of this diagonal support connects to the rear end of the rear section 11 and the longitudinal beam overlap 301, while the rear end connects to the front end of the sill beam 5 and the sill beam overlap 302. Furthermore, the reinforced inner plate 32 is box-shaped by setting a reinforced flange 320. The bottom surface does not directly abut against the main connecting plate 30. It is overlapped and welded to the main connecting plate 30 by circular protrusions such as the reinforced protrusion 321. This is equivalent to adding another layer of reinforcement on the basis of the triangular main connecting plate 30, so as to attract and guide the force of the frontal collision through itself and redirect it to the sill beam 5. This allows the force of the frontal collision to be well dispersed toward the sill beam 5, which has a good effect on improving the vehicle's collision performance.

[0059] The front floor crossbeam 2 can have a U-shaped cross-section, but considering the front bulkhead 4 above it, the front floor crossbeam 2 can be designed to fit snugly against the bottom of the front bulkhead 4 by utilizing the portion of the bottom of the front bulkhead 4 that bends towards the rear of the vehicle. In this embodiment, the front floor crossbeam 2 has a Z-shaped cross-section and is snugly against the bottom of the front bulkhead 4. Therefore, a cavity is formed between the front floor crossbeam 2 and the front bulkhead 4, and a cavity is also formed inside the box structure 3. Based on this, a partition 33 can be provided between the cavity formed between the front floor crossbeam 2 and the front bulkhead 4 and the cavity formed inside the box structure 3.

[0060] The front floor crossbeam 2 has a Z-shaped cross section, which effectively encloses a cavity between the bottom of the front bulkhead 4 and the front floor crossbeam 2. This cavity communicates with the cavity formed inside the box structure 3. The connection between these two cavities is also the overlap point between the main body 300 and the front floor crossbeam 2. Because the overlap area at this point is relatively small, and the impact force from the front of the vehicle is perpendicular to the front side of this point, the connection is easily torn when the collision force is strong. By installing a partition 33 in the cavity at this point, the connection strength between the main body 300 and the end of the front floor crossbeam 2 can be effectively improved. The partition 33 is set perpendicular to the front floor crossbeam 2, providing effective support for the connection between the box structure 3 and the front floor crossbeam 2 in the front-rear and vertical directions of the vehicle. This can improve the strength of the connection and ensure that when the collision impact force is distributed from the front engine compartment longitudinal beam 1 through the box structure 3 to the front floor crossbeam 2, the connection between the box structure 3 and the front floor crossbeam 2 will not be damaged or torn.

[0061] With the above configuration, the front floor crossbeam 2 is connected between the box structures 3 on the left and right sides. The three ends of the triangular box structure 3 are respectively connected to the front floor crossbeam 2, the front engine compartment longitudinal beam 1, and the sill beam 5. At the same time, the front engine compartment longitudinal beam 1 and the sill beam 5 also form chambers inside. Thus, the three ends of the box structure 3 are connected to chambers in all directions. Its front end is connected to the rear section 11 of the front engine compartment longitudinal beam 1, the outer end is obliquely connected to the front end of the sill beam 5, and the inner end is connected to the front floor assembly through the front floor crossbeam 2, forming a multi-composite herringbone cross force transmission structure.

[0062] like Figure 9As shown, the force transmission structure of the rear section of the front engine compartment longitudinal beam in this embodiment also includes a lower front bulkhead crossbeam 40 disposed on the front bulkhead 4, and the rear end of the front engine compartment longitudinal beam 1 is connected to the lower front bulkhead crossbeam 40. The lower front bulkhead crossbeam 40 includes a middle section 400 located between the front engine compartment longitudinal beams 1 on both sides, and a side section 401 connected between the front engine compartment longitudinal beam 1 and the A-pillar 7 on the same side. The bottom of the side section 401 is connected to the box structure 3. To improve the connection stability of the rear end of the front engine compartment longitudinal beam 1, the front engine compartment longitudinal beam 1 in this embodiment includes a main body section 10 and a rear section 11 connected front and rear, and the rear section 11 of the front engine compartment longitudinal beam 1 is gradually increased in height in the front-rear direction of the vehicle. Meanwhile, a lower front bulkhead crossbeam 40 is provided at the bottom front side of the front bulkhead 4, and this lower front bulkhead crossbeam 40 is arranged parallel to the front floor front crossbeam 2 above it. The upper rear end of the rear section 11 can then connect to the lower front bulkhead crossbeam 40, and the lower rear end of the rear section 11 connects to the box structure 3. In this way, the impact force from the front cabin longitudinal beam 1 can be transmitted not only through the box structure 3 to the front floor front crossbeam 2 and sill beam 5, but also dispersed to the A-pillar 7 and the front bulkhead 4 through the lower front bulkhead crossbeam 40.

