Nacelle force transmission structure and vehicle

Abstract

The present application relates to the field of carrier, specifically relates to cabin force transmission structure and carrier, including front longitudinal beam assembly, front wall plate assembly, A column inner plate assembly, rocker beam assembly;The front longitudinal beam assembly includes front longitudinal beam body and longitudinal beam force transmission connecting plate, and the A column inner plate assembly includes A column inner plate body and first reinforcing plate;The rocker beam assembly includes rocker beam body and second reinforcing plate;The longitudinal beam force transmission connecting plate is provided with first reinforcing rib, second reinforcing rib and third reinforcing rib;The first reinforcing rib is surrounded with the front wall plate assembly into the first force transmission cavity, and the first force transmission cavity is used for transmitting the front collision force to the first reinforcing plate;The second reinforcing rib is surrounded with the front wall plate assembly into the second force transmission cavity, and the second force transmission cavity is used for transmitting the front collision force to the second reinforcing plate;The third reinforcing rib is surrounded with the torsion box, the front wall plate assembly into the third force transmission cavity, and the third force transmission cavity is used for transmitting the front collision force to the rocker beam body.The cabin force transmission structure and carrier provided by the present application can reduce the front wall intrusion amount when the cabin frontal collision.

Description

Technical Field

[0001] This invention relates to the field of vehicles, specifically to cabin force transmission structures and vehicles. Background Technology

[0002] In frontal collision safety design of automobiles, the front engine compartment force transmission structure is used to efficiently transfer collision loads to the main frame of the passenger compartment, reduce the intrusion of the front bulkhead, and protect the occupants. Traditional engine compartment force transmission structures mainly rely on the single path of the front longitudinal beam to transmit force, resulting in the collision force being concentrated on a local area of ​​the front bulkhead, which can easily cause problems such as stress concentration, excessive front bulkhead intrusion, and severe deformation of the passenger compartment.

[0003] Currently, there is a lack of an efficient and integrated force transmission channel between the front longitudinal beams, front bulkhead, A-pillar, and sill beam. The collision force cannot be quickly and evenly distributed to the main load-bearing structure of the vehicle body, and the front bulkhead is prone to large intrusion, which cannot fully meet the frontal collision safety performance requirements of the whole vehicle.

[0004] Therefore, the industry urgently needs a frontal collision force transmission structure for the cabin that can effectively reduce frontal intrusion. Summary of the Invention

[0005] This invention provides a cabin force transmission structure and vehicle to reduce frontal intrusion during a frontal collision.

[0006] In a first aspect, the present invention provides a cabin force transmission structure, including a front longitudinal beam assembly, a front bulkhead assembly, an A-pillar inner panel assembly, a torsion box and a sill beam assembly; The front longitudinal beam assembly includes a front longitudinal beam body and a longitudinal beam force transmission connecting plate. The longitudinal beam force transmission connecting plate is fixed to the front bulkhead assembly. The longitudinal beam force transmission connecting plate has a first side and a second side. The first side is fixedly connected to the front longitudinal beam body, and the second side is fixedly connected to the edge of the A-pillar inner panel assembly. The A-pillar inner panel assembly includes an A-pillar inner panel body and a first reinforcing plate disposed inside the A-pillar inner panel body; The sill beam assembly includes a sill beam body and a second reinforcing plate, the second reinforcing plate being fixedly connected between the sill beam body and the inner plate body of the A-pillar; The longitudinal beam force transmission connecting plate is provided with a first reinforcing rib, a second reinforcing rib, and a third reinforcing rib extending along its first side to its second side; The first reinforcing rib and the front bulkhead assembly enclose a first force transmission cavity, which is used to transmit the frontal collision force to the first reinforcing plate. The second reinforcing rib and the front bulkhead assembly enclose a second force transmission cavity, which is used to transmit the front collision force to the second reinforcing rib. The third reinforcing rib, together with the torsion box and the front bulkhead assembly, forms a third force transmission cavity, which is used to transmit the front collision force to the sill beam body.

[0007] Beneficial effects: This solution relies on the first, second, and third reinforcing ribs on the longitudinal beam force transmission connecting plate to form three sets of force transmission cavities—the first, second, and third force transmission cavities—with the front bulkhead assembly. This creates a three-way diversion force transmission channel: the impact force is transmitted through the first force transmission cavity to the A-pillar side to the first reinforcing plate inside the A-pillar inner panel assembly; the second force transmission cavity transmits the force through the A-pillar inner panel body and the second reinforcing plate to the sill beam body; and the third force transmission cavity transmits the force layer by layer to the sill beam body through the torsion box. This solution overcomes the drawback of the existing structure where the load on the front longitudinal beam body is concentrated and squeezes the front bulkhead assembly after an impact.

