Vehicle front compartment structure, vehicle, and vehicle front compartment collision protection control method

Abstract

The embodiment of the application provides a vehicle front compartment structure, a vehicle and a vehicle front compartment collision protection control method, the vehicle front compartment structure comprises a front subframe, a front impact sensor and a vehicle body combination rod, one end of the vehicle body combination rod is fixed to the front subframe, the other end is fixed to the vehicle body, the vehicle body combination rod comprises a vertical beam, a horizontal beam, a locking mechanism and a slide rail guide mechanism, the vertical beam is connected with the horizontal beam, the locking mechanism and the slide rail guide mechanism are arranged at the connection position of the vertical beam and the horizontal beam, the locking mechanism is electrically connected with the front impact sensor and has a locking state and an unlocking state. In the locking state, the locking mechanism keeps the vertical beam and the horizontal beam relatively fixed, ensuring the structural rigidity during normal driving; in the unlocking state, the slide rail guide mechanism pulls the vertical beam to move towards the front of the vehicle, the vertical beam tilts under the action of the collision impact force and drives the horizontal beam to tilt forward, effectively avoiding the intrusion and extrusion of the rear tilting of the vertical beam and the horizontal beam on the distributed drive motor and the high-voltage drive module in the front compartment.

Description

Technical Field

[0001] This application relates to the technical field of vehicle engineering, and in particular to a vehicle front compartment structure, a vehicle, and a vehicle front compartment collision protection control method. Background Technology

[0002] With the continuous evolution of electric vehicle technology, distributed electric drive and fully active suspension are gradually becoming key technologies for improving vehicle power performance and chassis quality. Distributed electric drive significantly improves vehicle stability and safety under extreme conditions such as slippery roads and tire blowouts through millisecond-level torque vectoring distribution; fully active suspension suppresses body roll and pitch by actively outputting counterforce, balancing comfort and handling performance. As the technology matures and costs decrease, these two technologies are rapidly penetrating from million-dollar luxury cars to a wider market. How to accommodate both systems simultaneously within the limited front cabin space has become a design challenge.

[0003] In traditional technologies, there are solutions that integrate the fully active suspension system into the front compartment structure of the vehicle. For example, the front active suspension motor pump is placed above the front subframe and fixed to the front crossbeam, and the inclined arrangement of the cooling module provides installation space for the motor pump. In addition, there is also an arrangement in which the air conditioning compressor is mounted on the front end of the longitudinal beam of the front subframe via a bracket to optimize space utilization and collision performance.

[0004] With the introduction of distributed electric drive systems, the front compartment, in addition to the fully active suspension motor pump and compressor, also needs to accommodate the distributed drive motor and its high-voltage drive module, making the space extremely cramped. In the event of a frontal or offset collision, structural components such as vertical beams and horizontal beams in the front compartment are prone to tilting or deforming under the impact force, causing intrusion and compression of the motor and high-voltage components, which may lead to serious safety accidents such as high-voltage short circuits and leakage. Summary of the Invention

[0005] This application provides a vehicle front compartment structure, a vehicle, and a vehicle front compartment collision protection control method, which has the advantage of releasing the front compartment space by tilting the vertical beam when the vehicle collides, effectively avoiding the risk of short circuit or leakage caused by the high-voltage drive module being squeezed.

[0006] In a first aspect, embodiments of this application provide a vehicle front compartment structure, including:

[0007] Front subframe;

[0008] Front collision sensor;

[0009] A body assembly rod, one end of which is fixed to the front subframe and the other end of which is fixed to the body, the body assembly rod includes a vertical beam, a horizontal beam, a locking mechanism and a slide rail guide mechanism, the vertical beam is connected to the horizontal beam, and the locking mechanism and the slide rail guide mechanism are disposed at the connection between the vertical beam and the horizontal beam;

[0010] The locking mechanism is electrically connected to the front collision sensor, and the locking mechanism has a locked state and an unlocked state;

[0011] In the locked state, the locking mechanism keeps the vertical beam and the horizontal beam relatively fixed.

[0012] In the unlocked state, the slide rail guide mechanism pulls the vertical beam to move, and the vertical beam tilts under the impact force of the collision, causing the horizontal beam to tilt forward.

[0013] In one possible implementation, the locking mechanism includes a buckle and a slot, the slot being disposed on the vertical beam or the horizontal beam, and the buckle engaging with the slot in the locked state to restrict the relative movement of the vertical beam and the horizontal beam.