[0063] In addition, at the location where the side section 401 connects to the A-pillar 7, a lower support plate 70 for the A-pillar can be installed in the cavity formed between the A-pillar 7 and its outer A-pillar panel 71, thereby improving the A-pillar 7's ability to withstand the impact force from the lower front crossbeam 40.

[0064] like Figure 10 and Figure 11 As shown, based on the arrangement of the lower front crossbeam 40, the lower front crossbeam 40 is fastened to the front bulkhead 4, thereby forming a first cavity 42 between the front bulkhead 4 and the lower front crossbeam 40; the first cavity 42 is directly opposite to the front engine compartment longitudinal beam 1, and the cavity inside the front engine compartment longitudinal beam 1 is connected to the first cavity 42. In this way, when the front engine compartment longitudinal beam 1 is subjected to a frontal collision force, the impact force on the front engine compartment longitudinal beam 1 can be better and more evenly transmitted to the lower front crossbeam 40 and the front bulkhead 4, and the force transmission is distributed to the lower front crossbeam 40, the front bulkhead 4, and the A-pillar 7.

[0065] On the basis described above, a front inner reinforcement beam 41 is provided in the first cavity 42 of this embodiment. The front inner reinforcement beam 41 is buckled on the front lower cross beam 40, and a second cavity 43 is formed between the front lower cross beam 40 and the front inner reinforcement beam 41. By adding a reverse U-shaped front inner reinforcement beam 41, a rectangular cavity is formed after the front inner reinforcement beam 41 is welded to the inner wall of the front lower cross beam 40, thus enhancing the strength of the front lower cross beam 40. The reverse U-shaped front inner reinforcement beam 41 divides the original first cavity 42 to form a second cavity 43, and the rectangular cavity becomes a Chinese character "ri" shaped cavity. The added front inner reinforcement beam 41 has a U-shaped cross section and is welded and fixedly connected to the inner wall of the front lower cross beam 40 over a large area, enabling the front lower cross beam 40 to fully withstand the frontal collision force from the front of the vehicle and ensuring that the collision does not penetrate the front panel 4, thus guaranteeing the safety of the personnel in the passenger compartment.

[0066] Moreover, a front inner reinforcement beam 41 is provided in the first cavity 42 formed by the front lower cross beam 40 and the front panel 4. The cross sections of both the front inner reinforcement beam 41 and the front lower cross beam 40 are generally U-shaped, so that a second cavity 43 can be separated in the first cavity 42, effectively enhancing the structural strength and buffering performance of the front lower cross beam 40, and being beneficial to enhancing the overall structural stability and sound insulation effect of the front panel 4.