[0008] In this design, the frontal collision load is diverted from the front longitudinal beam assembly to the two main load-bearing frames of the vehicle body: the A-pillar inner panel assembly and the sill beam assembly. This effectively distributes the impact force on the front bulkhead assembly, significantly reducing its intrusion into the passenger compartment during a frontal collision and increasing the safety redundancy of the passenger compartment. Furthermore, this design uses a longitudinal beam load-transfer connecting plate to link the front longitudinal beam assembly, front bulkhead assembly, A-pillar inner panel assembly, torsion box, and sill beam assembly into a unified load-transfer layout, preventing localized stress concentration that could lead to weld tearing failure.

[0009] In a further technical solution, the first reinforcing rib, the second reinforcing rib, and the third reinforcing rib are all integrally stamped with the longitudinal beam force transmission connecting plate; The first reinforcing rib, the second reinforcing rib, and the third reinforcing rib extend to the first and second sides of the longitudinal beam force transmission connecting plate, respectively.

[0010] Beneficial effects: In this design, the first, second, and third reinforcing ribs are integrally stamped with the longitudinal beam force transmission connecting plate. When the impact force is transmitted along the reinforcing ribs, there are no stiffness breaks, resulting in higher overall load-bearing strength of the cavity. The two ends of each reinforcing rib extend to the first and second sides near the longitudinal beam force transmission connecting plate, respectively, to achieve continuous support from the load input end on the front longitudinal beam body side to the load output end on the A-pillar inner plate assembly side, preventing the ends of the reinforcing ribs from being suspended and bent under pressure.

[0011] In a further technical solution, the front bulkhead assembly has a first surface and a second surface that are opposite to each other along its thickness direction; The longitudinal beam force transmission connecting plate is fixedly connected to the first surface; The second surface is provided with a triangular bracing structure, the A-pillar inner plate body is fixedly connected to the triangular bracing structure, and the first reinforcing rib corresponds to the triangular bracing structure in the thickness direction of the front bulkhead assembly.

[0012] Beneficial effects: The longitudinal beam force transmission connecting plate is fixed to the first surface of the front bulkhead assembly, and the triangular brace structure is arranged on the second surface of the front bulkhead assembly. The first reinforcing rib and the triangular brace structure are aligned along the thickness direction of the front bulkhead assembly, forming a structure on both sides of the front bulkhead assembly where the front cavity transmits force and the rear triangular brace structure provides rigid support, effectively constraining the deformation of the front bulkhead assembly after impact; moreover, the alignment structure in the thickness direction can stabilize the cavity contour of the first force transmission cavity, preventing the cavity from being squeezed and collapsed, thus interrupting the force transmission.

[0013] In a further technical solution, the front bulkhead assembly has a through hole extending along its thickness direction, and the longitudinal beam force transmission connecting plate and the first reinforcing plate are respectively disposed on both sides of the through hole. The longitudinal beam force transmission connecting plate is welded and fixed to the first reinforcing plate through the solder filling the through hole.

[0014] Beneficial effects: In this design, the front bulkhead assembly has a through hole that extends through the thickness. The longitudinal beam force transmission connecting plate and the first reinforcing plate are respectively located on both sides of the through hole and are welded and fixed by filling the through hole with solder. This opens up the load transmission channel through the front bulkhead assembly, and the collision force output from the first force transmission cavity can be directly transmitted to the rear first reinforcing plate through the through hole solder node, thus avoiding the collision load from being retained on the front bulkhead assembly surface and causing local pressure indentation.

[0015] In a further technical solution, the first reinforcing plate and the inner panel of the A-pillar form a fourth force transmission cavity; the force transmission end of the first force transmission cavity and the force transmission front end of the fourth force transmission cavity correspond to each other along the transmission direction of the forward collision force, so that the forward collision force output by the first force transmission cavity is transmitted to the fourth force transmission cavity.

[0016] Beneficial effects: The first reinforcing plate and the A-pillar inner panel body enclose the fourth force transmission cavity. The force transmission end of the first force transmission cavity and the force transmission front end of the fourth force transmission cavity are arranged correspondingly along the direction of collision force transmission, realizing the series relay force transmission between the first and fourth force transmission cavities. The collision load output by the first force transmission cavity can be introduced into the fourth force transmission cavity along the ground, and the impact energy is dispersed and dissipated by the high-strength frame of the A-pillar inner panel assembly itself. In addition, the multi-stage cavity segmented buffer can reduce the peak value of the impact load and further suppress the inward intrusion deformation of the front bulkhead assembly.

[0017] In a further technical solution, the second reinforcing plate has a first side and a second side, the first side of the second reinforcing plate is connected to the inner plate body of the A-pillar and corresponds to the force transmission end of the second force transmission cavity along the direction of force transmission, and the second side of the second reinforcing plate is fixed to the sill beam body. The second reinforcing plate, the inner plate of the A-pillar, and the sill beam together form a fifth force transmission cavity.

