Front cabin structure, vehicle body structure, and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a front compartment structure, a vehicle body structure and a vehicle. The front compartment structure comprises a front anti-collision beam assembly, a front bulkhead and a front compartment longitudinal beam. The front end of the front compartment longitudinal beam is connected with the front anti-collision beam assembly, and the rear end of the front compartment longitudinal beam is connected with the front bulkhead. In the front-rear direction of the vehicle, the front compartment longitudinal beam comprises a first section and a second section which are connected in sequence. The two ends of the first section are connected with the front anti-collision beam assembly and the second section respectively, the two ends of the second section are connected with the first section and the front bulkhead respectively, the first section is configured as a steel piece, and the second section is configured as an aluminum alloy piece. The front compartment structure further comprises a first reinforcing piece. The first reinforcing piece is arranged on the first section and is connected with the first section and the second section. In the left-right direction of the vehicle, the first section, the second section and the first reinforcing piece partially overlap. The front compartment structure according to the application improves the collision safety.

Description

Technical Field

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

[0002] With the trends of vehicle electrification and fastback styling, the demand for "short front overhang and long wheelbase" in passenger vehicles is becoming increasingly urgent. The "energy absorption-load bearing" dilemma under the short front overhang layout: In short front overhang models, the distance from the center of the front wheel to the front bumper is extremely compressed, resulting in a very short crumple zone of the energy absorption box and the front section of the longitudinal beam. This makes it impossible to simultaneously meet the low load requirements for low-speed pedestrian protection and the high load energy absorption requirements for high-speed collisions.

[0003] Therefore, improving the collision safety of vehicle body structures is a pressing technical problem that needs to be solved today. Summary of the Invention

[0004] This application provides a front compartment structure, a body structure, and a vehicle, and the body structure according to this application improves collision safety.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, embodiments of this application provide a front compartment structure, including a front bumper beam assembly, a front bulkhead, and a front compartment longitudinal beam; the front end of the front compartment longitudinal beam is connected to the front bumper beam assembly, and the rear end of the front compartment longitudinal beam is connected to the front bulkhead; along the longitudinal direction of the vehicle, the front compartment longitudinal beam includes a first segment and a second segment connected in sequence, the two ends of the first segment are respectively connected to the front bumper beam assembly and the second segment, and the two ends of the second segment are respectively connected to the first segment and the front bulkhead; the first segment is constructed of steel, and the second segment is constructed of aluminum alloy; wherein, the front compartment structure also includes a first reinforcing member, the first reinforcing member is disposed on the first segment and simultaneously connected to the first segment and the second segment, and along the left-right direction of the vehicle, the first segment, the second segment, and the first reinforcing member partially overlap.

[0006] According to the front compartment structure proposed in the first aspect of this application, it simultaneously meets the low load requirements for low-speed pedestrian protection and the high load energy absorption requirements for high-speed collisions within an extremely short stroke. It can achieve a gradual transition in stiffness at the joint between dissimilar steel and aluminum materials without the need to increase the extension length of the longitudinal beams in the front and rear directions. By utilizing the space in the left and right directions to strengthen the joint, it solves the collision safety problem caused by insufficient front and rear space under the short front overhang. Without encroaching on the front and rear arrangement space of the front compartment, it solves the problems of abrupt stiffness change, stress concentration and easy fracture caused by direct docking of different materials.

[0007] Optionally, the first segment includes a first outer panel and a first inner panel connected sequentially along the left-right direction of the vehicle. The first outer panel and the first inner panel enclose a first cavity. A first reinforcing member is disposed in the first cavity. Along the front-rear direction of the vehicle, one end of the first outer panel is connected to one end of the first inner panel and disposed in the front anti-collision beam assembly. The other end of the first outer panel is connected to the other end of the first inner panel and disposed in the second segment.

[0008] In the above scheme, the structure can provide sufficient impact resistance within the limited cross-sectional space of the short front overhang without expanding the layout space, and efficiently utilize the limited space of the front compartment to resist the intrusion of collision deformation into the passenger compartment.

[0009] Optionally, the first outer panel and the first inner panel each have a first side wall and a second side wall. Along the left and right direction of the vehicle, the first side wall and the second side wall are opposite to each other and spaced apart. The second section also has a third side wall, and part of the third side wall is attached and fixed to the second side wall. The first reinforcing member includes a first plate portion, a second plate portion, and a third plate portion connected in sequence. The first plate portion is attached and fixed to the first side wall, and the third plate portion is attached and fixed to the second side wall.

[0010] In the above scheme, the structure significantly increases the effective force transmission area of ​​the connection interface, which can effectively disperse the stress concentration in the connection area and avoid brittle fracture failure of the docking interface under collision load.

[0011] Optionally, the forward compartment structure also includes a first fastener and a second fastener, the first fastener passing through the first sidewall, the first plate, the second section and the third sidewall, and the second fastener passing through the third plate, the second sidewall and the third sidewall.

[0012] In the above scheme, the above structure can make the steel-aluminum lap interface fit tightly, significantly improve the shear force transmission capacity of the interface, make the force transmission load of the lap area evenly distributed along the circumferential direction of the cross section, and further enhance the structural integrity and impact resistance reliability of the steel-aluminum connection.

[0013] Optionally, the front compartment structure also includes a second reinforcing member disposed in the first cavity. The upper end of the second reinforcing member is connected to the upper end of the first outer panel and the upper end of the first inner panel, and the lower end of the second reinforcing member is connected to the lower end of the first outer panel and the lower end of the first inner panel. Along the left-right direction of the vehicle, at least a portion of the second reinforcing member is attached to the first side wall.

[0014] In the above scheme, the above structure can form a stable vertical support force transmission path inside the box section, which significantly improves the bending stiffness and distortion resistance of the first box beam section.

[0015] Optionally, the front compartment structure also includes a front side beam inner panel and a third reinforcing member. The front side beam inner panel is disposed on the front bulkhead and extends forward along the vertical direction of the vehicle. One end of the third reinforcing member is disposed on the front side beam inner panel, and the other end of the third reinforcing member is disposed on the first side wall.

[0016] In the above scheme, the above structure can effectively share the bearing pressure of the main longitudinal beam, reduce the peak load of key force transmission nodes such as steel-aluminum connection section, and improve the impact resistance redundancy of the overall force transmission structure.

[0017] Optionally, the front bumper beam assembly includes a main bumper beam and a secondary bumper beam, with the main bumper beam located at the front end of the longitudinal beam of the front compartment along the longitudinal direction of the vehicle; Along the vertical direction of the vehicle, the sub-collision beam is located below the main collision beam. The front compartment structure also includes a subframe, which is fixed to the first and second sections. The sub-collision beam is connected to the front end of the subframe.

[0018] In the above solution, the structure can expand the height coverage of the front collision, adapt to collision objects of different heights, cope with different collision conditions, and improve collision safety.

[0019] Secondly, this application proposes a vehicle body structure, including the front compartment structure and tower pack as described in any one of the claims, wherein the second section includes a first sub-section located on the front side of the front bulkhead and a second sub-section located on the rear side of the front bulkhead; along the longitudinal direction of the vehicle, the tower pack is disposed on the rear side of the front bulkhead and fixedly connected to the second sub-section.