[0014] In the unlocked state, the buckle disengages from the slot to release the vertical beam and the horizontal beam.

[0015] In one possible implementation, the body assembly rod further includes a longitudinal beam that extends along the vehicle's longitudinal direction and is fixedly connected to the vertical beam;

[0016] In the unlocked state, the slide rail guide mechanism pulls the vertical beam, the vertical beam drives the longitudinal beam to move along the vehicle's front-to-back direction, and the vertical beam drives the cross beam to tilt forward.

[0017] In one possible implementation, a sheet metal bracket is also included, which is disposed between the body assembly rod and the body, with one end of the sheet metal bracket fixedly connected to the other end of the body assembly rod and the other end of the sheet metal bracket fixedly connected to the body.

[0018] In one possible implementation, it further includes a fully active suspension motor pump, a compressor, and a front distributed motor; the fully active suspension motor pump and the compressor are both mounted on the body assembly rod, and the front distributed motor is arranged on the front subframe; the fully active suspension motor pump and the compressor are staggered from the high-voltage drive module of the front distributed motor in the vehicle height direction.

[0019] Secondly, embodiments of this application provide a vehicle including the aforementioned vehicle front compartment structure.

[0020] Thirdly, this application provides a vehicle front compartment collision protection control method, applied to the vehicle front compartment structure. The vehicle front compartment structure includes a front collision sensor and a body assembly rod. The body assembly rod includes a vertical beam, a horizontal beam, a locking mechanism, and a slide rail guide mechanism. The locking mechanism and the slide rail guide mechanism are disposed at the connection between the vertical beam and the horizontal beam. The locking mechanism is electrically connected to the front collision sensor and has a locked state and an unlocked state.

[0021] The method includes:

[0022] The front collision sensor collects vehicle collision signals;

[0023] The control system acquires the collision signal and determines whether the collision signal reaches a preset threshold; when the collision signal reaches the preset threshold, the control system sends an unlocking command to the locking mechanism.

[0024] After receiving the unlocking command, the locking mechanism switches from the locked state to the unlocked state;

[0025] In the unlocked state, the slide rail guide mechanism pulls the vertical beam forward of the vehicle. Under the impact of the collision, the vertical beam tilts down simultaneously, causing the crossbeam to tilt forward as well.

[0026] In one possible implementation, when the vertical beam moves forward of the vehicle in the unlocked state, it drives the longitudinal beam fixedly connected to the vertical beam within the body assembly rod to move forward of the vehicle.

[0027] In one possible implementation, when the control system determines that the collision signal has not reached the preset threshold, the locking mechanism maintains the locked state.

[0028] In one possible implementation, the preset threshold is a collision acceleration threshold, the control system stores the collision acceleration threshold in advance, and compares the acceleration amplitude of the collision signal with the collision acceleration threshold.

[0029] When the acceleration amplitude is greater than or equal to the collision acceleration threshold, the control system determines that the collision signal has reached the preset threshold.

[0030] This application provides a vehicle front compartment structure, a vehicle, and a vehicle front compartment collision protection control method. Through the linkage control of the locking mechanism and the front collision sensor, a vertical beam tilting mechanism is triggered when the collision reaches a threshold, so that the key components of the front compartment actively release space and avoid the high-voltage drive module being squeezed. It has the advantages of significantly improving the vehicle collision safety performance and reducing the risk of high-voltage system failure. Attached Figure Description

[0031] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0032] Figure 1 Structural diagram of the vehicle front compartment structure provided in this application Figure 1 ;

[0033] Figure 2 Structural diagram of the vehicle front compartment structure provided in this application Figure 2 ;

[0034] Figure 3 A schematic diagram of the slide rail guide mechanism, longitudinal beam and vertical beam of the vehicle front compartment structure provided in this application;

[0035] Figure 4 This is a structural schematic diagram of the locking mechanism and crossbeam provided in this application.

[0036] Reference numerals: 1. Front subframe; 2. Compressor; 3. Front-end module; 4. Fully active suspension motor pump; 5. Sheet metal bracket; 6. Body assembly rod; 7. Front distributed motor; 8. Locking mechanism; 9. Slide rail guide mechanism; 10. Longitudinal beam; 11. Vertical beam; 12. Cross beam.

[0037] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0039] In traditional technologies, the front compartment structure of a vehicle integrates components by fixing the fully active suspension motor pump to the front subframe crossbeam and mounting the compressor above the suspension. A collision triggers the disconnection, causing the powertrain to detach and prevent it from moving rearward and intruding into the passenger compartment. However, the above solutions are mostly customized designs for hybrid or gasoline platforms and are difficult to transfer to pure electric platforms.