[0018] Beneficial effects: The first side of the second reinforcing plate is connected to the A-pillar inner panel body and faces the force transmission end of the second force transmission cavity, while the second side is fixed to the sill beam body. The second reinforcing plate, the A-pillar inner panel body, and the sill beam body together form the fifth force transmission cavity. The collision load output by the second force transmission cavity is directed and diverted to the two main structures of the A-pillar inner panel assembly and the sill beam assembly through the fifth force transmission cavity. The second reinforcing plate spans between the A-pillar inner panel body and the sill beam body, realizing the joint bearing of the A-pillar and sill, and strengthening the load-sharing capacity of the side frame of the vehicle body in frontal impacts.

[0019] In a further technical solution, the longitudinal beam force transmission connecting plate has a third side located between its first side and second side, and the third side is fixedly connected to the torque box; The torsion box is fixedly connected to the sill beam body at one end near the sill beam body.

[0020] Beneficial effects: It should be noted that the torsion box is a common force transmission structure in the vehicle body. This solution uses the existing torsion box as a transfer load-bearing component, so that the third side of the longitudinal beam force transmission connecting plate is fixedly connected to the existing torsion box, and the end of the torsion box near the sill beam body is rigidly connected to the sill beam body; the collision load output by the third force transmission cavity can be turned and transmitted to the sill beam body through the existing torsion box, forming an independent bottom force transmission channel.

[0021] Combining the force transmission path from the first force transmission cavity to the A-pillar inner panel assembly, and the lateral force transmission path from the second force transmission cavity to the A-pillar inner panel assembly and the sill beam assembly, this structure further opens up the main force transmission branch at the bottom through the third force transmission cavity, relying on the existing torsion box, to achieve all-round diversion and diffusion of frontal collision loads in the upper, middle, and lower layers. By coordinating the three force transmission paths to share the collision energy input from the front longitudinal beam assembly, the structure avoids the concentrated compression of the front bulkhead assembly by the load, significantly reducing the risk of inward intrusion deformation of the front bulkhead assembly, and effectively improving the overall impact resistance of the cabin and the safety redundancy of the passenger compartment.

[0022] In a further technical solution, the first reinforcing plate and / or the second reinforcing plate are provided with a reinforcing rib structure.

[0023] Beneficial effects: In this design, reinforcing ribs are installed on the first and / or second reinforcing plates to improve their resistance to bending and denting deformation, prevent premature deformation and failure of the two reinforcing plates under impact loads, and ensure the smooth flow of the two lateral force transmission channels corresponding to the first and second force transmission cavities. The reinforcing ribs can disperse localized stress concentration on the surface of the reinforcing plates, preventing cracking and damage. Moreover, the structural rigidity is improved without increasing the thickness of the reinforcing plates, which is beneficial for the lightweight design of the vehicle.

[0024] In a further technical solution, the first side of the longitudinal beam force transmission connecting plate is welded to the front longitudinal beam body.

[0025] Beneficial effects: The first side of the longitudinal beam force transmission connecting plate is welded to the front longitudinal beam body, which can ensure that the frontal collision load borne by the front longitudinal beam body is completely and reliably transmitted to the longitudinal beam force transmission connecting plate, avoiding the hidden danger of the front longitudinal beam body separating from the connecting plate and the force transmission channel breaking under impact conditions.

[0026] Secondly, the present invention provides a vehicle comprising the cabin force transmission structure described in any of the preceding claims.

[0027] The vehicle equipped with the cabin force transmission structure of this invention can effectively reduce the intrusion of the front bulkhead assembly toward the passenger compartment under frontal collision test conditions, effectively protecting the occupant survival space; the three-way cavity force transmission structure optimizes the vehicle's collision energy distribution and improves the vehicle's passive safety performance. Attached Figure Description

[0028] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the cabin force transmission structure and force transmission path in an embodiment of the present invention; Figure 2 This is a schematic diagram of the longitudinal beam force transmission connection plate and force transmission path in an embodiment of the present invention; Figure 3 This is a schematic diagram of the disassembled structure of the A-pillar inner plate body and the sill beam assembly in an embodiment of the present invention; Figure 4 This is a schematic diagram showing the disassembled structure of the front bulkhead assembly, the triangular bracing structure, the A-pillar inner panel assembly, and the sill beam assembly in an embodiment of the present invention. Figure 5This is a schematic diagram of the longitudinal beam force transmission connecting plate, torsion box and sill beam assembly in an embodiment of the present invention; Figure 6 yes Figure 2 Schematic diagram of section AA; Figure 7 yes Figure 2 Schematic diagram of the BB section.