[0067] Regarding the design structure of the lower support plate 70 of the A pillar, of course, there are various options available, and it can be flexibly set according to the chamber space situation between the inner panel and the outer panel of the A pillar 7; for example, an angle steel reinforcement can be used to support the inner wall of the chamber, or the lower support plate of the A pillar can be designed as a flat plate structure. As Figure 9 And Figure 12 shown, the cross-sectional shape of the lower support plate 70 of the A pillar in this embodiment is as Figure 12As shown, it is composed of multiple reversed "J" shapes connected by bends. Moreover, the lower support plate 70 of the A-pillar is arranged in the cavity of the A-pillar 7 along the vehicle's front-back direction. The multiple reversed "J" shaped bend structures can greatly enhance the support strength of the lower support plate of the A-pillar in the vehicle's front-back direction, thus strongly supporting the A-pillar 7; and it can well receive the impact force transmitted from the lower front crossmember 40. Adding a lower support plate 70 of the A-pillar with a triple composite reversed "J" shape in the lower part inside the A-pillar 7, the position where the lower support plate 70 of the A-pillar is added is exactly the position to avoid the tire envelope. The size of the lower support plate 70 of the A-pillar in the vehicle's up-down direction is the same as that of the lower front crossmember 40. In this way, the impact force on the front engine compartment longitudinal beam 1 is well transmitted to the A-pillar 7 and the lower support plate 70 of the A-pillar through the side section 401 of the lower front crossmember 40. Furthermore, multiple reversed "J" shaped cavities are formed between the composite lower support plate 70 of the A-pillar and the inner wall of the A-pillar 7, supporting the up-down dimensions of the lower front crossmember 40; and the reversed "J" shaped cavity in the middle of the back corresponds exactly to the second cavity 43 formed by the inner reinforcement beam 41 added inside the lower front crossmember 40 and the first cavity 42. In this way, the support performance of the A-pillar 7 for the lower front crossmember 40 has good stability and buffering effect.

[0068] As Figure 13 shown, when the front end of the vehicle is collided, the impact force is transmitted from the front engine compartment longitudinal beam 1 towards the rear of the vehicle. The upper part of the rear end of the rear section 11 will transmit part of the impact force to the lower front crossmember 40, and it is dispersed and transmitted to the left and right sides by the middle section 400 and the side section 401 of the lower front crossmember 40. The impact force transmitted from the side section 401 to the A-pillar 7 will be transmitted to the sill beam 5 and the roof frame through the A-pillar 7, thus achieving the dispersion and buffering of the impact force.

[0069] To sum up, for the force transmission structure of the rear section of the front engine compartment longitudinal beam in this embodiment, by arranging the box structure 3 between the rear end of the front engine compartment longitudinal beam 1, the end of the front floor front crossmember 2, and the sill beam 5, and using the plate in the box structure 3 to connect the three structural members, not only can the impact force from the front engine compartment longitudinal beam 1 be well transmitted to the front floor front crossmember 2 and the sill beam 5, and then transmitted to the front floor assembly by the front floor front crossmember 2 to achieve the dispersed transmission of the collision impact force to the vehicle body, but also the box structure 3 can play a buffering role similar to that of a torque box by using its internal cavity; the force transmission and buffering structure of the rear section 11 of the front engine compartment longitudinal beam is compact and effective. The box structure 3 forms a strong connection between the front floor front crossmember 2, the front engine compartment longitudinal beam 1, and the sill beam 5, which can save the setting of torque boxes, auxiliary longitudinal beams, etc., thus providing a force transmission structure solution for the rear section of the front engine compartment longitudinal beam with a relatively compact structure; it is beneficial to improve the space layout conditions of the front engine compartment and provides convenience for arranging engines, large-capacity battery packs, etc. in the front engine compartment.

[0070] Embodiment 2

[0071] This embodiment relates to a vehicle, and the vehicle is equipped with the force transmission structure of the rear section of the front engine compartment longitudinal beam provided in Embodiment 1.

[0072] By setting the rear section of the longitudinal beam of the front engine compartment of the present invention at the rear of the front engine compartment, the structure is not only compact, effectively increasing the internal layout space of the front engine compartment; but also the overall impact force transmission path and impact buffering effect are excellent.

[0073] Based on the overall setup described above, the force transmission structure of the rear section of the front engine compartment longitudinal beam in this embodiment transmits the collision force from the front of the vehicle as follows: Figure 13 and Figure 14 As shown.