[0020] In the above scheme, the shock absorber tower is moved into the compartment, directly freeing up the X-axis length of the front engine compartment. This is extremely beneficial for the fastback design and long wheelbase of the vehicle. At the same time, this structure extends the effective force transmission and energy absorption stroke of the longitudinal beams to the rear side of the front bulkhead. Without increasing the axial length of the front overhang or encroaching on the space for front compartment components, it extends the path of collision energy dissipation, alleviates the limitation of insufficient energy absorption space in the short front compartment, and is highly adaptable to the needs of a compact front compartment layout.

[0021] Optionally, the first segment, the second segment, and the tower structure are integrally formed.

[0022] In the above scheme, the above structure eliminates the splicing interface and connection node between the first sub-segment, the second sub-segment and the tower package, so that the longitudinal beam segment that runs through the front bulkhead and the rear tower package form a continuous and unbroken integral load-bearing skeleton, effectively avoiding the risk of connection failure such as weld cracking and fastener shearing failure during the collision.

[0023] Optionally, the vehicle body structure also includes a first longitudinal beam, a second longitudinal beam, and a third longitudinal beam. There are two front longitudinal beams, which are spaced apart along the left and right direction of the vehicle. The front end of the first longitudinal beam is connected to the front bulkhead and the corresponding second sub-section, and the front end of the third longitudinal beam is connected to the front bulkhead and the corresponding second sub-section. Along the left and right direction of the vehicle, the second longitudinal beam is located between the first and third longitudinal beams, and the front end of the second longitudinal beam is connected to the front bulkhead.

[0024] In the above scheme, the impact force of the collision on the front bulkhead can be dispersed and transmitted to the rearward simultaneously through the three longitudinal beams, reducing the peak load of a single main longitudinal beam and preventing the main longitudinal beam from collapsing prematurely due to overload; at the same time, the longitudinal support at multiple points can constrain the overall bending deformation of the front bulkhead, significantly reducing the intrusion depth of the front of the occupant compartment and ensuring the integrity of the occupant survival space.

[0025] Optionally, the vehicle body structure also includes a sill beam assembly, which includes a sill beam body and a first connecting plate, a second connecting plate and a third connecting plate disposed on the sill beam body. The first connecting plate is adapted to be connected to the rear wheel arch and is constructed of steel. The second connecting plate is adapted to be connected to the battery pack crossbeam and is constructed of aluminum alloy. The third connecting plate is adapted to be connected to the B-pillar and is constructed of steel.

[0026] In the above solution, the stress on the aluminum extruded sill beam body is resolved by the toughness of the steel plate and then transferred to the rear wheel arch. This fundamentally eliminates the "nodal stress concentration" when dissimilar materials collide. When an offset side collision or rear-end collision occurs and the sill beam body is crushed, the three-layer overlapping node can lock the rear of the sill, preventing the sill beam body from "knee-bending" backward and ensuring the integrity of the survival space at the rear of the passenger compartment.

[0027] Thirdly, embodiments of this application propose a vehicle including any of the front compartment structures or any of the body structures described in any one of the claims.

[0028] The vehicle according to the third aspect of this application has improved collision safety due to the inclusion of the front compartment structure or the body structure described in any one of the claims.

[0029] The beneficial effects of this application are as follows: It solves the core technical problems in the prior art where the short front overhang compresses the energy absorption space and the direct connection of dissimilar materials such as steel and aluminum leads to discontinuous stiffness of the collision force transmission path and easy breakage. It constructs a complete collision force flow channel with gradually changing stiffness from front to rear and no abrupt nodes. On the one hand, under high-speed frontal collision conditions, the collision load can be smoothly transmitted to the rear along the longitudinal beam structure with gradually changing stiffness, efficiently dissipating collision energy in the limited front compartment space, significantly reducing the intrusion of the passenger compartment, and improving the collision safety protection level of the occupants. On the other hand, under low-speed pedestrian collision conditions, it can effectively absorb the collision impact energy and avoid the excessive stiffness of the front structure from causing hard impact injuries to pedestrians. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the specific embodiments of this application or 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 this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the overall structure of the vehicle body structure in some embodiments of this application; Figure 2 This is a front view structural diagram of the forward cabin structure in some embodiments of this application; Figure 3 for Figure 2 Schematic diagram of the cross-sectional structure along the AA direction; Figure 4 for Figure 3 Enlarged structural diagram at point B; Figure 5 This is a schematic diagram of the front cabin structure without the first outer panel in some embodiments of this application; Figure 6 for Figure 5 A magnified structural diagram at point C.

[0032] [Explanation of Labels in the Attached Image] 1000. Fore-cabin structure; 100. Front bumper beam assembly; 110. Main bumper beam; 120. Secondary bumper beam; 200. Front panel; 300. Fore-cabin longitudinal beams; 310. First section; 311. First outer panel; 311a. First side wall; 312. First inner panel; 312a. Second side wall; 313. First cavity; 320. Second segment; 321. Third sidewall; 322. First sub-segment; 323. Second sub-segment; 400. First reinforcing member; 410. First plate section; 420. Second plate section; 430. Third plate section; 510, First fastener; 520, Second fastener; 600. Second reinforcing component; 700. Front beam inner plate; 800, Third Reinforcing Component; 900, Subframe; 2000, Tower Bag; 3000, First longitudinal beam; 4000, Second longitudinal beam; 5000, Third longitudinal beam; 6000, Sill beam assembly; 6100, Sill beam body; 6200, First connecting plate; 6300, Second connecting plate; 6400, Third connecting plate; X represents the vehicle's forward / backward direction; Y represents the vehicle's left / right direction; Z represents the vehicle's up / down direction. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0035] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0036] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation" and "connection" 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 direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0037] With the trends of vehicle electrification and fastback styling, the demand for "short front overhang and long wheelbase" in passenger vehicles is becoming increasingly urgent. However, existing body structures face the following technical challenges in achieving a short front overhang: 1. Those skilled in the art generally believe that, at this point, using either steel (which is resistant to yielding but has unstable crushing force) or aluminum alloy (which absorbs energy smoothly but has insufficient bending stiffness) as a single material cannot simultaneously meet the low load requirements for low-speed pedestrian protection and the high load energy absorption requirements for high-speed collisions within an extremely short stroke. Therefore, a hybrid structure of "steel in the front and aluminum in the back" becomes inevitable, but this solution introduces a second, more serious problem.

[0038] 2. The "stiffness cliff" and fracture risk of steel-aluminum hybrid systems (a technical bias not addressed by existing technologies): There is a significant difference in the elastic modulus of steel (approximately 210 GPa) and aluminum alloy (approximately 70 GPa). In short front overhangs, due to the extremely short energy-absorbing box, the peak impact force will hit the steel-aluminum interface extremely rapidly. An inherent technical bias in the hands of those skilled in the art is that under such a severe impact, a direct or simple connection between steel and aluminum will inevitably lead to a "stiffness cliff," resulting in tearing or "knee-bending" fracture at the weld or FDS (flow-drilled bolt) connection point, failing to guarantee the integrity of the passenger compartment. Therefore, most manufacturers abandon steel-aluminum hybrid systems in short front overhang models, instead adopting an all-steel ultra-high-strength hot-formed solution (high cost and weight).

[0039] 3. The "brittle fracture at the joint" problem of dissimilar materials in the door sill during side impacts: To reduce weight, the door sill uses extruded aluminum profiles, but its rear end must be connected to the steel rear wheel arch / rear floor. In traditional solutions, the direct overlap between aluminum and steel is prone to brittle peeling at the joint point during side impacts or rear-end collisions due to inconsistent deformation modes. This prevents the door sill from transferring force to the rear structure, resulting in excessive intrusion into the passenger compartment.