[0030] In the picture: 11. Front longitudinal beam assembly; 111. Front longitudinal beam body; 112. Longitudinal beam force transmission connecting plate; 1121. First reinforcing rib; 1122. Second reinforcing rib; 1123. Third reinforcing rib; 1124. First side of longitudinal beam force transmission connecting plate; 1125. Second side of longitudinal beam force transmission connecting plate; 1126. First force transmission cavity; 1127. Second force transmission cavity; 1128. Third force transmission cavity; 12. A-pillar inner panel assembly; 121. A-pillar inner panel body; 122. First reinforcing plate; 123. Fourth force transmission cavity; 124. Fifth force transmission cavity; 13. Sill beam assembly; 131. Second reinforcing plate; 132. Sill beam body; 14. Front bulkhead assembly; 15. Triangular bracing structure; 16. Torque box. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0033] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" 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, a direct connection, or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0034] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0035] The following detailed description of the engine compartment force transmission structure and vehicle of the present invention, with reference to specific embodiments, illustrates this invention. The engine compartment force transmission structure in this embodiment can specifically be located in the engine compartment of a passenger car, new energy electric vehicle, or light commercial vehicle. This structure is adapted to frontal collision scenarios. When the front of the vehicle collides head-on with an obstacle, the engine compartment force transmission structure can divert and transmit the collision load borne by the front longitudinal beam in multiple paths, dispersing the impact pressure on the front bulkhead assembly and suppressing the collapse and intrusion of the front bulkhead towards the passenger compartment. This reduces the compression deformation of the passenger compartment and effectively protects the safety of the occupants.

[0036] like Figures 1 to 7 As shown, the cabin force transmission structure in this embodiment includes a front longitudinal beam assembly 11, a front bulkhead assembly 14, an A-pillar inner panel assembly 12, a torsion box 16, and a sill beam assembly 13. The front longitudinal beam assembly 11 consists of a front longitudinal beam body 111 and a longitudinal beam force transmission connecting plate 112. It should be noted that the front longitudinal beam body 111 is one of the main anti-collision load-bearing components of the vehicle body, located on the left and right sides of the cabin and extending along the X-direction of the vehicle. It has a hollow structure and is typically made of high-strength cold-rolled steel or hot-formed steel. In the event of a frontal collision, such as... Figure 1 As indicated by the arrow, the impact force is smoothly transmitted backward along the front longitudinal beam body 111 and is completely transferred to the longitudinal beam force transmission connecting plate 112 through the welded connection.

[0037] The longitudinal beam force transmission connecting plate 112 is a plate-shaped structure, which can be integrally formed by stamping process. The structure is generally rectangular, and the material can be high-strength steel plate. In this embodiment, the longitudinal beam force transmission connecting plate 112 is used to connect the front longitudinal beam body 111, the front bulkhead assembly 14, and the A-pillar inner panel assembly 12 to achieve rigid connection between various body load-bearing components. On the other hand, it also has a directional force transmission function, which can divert and transmit the frontal collision load input by the front longitudinal beam body 111 to the A-pillar inner panel assembly 12 or the sill beam assembly 13.

[0038] The front bulkhead assembly 14 is a partition structure inside the cabin used to separate the cabin body from the passenger compartment, and is used to isolate cabin components and block cabin noise and heat from being transmitted to the passenger compartment. The front bulkhead assembly 14 is usually a stamped irregular sheet metal part, with a first surface and a second surface facing away from each other along its thickness direction. The first surface faces the cabin side and is used to assemble and fix the longitudinal beam force transmission connecting plate 112, and the second surface faces the passenger compartment side and is used to arrange the triangular diagonal bracing structure 15 and connect to the A-pillar inner panel body 121.

[0039] The A-pillar inner panel assembly 12 includes the A-pillar inner panel body 121 and the built-in first reinforcing plate 122. The A-pillar inner panel body 121 is usually a hollow sheet metal cavity structure, used to form the main load-bearing frame of the A-pillar, to bear the collision load transmitted from the side of the front bulkhead, and the material is usually high-strength cold-rolled steel plate.

[0040] The first reinforcing plate 122 is disposed inside the cavity of the A-pillar inner panel body 121. It is typically made of high-strength stamped steel plate and is an overall plate-type reinforcement structure with reinforcing ribs. The first reinforcing plate 122 being installed inside the A-pillar inner panel body 121 means that it is embedded and fixed within the hollow cavity formed by the A-pillar inner panel body 121, and is fixedly connected to the inner wall of the A-pillar inner panel body by spot welding or bolt connection.

[0041] The longitudinal beam force transmission connecting plate 112 is fixed face-to-face to the first surface of the front bulkhead assembly 14 facing the engine compartment. The two can be connected face-to-face by spot welding, bolts, or other methods. The longitudinal beam force transmission connecting plate 112 has a first side 1124 and a second side 1125. The first side 1124 of the longitudinal beam force transmission connecting plate 112 is the edge line of the connecting plate near the front of the vehicle. It can be welded to the rear end face of the front longitudinal beam body 111 by continuous full welding to ensure that the collision load of the front longitudinal beam is transferred to the longitudinal beam force transmission connecting plate 112 along the ground. The second side 1125 of the longitudinal beam force transmission connecting plate 112 is the edge line of the longitudinal beam force transmission connecting plate 112 near the A-pillar of the vehicle body. It can be fixed to the edge of the inner panel assembly 12 of the A-pillar by segmented lap spot welding, bolts, or other methods to achieve rigid connection between the longitudinal beam force transmission connecting plate 112 and the A-pillar load-bearing structure, thereby opening up the force transmission path from the front longitudinal beam to the A-pillar.