[0040] Based on the above scenarios, it is clear that while traditional technologies can achieve some degree of spatial integration of front compartment components through the aforementioned methods, the introduction of distributed electric drive systems necessitates accommodating the drive motor and high-voltage drive module within the front compartment, further straining space resources. In the event of a collision, structural components such as vertical and horizontal beams within the front compartment are prone to tilting or deformation, potentially causing intrusion and compression of the motor and high-voltage module, leading to safety hazards such as high-voltage short circuits and electrical leakage. Existing technologies lack dedicated protective designs for integrating fully active suspension and distributed electric drive systems into pure electric platforms, making it difficult to achieve active and controllable avoidance of structural components during a collision.

[0041] The vehicle front compartment structure provided in this application uses a locking mechanism to keep the vertical beam and the horizontal beam relatively fixed, and a sliding rail guide mechanism electrically connected to the front collision sensor. When the collision signal collected by the front collision sensor reaches a preset threshold, the locking mechanism switches to the unlocked state, and the sliding rail guide mechanism pulls the vertical beam forward. The vertical beam tilts simultaneously under the impact force of the collision and drives the horizontal beam to tilt forward, avoiding the backward tilting of the vertical beam and the horizontal beam from intruding and squeezing the motor and high voltage module, effectively solving the contradiction between collision safety and space integration.

[0042] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0043] Reference Figure 1 , Figure 2 , Figure 3 , Figure 4 This application provides a vehicle front compartment structure, including a front subframe 1, a front collision sensor, and a body assembly rod 6.

[0044] One end of the body assembly rod 6 is fixed to the front subframe 1, and the other end is fixed to the body. It integrates a vertical beam 11, a horizontal beam 12, a locking mechanism 8, and a slide rail guide mechanism 9. The vertical beam 11 is connected to the horizontal beam 12, and the locking mechanism 8 and the slide rail guide mechanism 9 are located at the connection between the vertical beam 11 and the horizontal beam 12.

[0045] The locking mechanism 8 is electrically connected to the front collision sensor and has a locked state and an unlocked state. In the locked state, the locking mechanism 8 keeps the vertical beam 11 and the horizontal beam 12 relatively fixed; in the unlocked state, the slide rail guide mechanism 9 pulls the vertical beam 11 to move, and the vertical beam 11 tilts under the impact force of the collision, and the vertical beam 11 drives the horizontal beam 12 to tilt forward.

[0046] The front subframe 1, as the basic support structure of the front of the vehicle, can be formed by one-piece casting or multi-part welding, and is used to support the powertrain and suspension components.

[0047] The front of the vehicle has a front module 3, on which the front collision sensor is mounted. The front collision sensor can be an acceleration sensor or a pressure sensor, and its installation position can be selected behind the front bumper or at the front of the front subframe 1 to ensure that the collision signal can be accurately collected in the early stage of a collision.

[0048] The body assembly rod 6 is a key component connecting the front subframe 1 and the body. One end of it is fixed to the transverse or longitudinal beam segment of the front subframe 1 by means of bolt connection, welding or riveting, and the other end is directly fixed to the front bulkhead, fender liner or front end of the body longitudinal beam 10 to ensure the reliability of the structural connection.

[0049] The vertical beam 11 integrated inside the body assembly rod 6 is a vertical support rod, and the horizontal beam 12 is a horizontal support rod. Both can be made of high-strength steel or aluminum alloy. The vertical beam 11 and the horizontal beam 12 are connected by means of hinge, pin connection or bolt connection, so that the two can move relative to each other under certain conditions.

[0050] A locking mechanism 8 and a slide rail guiding mechanism 9 are located at the connection between the vertical beam 11 and the horizontal beam 12. The locking mechanism 8 can be an electromagnetic lock, a hydraulic lock, or a mechanical pin structure, used to fix the vertical beam 11 and the horizontal beam 12 during normal driving. The slide rail guiding mechanism 9 includes a guide rail and a slider. The guide rail is fixedly mounted on the horizontal beam 12 and extends along the vehicle's longitudinal direction; the slider is fixedly mounted on the vertical beam 11, and the slider slides in cooperation with the guide rail. When the locking mechanism 8 is switched to the unlocked state, the slider slides along the guide rail forward, causing the vertical beam 11 to move forward, thereby guiding the vertical beam 11 to tilt along a preset path.