[0040] In view of this, in order to improve the collision safety of the vehicle body structure, this application proposes a vehicle body structure in which the front compartment longitudinal beam includes a first section and a second section connected in sequence. The first section is made of steel and the second section is made of aluminum alloy. The front compartment structure also includes a first reinforcing member, which is disposed in the first section and connected to both the first and second sections. Along the left-right direction of the vehicle, the first section, the second section and the first reinforcing member partially overlap. When the front compartment space of the vehicle is small, it can effectively improve the continuity of collision force transmission and the impact resistance of the front compartment longitudinal beam, and enhance the collision safety performance of the vehicle body structure. The overlapping structure formed by the first reinforcing member and the first and second sections along the left-right direction can effectively improve the problem of abrupt stiffness change caused by direct connection of dissimilar materials such as steel and aluminum, reduce stress concentration in the connection area, and prevent brittle fracture failure of the connection part during the collision force transmission. On the one hand, under high-speed frontal collision conditions, the collision load can be smoothly transmitted to the rear along the longitudinal beam structure with gradually changing stiffness, efficiently dissipating collision energy in the limited front compartment space, significantly reducing the intrusion of the passenger compartment, and improving the collision safety protection level of the occupants.

[0041] On the other hand, under low-speed pedestrian collision conditions, it can effectively absorb the impact energy of the collision and avoid the excessive stiffness of the front structure from causing hard impact injuries to pedestrians; at the same time, the overlapping transition structure with gradually changing stiffness can buffer and attenuate the collision force in the longitudinal beams step by step, avoiding the local rigid recoil from aggravating pedestrian damage. While ensuring the basic integrity of the front structure, it can effectively reduce the degree of injury to pedestrians in a collision and improve the pedestrian protection performance of the vehicle body structure.

[0042] In other words, in order to solve the core technical problem in the prior art that the short front overhang compresses the energy absorption space and the direct connection of dissimilar materials such as steel and aluminum leads to discontinuous stiffness of the collision force transmission path and easy breakage, this application constructs a complete collision force flow channel with gradually changing stiffness from front to back and no abrupt nodes.

[0043] The following describes a vehicle body structure proposed in an embodiment of this application with reference to the accompanying drawings.

[0044] like Figure 1 , Figure 2 and Figure 3 As shown, a front cabin structure 1000 according to the first aspect of this application includes a front anti-collision beam assembly 100, a front bulkhead 200, and a front cabin longitudinal beam 300.

[0045] Along the front-rear direction X of the vehicle, the front compartment longitudinal beam 300 includes a first section 310 and a second section 320 connected in sequence. The two ends of the first section 310 are connected to the front anti-collision beam assembly 100 and the second section 320, respectively. The two ends of the second section 320 are connected to the first section 310 and the front bulkhead 200, respectively. The first section 310 is made of steel, and the second section 320 is made of aluminum alloy.

[0046] The first section 310 serves as the front load-bearing section of the front longitudinal beam 300. It connects to the front anti-collision beam assembly 100 at the front end and the second section 320 at the rear end. It adopts a steel structure with high yield strength and impact stiffness, and can stably bear the impact load transmitted by the anti-collision beam in the event of a frontal collision.

[0047] Within the limited axial length defined by the short front overhang, the first segment 310 of the steel structure with high load-bearing stiffness can stably bear the initial impact load without relying on a long crumple zone. It can absorb and transfer the collision force within a relatively short longitudinal distance, avoiding premature collapse of the front structure and intrusion into the passenger compartment due to insufficient stiffness and insufficient energy absorption space. It efficiently utilizes the limited space at the front to bear the collision load function.

[0048] The second section 320 connects the first section 310 and the front bulkhead 200. It adopts an aluminum alloy structure with excellent deformation energy absorption characteristics. During the process of the collision load being transmitted backward, it can fully dissipate the collision energy through controllable and orderly collapse deformation, and significantly reduce the impact load transmitted to the front bulkhead 200.

[0049] Within the limited distance of the short front overhang, the aluminum alloy structure per unit length can dissipate more collision energy. The target energy absorption requirement can be achieved without increasing the longitudinal dimension of the longitudinal beam. It can fully utilize the deformation energy absorption function in the limited front compartment space and effectively reduce the impact load transmitted to the front bulkhead at 200.

[0050] It can reduce the intrusion and peak acceleration of the passenger compartment, and at the same time, it can buffer the hard impact on pedestrians through moderate deformation, thus meeting the dual safety requirements of high-speed collision energy absorption and low-speed pedestrian protection within the limited front overhang space.

[0051] The front compartment structure 1000 also includes a first reinforcing member 400, which is disposed on the first segment 310 and connected to both the first segment 310 and the second segment 320. Along the left-right direction Y of the vehicle, the first segment 310, the second segment 320, and the first reinforcing member 400 partially overlap. This effectively mitigates the abrupt stiffness change caused by the direct connection of dissimilar steel and aluminum materials, disperses stress concentration in the connection area, and prevents brittle fracture failure at the connection interface during a collision.

[0052] This design eliminates the need to extend the longitudinal beams in the fore-and-aft direction, allowing for a gradual transition in stiffness at the joint between dissimilar steel and aluminum materials. By utilizing the space in the left and right directions to strengthen the joint, it addresses the collision safety issues caused by insufficient space in the fore-and-aft direction under the short front overhang. Without encroaching on the fore-and-aft layout space of the front compartment, it solves the problems of abrupt stiffness changes, stress concentration, and easy breakage caused by direct connection of different materials. It ensures continuous transmission of collision force while meeting the compact layout requirements of the short front compartment.

[0053] The overlapping section can form a force transmission path with gradually transitioning stiffness from front to back, so that the collision load can be smoothly and continuously transferred from the first steel section 310 to the second aluminum alloy section 320. This fully utilizes the structural performance of the two longitudinal beams, constructs a continuous and complete collision force flow channel, and comprehensively improves the collision force transmission stability and structural impact resistance of the front compartment longitudinal beam 300.

[0054] In some embodiments, such as Figure 1 and 4 As shown, the first segment 310 includes a first outer panel 311 and a first inner panel 312 connected sequentially along the left-right direction Y of the vehicle. The first outer panel 311 and the first inner panel 312 enclose a first cavity 313. A first reinforcing member 400 is disposed in the first cavity 313. Along the front-rear direction X of the vehicle, one end of the first outer panel 311 is connected to one end of the first inner panel 312 and disposed in the front anti-collision beam assembly 100. The other end of the first outer panel 311 is connected to the other end of the first inner panel 312 and disposed in the second segment 320.

[0055] It can achieve extremely high axial load stiffness and bending and torsional strength within a limited cross-sectional size. In the compact front compartment space with a short front overhang, it can stably bear the impact load transmitted by the anti-collision beam in the initial stage of a frontal collision without increasing the length and outer dimensions of the longitudinal beam. It effectively resists the intrusion of collision deformation towards the passenger compartment, efficiently utilizes the limited space at the front to bear the collision load and force flow introduction function, and adapts to the spatial constraints of a short front compartment.