[0042] In this embodiment, as Figure 3 As shown, the sill beam assembly 13 includes the sill beam body 132 and the second reinforcing plate 131. The sill beam body 132 is the main load-bearing sheet metal part at the vehicle sill. It is usually a hollow structure and is formed by stamping high-strength hot-formed steel plate.

[0043] The second reinforcing plate 131 is a plate-type reinforcing component, which can be made of high-strength cold-rolled steel plate and is connected to the inner plate of the A-pillar and the sill beam 132 by spot welding.

[0044] The longitudinal beam force transmission connecting plate 112 is integrally stamped and formed with a first reinforcing rib 1121, a second reinforcing rib 1122, and a third reinforcing rib 1123. The three reinforcing ribs extend along the direction from the first side 1124 to the second side 1125 of the longitudinal beam force transmission connecting plate 112, and the two ends of each reinforcing rib extend to the two sides adjacent to the longitudinal beam force transmission connecting plate 112.

[0045] The first reinforcing rib 1121, the second reinforcing rib 1122, and the third reinforcing rib 1123 are all elongated raised rib structures, arranged along the length direction from the first side 1124 of the longitudinal beam load-transfer connecting plate to the second side, and are spaced apart and arranged side by side on the plate surface. Each reinforcing rib is integrally stamped with the longitudinal beam connecting plate and is a raised rib structure that protrudes upward from the plate surface. The two ends of each reinforcing rib extend to positions close to the first side 1124 and the second side 1125 of the longitudinal beam load-transfer connecting plate 112, respectively.

[0046] Among them, such as Figure 6 As shown, the first reinforcing rib 1121 and the front panel assembly 14 together form the first force transmission cavity 1126, the second reinforcing rib 1122 and the front panel assembly 14 together form the second force transmission cavity 1127, and the third reinforcing rib 1123 together with the existing torsion box 16 and the front panel assembly 14 together form the third force transmission cavity 1128.

[0047] It should be noted that the torsion box 16 is an existing mature box-type sheet metal load-bearing structure used to connect the ends of the longitudinal beams and the sill beams to achieve load transfer in a turning direction. In a conventional front cabin structure, it is located at the intersection of the lower side of the front bulkhead, the lower end of the A-pillar, and the front end of the sill; specifically as follows... Figure 5 As shown, one end of the torsion box 16 is fixedly connected to the third side of the longitudinal beam force transmission connecting plate 112, and the other end is fixedly connected to the sill beam body 132, receiving the collision force transmitted from the third force transmission cavity 1128 and smoothly transmitting it to the sill beam body 132.

[0048] In this embodiment, the first reinforcing rib 1121, the second reinforcing rib 1122, and the third reinforcing rib 1123 on the longitudinal beam force transmission connecting plate 112, together with the front bulkhead assembly 14, form three sets of force transmission cavities: the first force transmission cavity 1126, the second force transmission cavity 1127, and the third force transmission cavity 1128, thus constructing a three-way diversion force transmission channel. Figure 1 and Figure 2As indicated by the arrows, the impact force is transmitted to the A-pillar side via the first force transmission cavity 1126 to the first reinforcing plate 122 inside the A-pillar inner panel assembly 12. The second force transmission cavity 1127 transmits the force to the sill beam body 132 via the A-pillar inner panel body 121 and the second reinforcing plate 131. The third force transmission cavity 1128 transmits the force to the sill beam body 132 in layers via the torsion box 16, thus changing the drawback of the existing structure where the front longitudinal beam body 111 is subjected to concentrated load compression of the front bulkhead assembly 14 after impact.

[0049] In this embodiment, the frontal collision load is diverted from the front longitudinal beam assembly 11 to the two main load-bearing frames of the vehicle body: the A-pillar inner panel assembly 12 and the sill beam assembly 13. This effectively distributes the impact force on the front bulkhead assembly 14, effectively reducing the intrusion of the front bulkhead assembly 14 into the passenger compartment under frontal collision conditions and improving the safety redundancy of the passenger compartment. Moreover, in this solution, the front longitudinal beam assembly 11, the front bulkhead assembly 14, the A-pillar inner panel assembly 12, the torsion box 16, and the sill beam assembly 13 are connected in series by the longitudinal beam force transmission connecting plate 112 to form an integrated force transmission layout, avoiding local stress concentration in the structure that could cause weld tearing failure.