[0051] The locking mechanism 8 is electrically connected to the front collision sensor via a wire. The collision signal collected by the front collision sensor can be transmitted to the vehicle's electronic control unit (ECU) in real time. The ECU then sends an electrical signal to the locking mechanism 8 according to preset logic to control its state transition.

[0052] The locking mechanism 8 has two operating modes: locked and unlocked, with the locked mode being the default. In the locked state, the locking mechanism 8 holds the vertical beam 11 and the horizontal beam 12 relatively fixed. For example, the locking mechanism 8 can be a mechanical pin, which is inserted into the corresponding holes on the vertical beam 11 and the horizontal beam 12 in the locked state, preventing them from moving relative to each other. In the unlocked state, the slide rail guide mechanism 9 pulls the vertical beam 11 forward along a preset slide rail direction. Under the impact of a collision, the vertical beam 11 tilts over, and through the connection point with the horizontal beam 12, it causes the horizontal beam 12 to tilt forward or flip over, thereby creating a crumple zone for critical components such as the distributed drive motor and its high-voltage drive module inside the front compartment.

[0053] Through the above technical solution, the front collision sensor monitors the collision signal in real time, and when a preset threshold is reached, the locking mechanism 8 releases the vertical beam 11 from the horizontal beam 12. At the same time, the sliding rail guide mechanism 9 guides the vertical beam 11 to move forward and tilt, thereby causing the horizontal beam 12 to tilt forward. This design effectively reduces the risk of structural components intruding and squeezing critical components inside the front compartment during a collision, improves the vehicle's collision safety, and avoids potential accidents such as high-voltage short circuits and electrical leakage.

[0054] This application further proposes that the locking mechanism 8 includes a buckle and a slot, the slot being disposed on the vertical beam 11 or the horizontal beam 12. In the locked state, the buckle engages with the slot to restrict the relative movement of the vertical beam 11 and the horizontal beam 12. In the unlocked state, the buckle disengages from the slot to release the vertical beam 11 and the horizontal beam 12.

[0055] Specifically, a snap-fit ​​is a common mechanical connector, typically featuring elastic or movable parts that engage with a slot to achieve quick locking and unlocking. Its implementation can vary; for example, it can be a spring-loaded hook structure driven by an electromagnet or motor; or it can be a wedge-shaped or conical pin that is inserted into or removed from the slot by external force or a driving mechanism. The design of the snap-fit ​​should consider its resistance to shearing and pulling in the locked state to ensure the reliability of the connection.

[0056] A slot is a recessed or perforated structure that mates with a snap-fit, and can be attached to another component. The shape and size of the slot should precisely match the snap-fit ​​to ensure a tight fit between the two. The slot can be a simple rectangular hole, a circular hole, or a recess with a specific shape, the edges of which can be designed to be chamfered or beveled to facilitate the insertion and disengagement of the snap-fit.

[0057] The slot can be set on the vertical beam 11 or the horizontal beam 12. The specific setting position can be selected according to the internal space layout and structural strength requirements of the vehicle body combination rod 6.

[0058] If the slot is located on the vertical beam 11, the buckle is correspondingly located on the horizontal beam 12. In this configuration, in the locked state, the buckle and the slot engage at the connection between the vertical beam 11 and the horizontal beam 12. The buckle, through its locking part, embeds into the slot on the vertical beam 11, keeping the vertical beam 11 and the horizontal beam 12 relatively fixed. In the unlocked state, the buckle disengages from the slot on the vertical beam 11, releasing the constraint on the vertical beam 11 and the horizontal beam 12.

[0059] If the slot is located on the crossbeam 12, the buckle is correspondingly located on the vertical beam 11. In this configuration, in the locked state, the buckle and the slot engage at the connection between the vertical beam 11 and the crossbeam 12. The buckle, through its locking part, embeds into the slot on the crossbeam 12, thus keeping the vertical beam 11 and the crossbeam 12 relatively fixed. In the unlocked state, the buckle disengages from the slot on the crossbeam 12, releasing the constraint on the vertical beam 11 and the crossbeam 12.

[0060] Regardless of whether the slot is located on the vertical beam 11 or the horizontal beam 12, it is necessary to ensure that the buckle and the slot form a reliable engagement in the locked state to restrict the relative movement between the vertical beam 11 and the horizontal beam 12; in the unlocked state, the buckle can quickly disengage from the slot, providing freedom of movement for the tilting of the vertical beam 11 and the forward tilting of the horizontal beam 12. Both configurations can achieve the functional requirements of the locking mechanism 8 in this application. The specific method adopted can be selected according to the actual structural layout, and this application does not make specific limitations on this.