[0056] The first reinforcing member 400 is placed inside the first cavity 313, making full use of the internal cavity space of the first section 310 to complete the arrangement of the reinforcing structure. It overlaps with the first section 310 and the second section 320 in the left-right direction Y of the vehicle without occupying additional left-right and front-back space outside the longitudinal beam, thus meeting the compact layout requirements of the short front compartment.

[0057] By tapping into the potential of internal space, the stiffness of the steel-aluminum joint area is reinforced. The internal overlap in the left-right Y direction of the vehicle compensates for the insufficient energy absorption space in the front-rear direction under the short front overhang, without encroaching on the installation space of surrounding components, thus solving the problem of abrupt stiffness change at the joint of different materials.

[0058] In a specific embodiment, after the first inner plate 312 and the first outer plate 311 are stamped and formed, they are sealed by continuous resistance spot welding along the long side and structural sealant to form a closed variable cross-section box beam.

[0059] The closed variable cross-section box girder structure, thanks to the mechanical properties of its closed section, possesses extremely high axial load-bearing stiffness and bending and torsional resistance. Within the limited cross-sectional space of the short front overhang, it can provide sufficient impact load-bearing capacity without expanding the layout space, efficiently utilizing the limited space of the front compartment to prevent collision deformation from intruding into the passenger compartment. At the same time, the stiffness gradient design of the variable cross-section can achieve a smooth transition of stiffness between the front and rear ends. The stiffness is higher at the front end where it connects to the front anti-collision beam, stably bearing the initial impact load. The stiffness gradually decreases at the rear end where it connects to the second aluminum alloy section 320. Combined with the lap reinforcement of the first reinforcement member 400, the stiffness abrupt change at the joint of dissimilar steel and aluminum materials is further smoothed, allowing the collision force flow to be smoothly transmitted rearward along the longitudinal beam axis. This creates a continuous and stable collision force transmission channel within the compact front compartment space, comprehensively improving the collision safety performance of the vehicle body structure.

[0060] In some embodiments, such as Figure 1 and Figure 4 As shown, the first outer panel 311 and the first inner panel 312 respectively have a first side wall 311a and a second side wall 312a. Along the left-right direction Y of the vehicle, the first side wall 311a and the second side wall 312a are opposite to each other and spaced apart. The second section 320 also has a third side wall 321, and part of the third side wall 321 is attached and fixed to the second side wall 312a. The first reinforcing member 400 includes a first plate portion 410, a second plate portion 420 and a third plate portion 430 connected in sequence. The first plate portion 410 is attached and fixed to the first side wall 311a, and the third plate portion 430 is attached and fixed to the second side wall 312a.

[0061] The second segment 320 is attached and fixed to the second side wall 312a of the first inner plate 312 through the third side wall 321, so that the connection form of dissimilar materials of steel and aluminum becomes a side surface bonding and overlapping, which significantly increases the effective force transmission area of ​​the connection interface, can effectively disperse the stress concentration in the connection area, and avoid brittle fracture failure of the docking interface under the action of collision load.

[0062] Meanwhile, this lateral overlapping structure does not require additional axial length of the longitudinal beams. It can reliably connect the steel and aluminum sections by utilizing only the left and right coordination space. It is highly adaptable to the compact axial space constraints of the short forward cabin, ensuring the structural strength and continuity of force transmission of the steel-aluminum connection within the limited length of the forward cabin.

[0063] The first reinforcing member 400 adopts a structure in which the first plate portion 410, the second plate portion 420 and the third plate portion 430 are connected in sequence. The first plate portion 410 is attached to and fixed to the first side wall 311a and the third plate portion 430 is attached to and fixed to the second side wall 312a, so that the reinforcing member forms an internal support frame that spans the left and right sides inside the first cavity 313, and together with the side walls of the first inner plate 312 and the first outer plate 311, it forms a closed force transmission ring.

[0064] On the one hand, the built-in lateral support structure can effectively improve the resistance to lateral compression and torsion of the first 310 box section, avoid lateral instability and collapse of the box beam during frontal collision, and ensure the stable transmission of axial collision force flow.

[0065] On the other hand, the reinforcement is fixed by the bonding of the two side walls, which evenly distributes the collision load to the first inner panel 312 and the first outer panel 311, and then smoothly transmits it to the second aluminum alloy section 320 through the overlapping surface of the second side wall 312a and the third side wall 321. In conjunction with the lateral overlapping structure, the stiffness transition gradient is further widened, and the stiffness change at the junction of steel and aluminum dissimilar materials is weakened. This allows the collision force flow to achieve a smooth and continuous transition from the steel first section 310 to the aluminum alloy second section 320. In the limited space of the short front compartment, a complete collision force transmission channel with gradual stiffness change and no abrupt change nodes is constructed, which comprehensively improves the collision safety performance of the vehicle body structure.

[0066] In a specific embodiment, the arrangement area of ​​the first reinforcing member 400 covers the overlapping area between the tail of the steel first section 310 and the front end of the aluminum alloy die-cast second section 320.

[0067] In short front overhang structures, due to the extremely short energy-absorbing box, the impact force directly hits the root of the longitudinal beam. Furthermore, at the interface between the steel and aluminum dissimilar materials, the significant difference in their elastic modulus and stiffness makes stress concentration or tearing highly likely under extreme impacts or high-intensity bumps. The first reinforcing member 400 provides localized reinforcement in this overlapping area, significantly balancing the stiffness difference between the steel first section 310 and the aluminum die-cast second section 320. This ensures that the impact energy at the front end can be transferred absolutely smoothly and continuously from the steel first section 310 to the aluminum die-cast second section 320 at the rear end, effectively preventing fracture failure at the interface due to excessive stiffness causing bending.

[0068] In some embodiments, such as Figure 4 , Figure 5 and Figure 6 As shown, the front cabin structure 1000 also includes a first fastener 510 and a second fastener 520. The first fastener 510 passes through the first side wall 311a, the first plate portion 410, the second section 320 and the third side wall 321, and the second fastener 520 passes through the third plate portion 430, the second side wall 312a and the third side wall 321.

[0069] The first fastener 510 secures the steel first outer plate 311, the built-in first reinforcing member 400, and the outer overlapping area of ​​the aluminum alloy second section 320 into a single unit, ensuring a tight fit between the steel and aluminum overlapping interface. This significantly improves the interface's resistance to shear force transmission, preventing slippage and peeling failure of the overlapping surface under collision loads, and ensuring that the collision force flow can be continuously transmitted through the bonding surface and the fastener via two paths. At the same time, this connection method can be achieved using only the assembly space in the left-right direction of the vehicle, without the need to increase the longitudinal beam's front-rear arrangement length, fully meeting the compact space requirements of the short front compartment.

[0070] The second fastener 520 connects and locks the inner side of the first reinforcing member 400, the steel first inner plate 312, and the inner overlapping area of ​​the aluminum alloy second section 320 in series, so that the steel-aluminum overlapping interface is tightly fitted, significantly improving the interface's shear force transmission capacity, and making the force transmission load of the overlapping area evenly distributed along the circumferential direction of the cross section, further strengthening the structural integrity and impact resistance reliability of the steel-aluminum connection.

[0071] This design creates a multi-path force transmission ring, allowing collision loads to be evenly distributed and transmitted along multiple paths. It effectively smooths the stiffness gradient at the junction of dissimilar steel and aluminum materials, enabling a smooth and continuous transition of collision force flow from the first steel section 310 to the second aluminum alloy section 320. Within the limited front compartment space, it constructs a complete collision force transmission channel with gradually changing stiffness and no abrupt nodes, comprehensively improving the collision safety performance of the vehicle body structure.