[0050] In a further embodiment, such as Figure 4 As shown, the second surface of the front bulkhead assembly 14 is fitted with a triangular bracing structure 15, the A-pillar inner panel body 121 is welded and fixed to the triangular bracing structure 15, and the first reinforcing rib 1121 and the triangular bracing structure 15 are arranged opposite each other along the thickness direction of the front bulkhead.

[0051] It should be noted that the triangular bracing structure 15 is a fixed sheet metal structure in the existing cabin structure. It has a triangular frame shape and relies on the geometric stability of the triangle to achieve stress support. The material used for its preparation is high-strength cold-rolled steel plate. One side of the triangular bracing structure 15 is spot-welded to the second surface of the front bulkhead assembly 14, and the other side is welded to the A-pillar inner panel body. The triangular bracing structure 15 is precisely aligned with the first reinforcing rib 1121 in the plate thickness direction, which can form a back rigid support to the front bulkhead assembly 14 from the side of the passenger compartment.

[0052] Moreover, the triangular bracing structure 15 in this embodiment can play a role in force transmission and transition, and can build a force transmission branch from the front bulkhead assembly 14 to the triangular bracing structure 15 to the A-pillar, thereby improving the overall impact resistance of the vehicle's front compartment frame.

[0053] In a further embodiment, the front bulkhead assembly 14 has a through hole at the position corresponding to the first force transmission cavity 1126. The longitudinal beam force transmission connecting plate 112 and the first reinforcing plate 122 are placed on both sides of the through hole. The through hole is filled with solder to weld the two together, thus opening up the force transmission channel across the front bulkhead.

[0054] In this embodiment, the front bulkhead assembly 14 has a through hole that extends through the thickness. The longitudinal beam force transmission connecting plate 112 and the first reinforcing plate 122 are respectively disposed on both sides of the through hole and are welded and fixed by filling the through hole with solder. This opens up the load transmission channel through the front bulkhead assembly 14. The collision force output by the first force transmission cavity 1126 can be directly transmitted to the rear first reinforcing plate 122 through the through hole solder node, avoiding the collision load from being retained on the surface of the front bulkhead assembly 14 and causing local pressure and indentation.

[0055] In a further embodiment, such as Figure 7 As shown, the first reinforcing plate 122 and the A-pillar inner panel body 121 enclose and form a fourth force transmission cavity 123. The end of the first force transmission cavity 1126 and the front end of the fourth force transmission cavity 123 are connected along the direction of the collision force to achieve load relay transmission. The first reinforcing plate 122 is embedded inside the A-pillar inner panel body 121, forming a cavity with the inner wall of the A-pillar inner panel body 121. The direction of the cavity is consistent with the direction of the frontal collision load transmission, achieving no misalignment of the cavity connection. During the collision, the impact load output through the first force transmission cavity 1126 can be accurately channeled into the fourth force transmission cavity 123, completing the secondary buffering and diversion of the load.

[0056] In this embodiment, the collision load output from the first force transmission cavity 1126 can be smoothly introduced into the fourth force transmission cavity 123, where the impact energy is dispersed and dissipated by the high-strength frame of the A-pillar inner panel assembly 12. Furthermore, the multi-stage cavity segmented buffering reduces the peak impact load, further suppressing the inward intrusion deformation of the front bulkhead assembly 14. After the load enters the fourth force transmission cavity 123, part of the energy is dispersed to the entire A-pillar inner panel body 121 through the cavity wall, while the other part is dissipated through micro-deformation of the cavity. By utilizing the multi-stage buffering layout of the first force transmission cavity 1126 and the fourth force transmission cavity 123 connected in series, the instantaneous impact force directly acting on the front bulkhead assembly 14 is effectively reduced, continuously constraining the inward concave deformation of the front bulkhead assembly 14 from a structural perspective, thereby effectively reducing the intrusion of the passenger compartment and improving the overall vehicle collision safety redundancy.

[0057] In a further embodiment, such as Figure 7 As shown, the inner plate body 121 of the A-pillar and the sill beam body 132 are fixed at both ends of the second reinforcing plate 131, and the three together form a closed fifth force transmission cavity 124, and the force transmission starting end of the fifth force transmission cavity 124 corresponds to the force transmission ending position of the second force transmission cavity 1127.

[0058] In this embodiment, the second reinforcing plate 131 is arranged in the connection area between the inner plate body 121 of the A-pillar and the sill beam body 132. Its first side is connected to the inner side wall of the inner plate body 121 of the A-pillar and is directly opposite the force transmission end of the second force transmission cavity 1127. Its second side is stably fixed to the front end of the sill beam body 132. Through the cross-joining assembly structure of the second reinforcing plate 131, it cooperates with the plate surfaces of the inner plate body 121 of the A-pillar and the sill beam body 132 to form the fifth force transmission cavity 124.