[0074] First, part of the impact force on the front engine compartment longitudinal beam 1 is transferred from the upper rear end of the rear section 11 to the front bulkhead lower crossbeam 40, and then dispersed from the front bulkhead lower crossbeam 40 to the A-pillar 7, A-pillar outer panel 71, and sill beam 5. Another part of the impact force is transferred from the lower rear end of the rear section 11 to the housing structure 3, and then dispersed through the housing structure 3 to the front floor front crossbeam 2 and sill beam 5. The force on the front floor front crossbeam 2 is dispersed towards the central channel 60 and floor longitudinal beam 61 in the front floor assembly, and the force on the housing structure 3 is also partially dispersed to the floor longitudinal beam 61. Second, the impact from components inside the front engine compartment is applied to the front bulkhead panel 4 and the front bulkhead lower crossbeam 40, and then dispersed from the front bulkhead lower crossbeam 40 to the front floor front crossbeam 2 and the vehicle's roof frame.

[0075] In existing vehicle body structures, the connection points between the lower front bulkhead, the front section of the front floor, and the longitudinal beams of the engine compartment involve numerous connecting plates, reinforcing plates, and torsion boxes, among other buffer structures, to create a stable structure between the engine compartment longitudinal beams, the front bulkhead assembly, and the front floor crossbeams. This design increases the overall weight and cost of the front engine compartment. The excessive number of connecting and buffer components also reduces the space available for the engine, battery pack, and other components within the front engine compartment. This is especially problematic when a large-capacity battery pack is required, as the battery pack needs to maintain a safe distance from these structural components, leading to insufficient space for the battery pack and consequently reducing its capacity. Therefore, the existing design does not meet the lightweight requirements of automobiles, increasing both cost and weight, resulting in a higher overall vehicle price compared to competitors.

[0076] The force transmission structure of the rear section of the front engine compartment longitudinal beam of this invention can evenly distribute and transmit the impact force received by the front of the vehicle, and improve the strength of the front bulkhead assembly, reducing the risk of front bulkhead intrusion. This eliminates the need for additional torsion boxes, reinforcing plates, front bulkhead longitudinal beams, and other structural components, achieving weight reduction and cost reduction. It also effectively improves the space arrangement conditions within the front engine compartment, increasing the space for the battery pack casing, and improving battery capacity and range. Furthermore, it enhances the vehicle's safety coefficient, with both active and passive safety indices increasing simultaneously, thereby improving the overall competitiveness of the vehicle.

[0077] In the entire front engine compartment longitudinal beam rear section force transmission structure, a box structure 3 is set between the rear end of the front engine compartment longitudinal beam 1, the end of the front floor front crossbeam 2, and the sill beam 5. The plate in the box structure 3 realizes the connection between the three structural components, thereby effectively transferring the impact force from the front engine compartment longitudinal beam 1 to the front floor front crossbeam 2 and the sill beam 5, and then from the front floor front crossbeam 2 to the front floor assembly, realizing the dispersion and transmission of the collision impact force to the vehicle body.

[0078] Moreover, the box structure 3 can play a buffering role similar to a torsion box by utilizing its internal chambers; the force transmission and buffering structure of the rear section 11 of the forward engine compartment longitudinal beam 1 is compact and effective. The box structure 3 forms a strong connection between the front floor front crossbeam 2, the forward engine compartment longitudinal beam 1 and the sill beam 5, which can save the setting of torsion boxes, auxiliary longitudinal beams, etc., thus providing a relatively compact force transmission structure scheme for the rear section of the forward engine compartment longitudinal beam 1; on the basis of improving the spatial arrangement conditions of the forward engine compartment, it provides convenience for arranging engines, large-capacity battery packs, etc. in the forward engine compartment.

[0079] The above description is merely a preferred embodiment of the present invention. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement the present invention, and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A force transmission structure for the rear section of the forward engine compartment longitudinal beam, characterized in that: It includes a front engine compartment longitudinal beam (1), a sill beam (5), a front floor front crossbeam (2) located below the front bulkhead (4), and a box structure (3). In the left-right direction of the vehicle, the front floor front crossbeam (2) is located between the front engine compartment longitudinal beams (1) on both sides, and the box structure (3) is connected between the end of the front floor front crossbeam (2) and the front engine compartment longitudinal beam (1) and the sill beam (5) on the same side. The box structure (3) is formed by a plate, which is connected to the end of the front floor crossbeam (2), the rear section (11) of the front cabin longitudinal beam (1), and the front end of the sill beam (5).

2. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to claim 1, characterized in that: The plate includes a main connecting plate (30) located at the bottom of the box structure (3) and an outer sealing plate (31) located on the outside of the box structure (3); The main connecting plate (30) has a main body (300) that overlaps the front crossbeam (2) of the front floor, a longitudinal beam overlap (301) that overlaps the bottom of the rear section (11) of the front cabin longitudinal beam (1), and a sill beam overlap (302) that overlaps the bottom of the front end of the sill beam (5). The outer sealing plate (31) is inclined outward in the front-rear direction of the vehicle. The front and rear ends of the outer sealing plate (31) overlap the outer side of the rear section (11) and the front end of the sill beam (5) respectively. The bottom of the outer sealing plate (31) overlaps the main connecting plate (30).

3. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to claim 2, characterized in that: The main body (300) and the longitudinal beam overlap (301) have an upwardly bent inner flange (303) formed on the side facing the interior of the front cabin. The two ends of the inner flange (303) overlap the rear section (11) and the front floor front crossbeam (2) respectively. And / or, the main body (300) and the sill beam overlap (302) are formed with an upwardly bent rear flange (304) on the side facing the rear of the vehicle, and the left and right ends of the rear flange (304) overlap the front floor front crossbeam (2) and the sill beam (5) respectively. And / or, the longitudinal beam overlap (301) and the sill beam overlap (302) are formed with a downwardly bent outward flange (305) on the side facing the outside of the vehicle, and the bottom of the outer sealing plate (31) overlaps on the outward flange (305).

4. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to claim 2, characterized in that: The outer sealing plate (31) is formed with reinforcing ribs (310), which extend between the front and rear ends of the outer sealing plate (31).

5. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to claim 2, characterized in that: The cavity formed inside the box structure (3) is provided with a reinforcing inner plate (32), which is located on the main connecting plate (30), and the edge of the reinforcing inner plate (32) is formed with an upwardly bent reinforcing flange (320).

6. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to claim 5, characterized in that: The reinforcing inner plate (32) extends along the trend of the longitudinal beam overlap (301) and the sill beam overlap (302), and the front and rear ends of the reinforcing inner plate (32) are respectively connected to the rear section (11) and the sill beam (5).

7. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to claim 1, characterized in that: The cross section of the front floor front beam (2) is shaped like a "Z". The front floor front beam (2) is fastened to the bottom of the front panel (4). A partition (33) is provided between the cavity formed between the front floor front beam (2) and the front panel (4) and the cavity formed inside the box structure (3).

8. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to any one of claims 1 to 7, characterized in that: It also includes a front lower crossbeam (40) disposed on the front bulkhead (4), the rear end of the front cabin longitudinal beam (1) is connected to the front lower crossbeam (40), the front lower crossbeam (40) includes a middle section (400) located between the front cabin longitudinal beams (1) on both sides, and a side section (401) connected between the front cabin longitudinal beam (1) and the A-pillar (7) on the same side, the bottom of the side section (401) is connected to the box structure (3).

9. The force transmission structure of the rear section of the forward engine compartment longitudinal beam according to claim 8, characterized in that: The lower front crossbeam (40) is fastened to the front panel (4), and a first cavity (42) is formed between the front panel (4) and the lower front crossbeam (40); The first cavity (42) is provided with a front inner reinforcing beam (41), which is fastened to the front lower crossbeam (40), and a second cavity (43) is formed between the front lower crossbeam (40) and the front inner reinforcing beam (41).

10. A vehicle, characterized in that: The vehicle is equipped with a force transmission structure for the rear section of the longitudinal beam of the front engine compartment as described in any one of claims 1 to 9.

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