[0072] In some embodiments, such as Figure 4 , Figure 5 and Figure 6As shown, the front compartment structure 1000 also includes a second reinforcing member 600, which is disposed in the first cavity 313. The upper end of the second reinforcing member 600 is connected to the upper end of the first outer panel 311 and the upper end of the first inner panel 312, and the lower end of the second reinforcing member 600 is connected to the lower end of the first outer panel 311 and the lower end of the first inner panel 312. Along the left-right direction Y of the vehicle, at least a portion of the second reinforcing member 600 is attached to the first side wall 311a.

[0073] It can form a stable vertical support force transmission path inside the box section, significantly improving the bending stiffness and distortion resistance of the first 310 box girder. During a frontal collision, the longitudinal beams bear the combined action of axial pressure and bending moment. The upper and lower flanges of the box section are the main bending stress areas. The second reinforcement 600 can effectively restrain the lateral deformation and instability of the upper and lower flanges, avoid cross-sectional collapse and distortion, and ensure the continuous and stable transmission of axial collision force flow. It maximizes the structural load-bearing efficiency within the limited cross-sectional space of the short forward compartment, and improves the overall impact resistance without increasing the outer dimensions of the longitudinal beams.

[0074] The second reinforcing member 600 is at least partially attached to the first side wall 311a along the left-right direction of the vehicle, forming a surface contact force transmission structure with the side wall of the first outer plate 311. On the one hand, it can evenly distribute the lateral impact load to the side wall and internal reinforcing structure of the box beam, improve the longitudinal beam's resistance to lateral compression, and better cope with complex working conditions such as offset collisions and small-angle collisions. On the other hand, it can increase the force transmission contact area between the reinforcing member and the plate, reduce the local stress concentration at the connection point, and further improve the fatigue durability and impact resistance reliability of the structure.

[0075] Meanwhile, the second reinforcing member 600 and the first reinforcing member 400 together form a spatialized internal reinforcement frame within the first cavity 313. The lateral and vertical supports work together to further enhance the overall structural integrity and torsional stiffness of the first section 310, preventing torsional deformation failure of the first section 310 during a collision and allowing the collision load to be distributed and transmitted more evenly within the cross-section. Furthermore, this reinforcement structure is completely built into the first cavity 313, making full use of the internal cavity space of the first section 310 without additionally occupying the arrangement space and axial length of the longitudinal beams. It is highly adaptable to the compact layout requirements of the short forward compartment, improving collision performance by tapping into the potential of internal space.

[0076] In the section where steel and aluminum dissimilar materials meet, the second reinforcing member 600 can work with the first reinforcing member 400 to increase the structural stiffness of the rear end of the first section 310, further widening the stiffness transition gradient from the steel first section 310 to the aluminum alloy second section 320, weakening the abrupt change in stiffness at the connection interface, and allowing the collision force flow to transition more smoothly to the second section 320. Together with the lateral overlapping structure and double-sided fasteners, they jointly construct a complete collision force transmission channel with gradually changing stiffness from front to rear and no abrupt change nodes, comprehensively improving the collision force transmission stability of the front compartment longitudinal beam 300 and the safety performance of the vehicle body structure.

[0077] In a specific embodiment, the second reinforcing member 600 is located on the front side of the first reinforcing member 400, and is attached to the middle of the first outer plate 311 of the steel first section 310 over a large area, and is fixed by continuous spot welding around the perimeter and inside.

[0078] During the energy absorption process of the first section 310 collapsing, the second reinforcing member 600 acts as a "spine" to prevent the first section 310 from prematurely breaking in a Z-shape during collapse, guides the orderly transfer of energy, and improves the bending resistance limit of the first section 310 when subjected to large energy impacts.

[0079] In some other embodiments, such as Figure 4 , Figure 5 and Figure 6 As shown, the second reinforcing member 600 can be partially attached to the first outer panel 311, and the second reinforcing member 600 can also be partially attached to the first inner panel 312. When the second reinforcing member 600 is attached to the first outer panel 311, it can focus on strengthening the vertical load-bearing stiffness and anti-eccentric load capacity of the outer side of the longitudinal beam. Under conditions such as offset collision and small angle collision, it can more efficiently bear and disperse the impact force on the outer side, and avoid deformation and tearing failure of the outer side of the longitudinal beam first. When the second reinforcing member 600 is attached to the first inner panel 312, it can strengthen the force transmission path on the inner side of the longitudinal beam, and better disperse and guide the collision load to the load-bearing system of the front bulkhead 200 in the middle of the vehicle body.

[0080] In some embodiments, the front cabin structure 1000 further includes a front side beam inner plate 700 and a third reinforcing member 800. The front side beam inner plate 700 is disposed on the front bulkhead 200 and extends forward along the vertical direction Z of the vehicle. One end of the third reinforcing member 800 is disposed on the front side beam inner plate 700, and the other end of the third reinforcing member 800 is disposed on the first side wall 311a.

[0081] A longitudinal force-transmitting extension section can be formed at the front end of the front bulkhead 200, which evenly distributes the collision load transmitted rearward from the front compartment longitudinal beam 300 to the vertical bearing surface of the front bulkhead 200. This avoids the impact load being concentrated in a localized area of ​​the front bulkhead 200, thus preventing excessive intrusion deformation and effectively improving the impact resistance of the front bulkhead 200 while reducing the intrusion into the passenger compartment. At the same time, this forward-extending structure makes full use of the spare space on the upper side of the longitudinal beam, without needing to increase the total length of the front compartment in the longitudinal direction, meeting the compact space requirements of the short front compartment.

[0082] The third reinforcing member 800 spans between the inner front beam panel 700 and the first side wall 311a along the vertical direction of the vehicle, forming an auxiliary force transmission path between the outer side of the first section 310 and the inner front beam panel 700. This forms a parallel flow-diverting structure with the longitudinal force transmission path of the front compartment longitudinal beam 300. In a frontal collision, a portion of the collision load can be diverted and transmitted to the inner front beam panel 700 via the first side wall 311a and the third reinforcing member 800, and finally dispersed and transmitted to the front bulkhead 200. This effectively shares the load-bearing pressure of the main longitudinal beam, reduces the peak load of key force transmission nodes such as the steel-aluminum joint section, and improves the impact resistance redundancy of the overall force transmission structure.

[0083] This lateral support force transmission structure can effectively improve the longitudinal beam's resistance to eccentric loads and torsion. Under complex conditions such as offset collisions and small-angle collisions, it can smoothly guide the lateral force to the front bulkhead 200 load-bearing system, preventing the longitudinal beam from undergoing lateral bending distortion and torsional deformation failure due to eccentric loads, ensuring the continuous and stable transmission of collision force flow, and broadening the range of collision conditions that the vehicle body structure can adapt to.

[0084] This design helps to strengthen the connection stiffness between the first segment 310 and the second segment 320, reducing the risk of tearing failure at the connection point and ensuring the integrity of the entire force transmission channel. Furthermore, the entire structure is arranged within the space on the side of the longitudinal beams, fully utilizing the vertical space potential of the short front compartment without encroaching on the space for core components. This compact layout expands the force transmission path and enhances collision safety performance, constructing a multi-path, stiffness-continuous, complete collision force flow system, comprehensively improving the collision safety of the vehicle body structure.