[0059] In this embodiment, the frontal collision load output from the second force transmission cavity 1127 can be introduced into the fifth force transmission cavity 124 along a preset force transmission path, achieving directional diversion and slow diffusion of the load. The collision load entering the fifth force transmission cavity 124 can be simultaneously transmitted bidirectionally to the A-pillar inner panel assembly 12 and the sill beam body 132. At the same time, the second reinforcing plate 131 spans between the A-pillar inner panel body 121 and the sill beam body 132, constructing an integrated force transmission structure for the A-pillar and sill to bear loads together, effectively strengthening the ability of the vehicle side frame to bear and distribute frontal collision loads. Through the cavity buffering and load diversion effect of the fifth force transmission cavity 124, the collision impact energy can be further dissipated, reducing the concentrated squeezing effect of the collision load on the front bulkhead assembly 14, effectively suppressing the inward collapse and intrusion of the front bulkhead assembly 14, and comprehensively improving the safety protection performance of the passenger compartment under frontal collision conditions.

[0060] In a further embodiment, the longitudinal beam force transmission connecting plate 112 has a third side between its first side and second side. The third side is fixed to the surface of the existing torsion box 16. The end of the torsion box 16 is rigidly welded or bolted to the sill beam body 132, thereby realizing that the load of the third force transmission cavity 1128 is transmitted to the sill beam body 132 through the torsion box 16.

[0061] It should be noted that the torque box 16 is a common force transmission structure in the existing vehicle body. This solution uses the existing torque box 16 as a transfer load-bearing component, so that the third side of the longitudinal beam force transmission connecting plate 112 is fixedly connected to the existing torque box 16, and the end of the torque box 16 near the sill beam body 132 is rigidly connected to the sill beam body 132; the collision load output by the third force transmission cavity 1128 can be turned and transmitted to the sill beam body 132 through the existing torque box 16, forming an independent bottom force transmission channel.

[0062] This embodiment combines the force transmission path from the first force transmission cavity 1126 to the A-pillar inner panel assembly 12, and the lateral force transmission path from the second force transmission cavity 1127 to the A-pillar inner panel assembly and sill beam assembly 13. The structure further expands the bottom main force transmission path through the third force transmission cavity 1128, relying on the existing torsion box 16, achieving all-round diversion and diffusion of frontal collision loads across the upper, middle, and lower layers. By coordinating the three force transmission paths to share the collision energy input from the front longitudinal beam assembly 11, the concentrated load compression of the front bulkhead assembly 14 is avoided, significantly reducing the risk of inward deformation of the front bulkhead assembly 14, and effectively improving the overall impact resistance of the cabin and the safety redundancy of the passenger compartment.

[0063] In a further embodiment, the surfaces of the first reinforcing plate 122 and / or the second reinforcing plate 131 are stamped with reinforcing ribs to improve the structural strength of the two reinforcing plates and prevent them from bending under load.

[0064] In this design, reinforcing ribs are arranged on the first reinforcing plate 122 and / or the second reinforcing plate 131, which can improve the bending and denting resistance of the first reinforcing plate 122 and / or the second reinforcing plate 131, prevent the two reinforcing plates from deforming and failing prematurely under collision load, and continuously ensure the smooth flow of the two lateral force transmission channels corresponding to the first force transmission cavity 1126 and the second force transmission cavity 1127. The reinforcing ribs can disperse the local concentrated stress on the surface of the reinforcing plate and prevent the plate from cracking and breaking. Moreover, the structural rigidity is improved without increasing the thickness of the reinforcing plate, which is beneficial to the lightweight design of the whole vehicle.

[0065] This invention also provides a vehicle including the cabin force transmission structure described in any of the above embodiments. The vehicle can be a passenger car, a new energy electric vehicle, a light commercial vehicle, or other similar vehicle. During vehicle assembly, the cabin force transmission structure is installed on the vehicle's cabin frame. When a frontal collision occurs, the impact load borne by the front longitudinal beam body 111 is completely transferred to the longitudinal beam force transmission connecting plate 112 through the welded edge. The load is divided into three paths through three sets of force transmission cavities: one path is transmitted through the first force transmission cavity 1126 through the front bulkhead through hole to the first reinforcing plate 122, and then distributed to the A-pillar inner panel assembly 12 through the fourth force transmission cavity 123; another path is transmitted through the second force transmission cavity 1127 to the second reinforcing plate 131, and then diverted to the A-pillar inner panel assembly 12 and the sill beam assembly 13 by relying on the fifth force transmission cavity 124; the remaining path is transmitted directly to the sill beam body 132 through the third force transmission cavity 1128 with the help of the existing torsion box 16. The upper, middle and lower paths simultaneously share the collision load, effectively reducing the compression load on the front bulkhead assembly 14 and reducing the intrusion of the front bulkhead into the passenger compartment.

[0066] The above are only preferred embodiments of the present invention. The vehicle is not limited to passenger cars, but can also be adapted to new energy commercial vehicles and other models. The thickness of each plate and the size of the reinforcing ribs can be flexibly adjusted according to the lightweight requirements of the vehicle model.