[0085] In a specific embodiment, the third reinforcing member 800 can be arranged vertically along the vehicle's vertical direction Z, or at an angle to the vertical direction. The lower edge of the third reinforcing member 800 is welded to the outer side of the steel first section 310; the upper edge of the third reinforcing member 800 is welded to the lower end of the front side beam inner plate 700. It acts as an internal reinforcing "column" between the longitudinal beam and the side beam. In a frontal offset collision, the longitudinal beam is prone to lateral breakage due to the large bending moment. The function of the third reinforcing member 800 is to directly "pull" back this lateral bending moment and distribute the force upwards to the front side beam inner plate 700 and the side frame. It effectively prevents the longitudinal beam from "knee-bending" or tearing at the steel-aluminum joint area, ensuring the occupant survival space during a collision.

[0086] In some other specific embodiments, an energy-absorbing box is provided between the first segment 310 and the front anti-collision beam assembly 100. The first segment 310 is fitted onto the energy-absorbing box, and the energy-absorbing box, the first segment 310 and the third reinforcing member 800 partially overlap along the left-right direction Y or the up-down direction of the vehicle.

[0087] In some embodiments, such as Figure 1 As shown, the front bumper beam assembly 100 includes a main bumper beam 110 and a secondary bumper beam 120. Along the longitudinal direction X of the vehicle, the main bumper beam 110 is located at the front end of the front compartment longitudinal beam 300. Along the vertical direction Z of the vehicle, the sub-collision beam 120 is located below the main collision beam 110. The front compartment structure 1000 also includes a subframe 900, which is fixed to the first section 310 and the second section 320. The sub-collision beam 120 is connected to the front end of the subframe 900.

[0088] The main anti-collision beam 110 is located at the front end of the longitudinal beam 300 of the front compartment, forming the core force transmission path of the upper layer. It can bear the upper impact load under the collision condition and directly introduce the load to the steel first section 310. With the high strength structural characteristics of the first section 310, it can stably complete the initial reception and axial transmission of the collision force flow, and then smoothly transmit it to the rear along the longitudinal beam structure with gradually changing stiffness. As the main load-bearing channel, it bears the main collision load and ensures the continuity of force transmission and energy dissipation efficiency under high-speed frontal collision.

[0089] The secondary anti-collision beam 120 is vertically arranged below the main anti-collision beam 110 and connected to the front end of the subframe 900, forming a lower auxiliary force transmission path. The upper and lower layered double anti-collision beam structure can expand the height coverage of the front collision, adapt to collision objects of different heights, and effectively cope with various working conditions such as collisions between different vehicle models, pedestrian leg collisions, and collisions with low obstacles, avoiding load-bearing deviations caused by insufficient height coverage of a single anti-collision beam. At the same time, the secondary anti-collision beam 120 directly transfers the lower collision load to the subframe 900, which then disperses and transmits it rearward, forming a parallel flow distribution with the main path of the upper longitudinal beam. This effectively shares the peak load of the main longitudinal beam, avoids local overload failure of the longitudinal beam, and improves the impact resistance redundancy of the overall force transmission structure.

[0090] The subframe 900 is fixed to the first section 310 and the second section 320, bridging the steel-aluminum dissimilar material connection section. It can form a synergistic reinforcement effect with the first reinforcing member 400 and the second reinforcing member 600 inside the longitudinal beam, further enhancing the overall structural stiffness of the steel-aluminum connection area, dispersing stress concentration at the connection interface, and working with the lateral overlapping structure of the longitudinal beam to widen the stiffness transition gradient, preventing fracture failure at the connection point during a collision, and allowing the collision force flow to achieve a smooth transition in both the main and secondary force transmission paths. At the same time, the subframe 900 can further diffuse the collision load along the vehicle body laterally and vertically to the surrounding load-bearing structure, expanding the force transmission dimension, more fully dissipating collision energy, and reducing the intrusion and peak acceleration of the passenger compartment.

[0091] In a specific embodiment, the main anti-collision beam 110 is designed to handle medium-to-high-speed collisions, while the secondary anti-collision beam 120 is primarily designed to handle low-speed pedestrian protection collisions and trailer-mounted collisions. A secondary energy-absorbing box is installed between the secondary anti-collision beam 120 and the subframe 900, forming a two-stage energy-absorbing unit to maximize energy absorption efficiency during short-stroke operations.

[0092] The tow hook sleeve and tow hook are integrated on the front side of the main anti-collision beam 110, resulting in a compact structure.

[0093] Secondly, such as Figure 2 and Figure 3 As shown, this application proposes a vehicle body structure including a front compartment structure 1000 and a tower pack 2000 as described in any one of the claims. The second segment 320 includes a first sub-segment 322 located on the front side of the front bulkhead 200 and a second sub-segment 323 located on the rear side of the front bulkhead 200. Along the longitudinal direction X of the vehicle, the tower pack 2000 is disposed on the rear side of the front bulkhead 200 and fixedly connected to the second sub-segment 323. Moving the shock absorber tower pack 2000 into the compartment directly frees up the X-direction length of the front engine compartment, which is extremely beneficial for the fastback and long wheelbase layout of the overall vehicle exterior. Die-cast aluminum itself has extremely high specific stiffness and complex reinforcing rib arrangement, which can provide extremely high tower top mounting stiffness for the front suspension, significantly reducing suspension deformation when the vehicle is cornering and improving handling stability.

[0094] The collision load can be continuously and smoothly transmitted rearward along the longitudinal beam 300 through the front bulkhead 200, avoiding the concentration of load at the surface of the front bulkhead 200 to form a stress peak. This effectively reduces the risk of local bending of the front bulkhead 200 and deformation intrusion into the passenger compartment, ensuring the integrity of the passenger compartment survival space. At the same time, this structure extends the effective force transmission and energy absorption stroke of the longitudinal beam rearward to the rear area of ​​the front bulkhead 200. Without increasing the axial length of the front overhang or encroaching on the space for front compartment components, it extends the path of collision energy dissipation, alleviates the limitation of insufficient energy absorption space in the short front compartment, and is highly adaptable to the needs of a compact front compartment layout.

[0095] In a frontal collision, a portion of the collision load transmitted rearward along the front longitudinal beam 300 can be directly diverted to the tower pack 2000 via the second sub-section 323, and then gradually diffused and transmitted to the surrounding load-bearing structures such as the vehicle side panels, front floor, and lower A-pillars via the tower pack 2000. This effectively distributes the peak axial load of the longitudinal beam and prevents overload failure in critical sections of the longitudinal beam. At the same time, the multi-path load dispersion effect can more fully dissipate collision energy, significantly reduce the intrusion of the passenger compartment and the peak acceleration, and comprehensively improve the collision safety performance of the vehicle body structure.

[0096] In some embodiments, the first segment 322, the second segment 323, and the tower pack 2000 are constructed as a single integral part. This integral construction eliminates the splicing interfaces and connection nodes between the first segment 322, the second segment 323, and the tower pack 2000, allowing the longitudinal beam segment penetrating the front bulkhead 200 and the rear tower pack 2000 to form a continuous, unbroken integral load-bearing frame. When the collision load is transmitted rearward along the longitudinal beam axis, it can smoothly pass through the area of ​​the front bulkhead 200 from the first segment 322 on the front side of the front bulkhead 200, and be directly and uniformly introduced into the tower pack 2000 load-bearing system via the second segment 323. There is no stress concentration or force transmission loss at the segmented connection points, effectively avoiding the risk of connection failures such as weld cracking and fastener shearing failure during a collision. This ensures that the collision force flow is efficiently and continuously dispersed and transmitted to the center of the vehicle body in multiple directions, fully utilizing the load dispersion and energy dissipation effects of the multi-path force transmission system, and further reducing the intrusion and peak acceleration of the passenger compartment.

[0097] Meanwhile, the integrated molding structure achieves a uniform and continuous distribution of stiffness. The longitudinal beam through section and the tower 2000 together form a rigid and complete load-bearing frame, which not only improves the axial collision bearing capacity, but also synergistically strengthens the overall torsional stiffness and bending stiffness of the front bulkhead 200 area, enhances the deformation resistance of the front bulkhead 200, and prevents the front bulkhead 200 from bending or indenting into the passenger compartment during a collision, effectively ensuring the integrity of the passenger compartment survival space. At the same time, it also improves the overall structural rigidity of the vehicle body and improves the dynamic handling performance of the vehicle.

[0098] Furthermore, the unibody structure eliminates the need for additional lap joints, fastener installation space, and assembly gaps, resulting in a more compact and efficient layout. Without increasing the front overhang axial length or encroaching on front compartment component space, it achieves seamless integration of the longitudinal beam force transmission path with the 2000 tower pack system, further alleviating the limitations of insufficient energy absorption space in the short front compartment and highly adapting to the compact layout requirements of the entire vehicle. Simultaneously, this structure reduces assembly processes and connecting parts, lowers tolerance accumulation and alignment errors, improves structural dimensional accuracy and consistency, eliminates corrosion risks from splicing gaps, and enhances the fatigue durability and mass production quality stability of the structure.

[0099] In some embodiments, such as Figure 2 and Figure 3 As shown, the vehicle body structure also includes a first longitudinal beam 3000, a second longitudinal beam 4000, and a third longitudinal beam 5000. There are two front longitudinal beams 300, which are spaced apart along the left-right direction Y of the vehicle. The front ends of the first longitudinal beam 3000 are connected to the front bulkhead 200 and the corresponding second sub-segment 323, respectively. The front ends of the third longitudinal beam 5000 are connected to the front bulkhead 200 and the corresponding second sub-segment 323, respectively. Along the left-right direction Y of the vehicle, the second longitudinal beam 4000 is located between the first longitudinal beam 3000 and the third longitudinal beam 5000, and the front end of the second longitudinal beam 4000 is connected to the front bulkhead 200.

[0100] The second segment 323 of the two front longitudinal beams 300 directly connects to the first longitudinal beam 3000 and the third longitudinal beam 5000 on the rear side, respectively, forming two longitudinal main load-bearing channels that run through the front bulkhead 200. In a frontal collision, the collision load absorbed at the front can be continuously and smoothly transmitted to the rear along the longitudinal beam axis, avoiding the concentration of load at the front bulkhead 200 to form a stress peak. This not only prevents the front bulkhead 200 from bending and intruding into the passenger compartment, but also effectively extends the collision energy dissipation path without increasing the axial length of the front overhang, alleviating the core limitation of insufficient energy absorption space in the short front compartment.

[0101] The second longitudinal beam 4000 is centrally located between the first longitudinal beam 3000 and the third longitudinal beam 5000, with its front end connected to the middle of the front bulkhead 200, forming an intermediate auxiliary force transmission channel and creating a parallel flow distribution structure with the left and right main channels. Under collision load, the collision impact force on the front bulkhead 200 can be simultaneously dispersed and transmitted rearward through the three longitudinal beams, reducing the peak load of a single main longitudinal beam and preventing premature collapse failure of the main longitudinal beam due to overload; at the same time, the multi-point longitudinal support can constrain the overall bending deformation of the front bulkhead 200, significantly reducing the intrusion depth of the front of the occupant compartment and ensuring the integrity of the occupant survival space.

[0102] The three longitudinal beams are evenly distributed along the width of the vehicle, forming a more stable spatial load-bearing frame together with the front bulkhead 200 and the front compartment longitudinal beam 300, significantly improving the overall axial bending stiffness and torsional stiffness of the vehicle body. In addition to collision safety scenarios, it can also effectively reduce the torsional deformation and bending vibration of the vehicle body during driving, while improving the dynamic handling stability of the vehicle and the fatigue durability of the body structure.

[0103] In some embodiments, such as Figure 5 As shown, the vehicle body structure also includes a sill beam assembly 6000, which includes a sill beam body 6100 and a first connecting plate 6200, a second connecting plate 6300 and a third connecting plate 6400 disposed on the sill beam body 6100. The first connecting plate 6200 is adapted to be connected to the rear wheel arch and is constructed of steel. The second connecting plate 6300 is adapted to be connected to the battery pack crossbeam and is constructed of aluminum alloy. The third connecting plate 6400 is adapted to be connected to the B-pillar and is constructed of steel.

[0104] The first connecting plate 6200 is made of steel and forms a same-material connection with the steel rear wheel arch. On the one hand, mature welding processes such as spot welding and arc welding can be used to achieve a high-strength rigid connection. The connection interface has matching strength and no sudden stiffness changes. The rear collision load and wheel dynamic load can be smoothly transmitted to the sill beam body 6100 through the rear wheel arch and the first connecting plate 6200, ensuring a continuous force transmission path, avoiding stress concentration and cracking at the connection point, and improving the structural rigidity and collision safety of the rear of the vehicle. On the other hand, the same-material connection avoids the electrochemical corrosion problem caused by the contact of dissimilar materials from the root, improves the weather resistance and fatigue life of the connection point, and is suitable for the complex mud and vibration conditions in the rear wheel arch area.

[0105] The second connecting plate 6300 is made of aluminum alloy and is made of the same material as the aluminum alloy battery pack crossbeam. This firstly avoids the risk of galvanic corrosion from direct connection of dissimilar materials like steel and aluminum, ensuring long-term connection reliability and sealing in the battery pack installation area. Secondly, the aluminum alloy material can significantly reduce the weight in the middle of the sill beam, meeting the core requirement of lightweight electric vehicle bodies and helping to improve the overall vehicle range. At the same time, the same material connection can use connection processes adapted to aluminum alloy, such as friction stir welding and structural adhesive riveting, to ensure connection rigidity and uniform load transfer, effectively bearing the vertical load of the battery pack and the bottom impact load, and improving the structural stability of the battery pack installation.

[0106] The third connecting plate 6400 is made of steel and forms a rigid connection of the same material with the high-strength steel B-pillar, serving as a key node in the side impact force transmission path. In a side impact scenario, the impact load borne by the B-pillar can be efficiently and continuously transferred to the sill beam body 6100 through the third connecting plate 6400, and further dispersed to the floor longitudinal beams and chassis structure, preventing fracture failure at the connection point due to insufficient strength. Simultaneously, the high bending and shear stiffness of the steel connecting plate effectively constrains the lateral deformation of the lower end of the B-pillar, reducing the intrusion into the passenger compartment, ensuring occupant survival space in a side impact, and improving the vehicle's side impact safety performance.