[0067] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A cabin force transmission structure, characterized in that, Including the front longitudinal beam assembly (11), the front bulkhead assembly (14), the A-pillar inner panel assembly (12), the torsion box (16), and the sill beam assembly (13). The front longitudinal beam assembly (11) includes a front longitudinal beam body (111) and a longitudinal beam force transmission connecting plate (112). The longitudinal beam force transmission connecting plate (112) is fixed to the front bulkhead assembly (14). The longitudinal beam force transmission connecting plate (112) has a first side and a second side. The first side is fixedly connected to the front longitudinal beam body (111), and the second side is fixedly connected to the edge of the A-pillar inner panel assembly (12). The A-pillar inner panel assembly (12) includes an A-pillar inner panel body (121) and a first reinforcing plate (122) disposed inside the A-pillar inner panel body (121). The sill beam assembly (13) includes a sill beam body (132) and a second reinforcing plate (131), the second reinforcing plate (131) being fixedly connected between the sill beam body (132) and the inner plate body (121) of the A-pillar; The longitudinal beam force transmission connecting plate (112) is provided with a first reinforcing rib (1121), a second reinforcing rib (1122) and a third reinforcing rib (1123) extending along its first side to its second side. The first reinforcing rib (1121) and the front bulkhead assembly (14) enclose a first force transmission cavity (1126), which is used to transmit the front collision force to the first reinforcing plate (122). The second reinforcing rib (1122) and the front bulkhead assembly (14) enclose a second force transmission cavity (1127), which is used to transmit the front collision force to the second reinforcing plate (131). The third reinforcing rib (1123) together with the torsion box (16) and the front panel assembly (14) form a third force transmission cavity (1128), which is used to transmit the front collision force to the sill beam body (132).

2. The cabin force transmission structure according to claim 1, characterized in that, The first reinforcing rib (1121), the second reinforcing rib (1122), and the third reinforcing rib (1123) are all integrally stamped with the longitudinal beam force transmission connecting plate (112); The first reinforcing rib (1121), the second reinforcing rib (1122) and the third reinforcing rib (1123) extend to the first side (1124) and the second side near the longitudinal beam force transmission connecting plate, respectively.

3. The cabin force transmission structure according to claim 1, characterized in that, The front bulkhead assembly (14) has a first surface and a second surface opposite to each other along its thickness direction; The longitudinal beam force transmission connecting plate (112) is fixedly connected to the first surface; The second surface is provided with a triangular bracing structure (15), the A-pillar inner plate body (121) is fixedly connected to the triangular bracing structure (15), and the first reinforcing rib (1121) and the triangular bracing structure (15) correspond to each other in the thickness direction of the front bulkhead assembly (14).

4. The cabin force transmission structure according to claim 3, characterized in that, The front bulkhead assembly (14) has a through hole extending along its thickness direction. The longitudinal beam force transmission connecting plate (112) and the first reinforcing plate (122) are respectively disposed on both sides of the through hole. The longitudinal beam force transmission connecting plate (112) is welded and fixed to the first reinforcing plate (122) through the solder filling the through hole.

5. The cabin force transmission structure according to claim 4, characterized in that, The first reinforcing plate (122) and the inner plate body (121) of the A-pillar form a fourth force transmission cavity (123); the force transmission end of the first force transmission cavity (1126) and the force transmission front end of the fourth force transmission cavity (123) correspond to each other along the transmission direction of the forward collision force, so that the forward collision force output by the first force transmission cavity (1126) is transmitted to the fourth force transmission cavity (123).

6. The cabin force transmission structure according to claim 1, characterized in that, The second reinforcing plate (131) has a first side and a second side. The first side of the second reinforcing plate (131) is connected to the inner plate body (121) of the A-pillar and corresponds to the force transmission end of the second force transmission cavity (1127) along the direction of force transmission. The second side of the second reinforcing plate (131) is fixed to the sill beam body (132). The second reinforcing plate (131), the inner plate body of the A-pillar (121), and the sill beam body (132) together form a fifth force transmission cavity (124).

7. The cabin force transmission structure according to claim 1, characterized in that, The longitudinal beam force transmission connecting plate (112) has a third side located between its first side and second side, and the third side is fixedly connected to the torsion box (16). The torsion box (16) is fixedly connected to the sill beam body (132) at one end near the sill beam body (132).

8. The cabin force transmission structure according to claim 1, characterized in that, The first reinforcing plate (122) and / or the second reinforcing plate (131) are provided with reinforcing rib structures.

9. The cabin force transmission structure according to claim 1, characterized in that, The first side (1124) of the longitudinal beam force transmission connecting plate is welded to the front longitudinal beam body (111).

10. A vehicle, characterized in that, Includes the cabin force transmission structure as described in any one of claims 1-9.

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