[0107] In a specific embodiment, the aluminum extruded door sill beam body 6100 is approximately 30%-40% lighter than a traditional steel door sill. In a side impact, the aluminum extruded material can generate regular crushing folds when bent, absorbing a large amount of energy without brittle fracture. The first connecting plate 6200 and the third connecting plate 6400 are made of high-strength steel, ensuring high penetration resistance at point-to-point during side impacts; while the aluminum extruded door sill beam body 6100 solves the problems of large-scale weight reduction and bending resistance. The stress on the aluminum extruded door sill beam body 6100 is dissipated by the toughness of the steel plate before being transferred to the rear wheel arch, fundamentally eliminating the "nodal stress concentration" during collisions of dissimilar materials.

[0108] When an offset side collision or rear-end collision occurs and the sill beam body 6100 is crushed, the three-layer overlapping node can lock the tail of the sill, preventing the sill beam body 6100 from bending backward and breaking, thus ensuring the integrity of the survival space at the rear of the crew compartment.

[0109] Thirdly, embodiments of this application propose a vehicle including any of the front compartment structures or any of the body structures described in any one of the claims.

[0110] The vehicle according to the third aspect of this application has improved collision safety due to the inclusion of the front compartment structure or the body structure described in any one of the claims.

[0111] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A forward cabin structure, characterized in that, include: Front bumper beam assembly (100); Front bulkhead (200) and front compartment longitudinal beam (300); the front end of the front compartment longitudinal beam (300) is connected to the front anti-collision beam assembly (100), and the rear end of the front compartment longitudinal beam (300) is connected to the front bulkhead (200); Along the front-rear direction (X) of the vehicle, the front compartment longitudinal beam (300) includes a first section (310) and a second section (320) connected in sequence. The two ends of the first section (310) are respectively connected to the front bumper beam assembly (100) and the second section (320). The two ends of the second section (320) are respectively connected to the first section (310) and the front bulkhead (200). The first section (310) is constructed of steel, and the second section (320) is constructed of aluminum alloy. The front cabin structure (1000) further includes a first reinforcing member (400), which is disposed on the first segment (310) and connected to both the first segment (310) and the second segment (320). Along the left-right direction (Y) of the vehicle, the first segment (310), the second segment (320) and the first reinforcing member (400) partially overlap.

2. The forward cabin structure according to claim 1, characterized in that, The first segment (310) includes a first outer panel (311) and a first inner panel (312) connected sequentially along the left-right direction (Y) of the vehicle. The first outer panel (311) and the first inner panel (312) enclose a first cavity (313). The first reinforcing member (400) is disposed in the first cavity (313). Along the front-rear direction (X) of the vehicle, one end of the first outer panel (311) is connected to one end of the first inner panel (312) and disposed in the front anti-collision beam assembly (100). The other end of the first outer panel (311) is connected to the other end of the first inner panel (312) and disposed in the second segment (320).

3. The forward cabin structure according to claim 2, characterized in that, The first outer panel (311) and the first inner panel (312) each have a first side wall (311a) and a second side wall (312a). Along the left-right direction (Y) of the vehicle, the first side wall (311a) and the second side wall (312a) are opposite to each other and spaced apart. The second section (320) also has a third side wall (321), and part of the third side wall (321) is attached and fixed to the second side wall (312a). The first reinforcing member (400) includes a first plate portion (410), a second plate portion (420) and a third plate portion (430) connected in sequence. The first plate portion (410) is attached to and fixed to the first side wall (311a), and the third plate portion (430) is attached to and fixed to the second side wall (312a).

4. A forward cabin structure according to claim 3, characterized in that, The front cabin structure (1000) further includes a first fastener (510) and a second fastener (520), the first fastener (510) passing through the first sidewall (311a), the first plate portion (410), the second section (320) and the third sidewall (321), and the second fastener (520) passing through the third plate portion (430), the second sidewall (312a) and the third sidewall (321).

5. A forward cabin structure according to claim 3, characterized in that, The front cabin structure (1000) further includes a second reinforcing member (600), which is disposed in the first cavity (313). The upper end of the second reinforcing member (600) is connected to the upper end of the first outer panel (311) and the upper end of the first inner panel (312), and the lower end of the second reinforcing member (600) is connected to the lower end of the first outer panel (311) and the lower end of the first inner panel (312). Along the left-right direction (Y) of the vehicle, at least a portion of the second reinforcing member (600) is attached to the first side wall (311a).

6. A forward cabin structure according to claim 3, characterized in that, The front compartment structure (1000) also includes a front side beam inner panel (700) and a third reinforcing member (800). The front side beam inner panel (700) is disposed on the front bulkhead (200) and extends forward along the vertical direction (Z) of the vehicle. One end of the third reinforcing member (800) is disposed on the front side beam inner panel (700), and the other end of the third reinforcing member (800) is disposed on the first side wall (311a).

7. A forward cabin structure according to claim 1, characterized in that, The front bumper beam assembly (100) includes a main bumper beam (110) and a secondary bumper beam (120). Along the longitudinal direction (X) of the vehicle, the main bumper beam (110) is located at the front end of the front compartment longitudinal beam (300). Along the vertical direction (Z) of the vehicle, the sub-collision beam (120) is disposed on the lower side of the main collision beam (110), and the front compartment structure (1000) also includes a subframe (900), the subframe (900) is fixed to the first section (310) and the second section (320), and the sub-collision beam (120) is connected to the front end of the subframe (900).

8. A vehicle body structure, characterized in that, include: The front cabin structure (1000) according to any one of claims 1 to 7, wherein the second segment (320) includes a first sub-segment (322) located on the front side of the front bulkhead (200) and a second sub-segment (323) located on the rear side of the front bulkhead (200). Tower package (2000), along the front-rear direction (X) of the vehicle, the tower package (2000) is disposed on the rear side of the front bulkhead (200) and fixedly connected to the second sub-segment (323).

9. A vehicle body structure according to claim 8, characterized in that, The first sub-segment (322), the second sub-segment (323), and the tower package (2000) are constructed as a single integral part.

10. A vehicle body structure according to claim 8, characterized in that, The vehicle body structure also includes a first longitudinal beam (3000), a second longitudinal beam (4000), and a third longitudinal beam (5000). There are two front longitudinal beams (300) and they are spaced apart along the left-right direction (Y) of the vehicle. The front end of the first longitudinal beam (3000) is connected to the front bulkhead (200) and the corresponding second sub-segment (323) respectively. The front end of the third longitudinal beam (5000) is connected to the front bulkhead (200) and the corresponding second sub-segment (323) respectively. Along the left-right direction (Y) of the vehicle, the second longitudinal beam (4000) is located between the first longitudinal beam (3000) and the third longitudinal beam (5000), and the front end of the second longitudinal beam (4000) is connected to the front bulkhead (200).

11. A vehicle body structure according to claim 8, characterized in that, The vehicle body structure also includes a sill beam assembly (6000), which includes a sill beam body (6100) and a first connecting plate (6200), a second connecting plate (6300) and a third connecting plate (6400) disposed on the sill beam body (6100). The first connecting plate (6200) is adapted to be connected to the rear wheel arch and is constructed of steel. The second connecting plate (6300) is adapted to be connected to the battery pack crossbeam and is constructed of aluminum alloy. The third connecting plate (6400) is adapted to be connected to the B-pillar and is constructed of steel.

12. A vehicle, characterized in that, This includes the front compartment structure as described in any one of claims 1 to 7 or the vehicle body structure as described in any one of claims 8 to 11.

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