[0061] When the vehicle is in normal driving or non-collision condition, the locking mechanism 8 is in the locked state. At this time, the buckle is mechanically and tightly engaged with the slot to form a rigid connection. This engagement can be achieved by the protruding part of the buckle embedding into the recessed part of the slot, or by the hook of the buckle hooking the edge of the slot. Through this engagement, the relative translation or rotation between the vertical beam 11 and the horizontal beam 12 is effectively restricted, thereby ensuring the structural integrity and rigidity of the body assembly rod 6 and maintaining the stability of the front compartment structure.

[0062] When the vehicle's front collision sensor detects a collision signal and reaches a preset threshold, the control system sends an unlocking command to the locking mechanism 8. Upon receiving the command, the internal drive mechanism of the locking mechanism 8 (e.g., electromagnetic, motor, or hydraulic drive) causes the latch to separate from the slot. This disengagement can be achieved by the latch retracting, rotating, or translating, so that it no longer interferes with the slot. Once the latch disengages from the slot, the mechanical connection between the vertical beam 11 and the horizontal beam 12 is released, allowing them to undergo the expected relative movement under the impact of a collision, such as the tilting of the vertical beam 11 and the forward tilting of the horizontal beam 12.

[0063] Through the above technical solution, the locking mechanism 8 is specifically defined as the cooperation of a buckle and a slot. In the locked state, the tight engagement of the buckle and the slot can effectively restrict the relative movement of the vertical beam 11 and the horizontal beam 12, ensuring the structural rigidity and stability of the body assembly rod 6 under non-collision conditions and preventing the vehicle performance from being affected by accidental loosening. In the unlocked state, the rapid disengagement of the buckle and the slot can quickly release the mechanical constraints on the vertical beam 11 and the horizontal beam 12, providing the necessary degrees of freedom for the slide rail guide mechanism 9 to pull the vertical beam 11 and for the vertical beam 11 to tilt under the impact force of a collision. This avoids the unlocking delay or incomplete unlocking problems that may exist in traditional complex locking mechanisms, ensuring that the vehicle's front compartment structure can effectively deform according to a preset path when a collision occurs, absorbing collision energy and improving occupant protection performance.

[0064] This application further proposes that the body assembly rod 6 also includes a longitudinal beam 10, which extends along the front-rear direction of the vehicle and is fixedly connected to the vertical beam 11; in the unlocked state, the slide rail guide mechanism 9 pulls the vertical beam 11, the vertical beam 11 drives the longitudinal beam 10 to move along the front-rear direction of the vehicle, and the vertical beam 11 drives the cross beam 12 to tilt forward.

[0065] Specifically, the longitudinal beam 10 is an important load-bearing component in the vehicle's front compartment structure. It typically extends along the vehicle's longitudinal direction and is mainly used to absorb and transfer collision energy and maintain the integrity of the vehicle body structure. Its material can be high-strength steel, aluminum alloy, or composite materials, and its cross-sectional shape can be designed as a rectangular, square, or irregular structure to optimize its energy absorption characteristics during a collision.

[0066] The fixed connection between the longitudinal beam 10 and the vertical beam 11, such as through welding, bolting, or riveting, ensures that they move synchronously under stress, forming a cohesive whole. In the unlocked state, when the slide rail guide mechanism 9 pulls the vertical beam 11 forward, the longitudinal beam 10 is also synchronously moved along the vehicle's longitudinal direction due to the fixed connection between it and the vertical beam 11. This allows the longitudinal beam 10 to participate in the absorption of collision energy earlier and more actively, rather than passively absorbing the impact. By controlling the movement path and method of the longitudinal beam 10, it can be effectively guided to undergo the desired deformation, such as crushing or bending, thereby prolonging the collision duration and reducing the peak acceleration experienced by the occupants.

[0067] Through the above technical solution, in the unlocked state, when the sliding guide mechanism 9 pulls the vertical beam 11 forward, the vertical beam 11 can simultaneously drive the longitudinal beam 10 fixedly connected to it to move along the vehicle's longitudinal direction. This allows the longitudinal beam 10 in the vehicle's front compartment to be actively guided to participate in energy absorption in the early stages of a collision, rather than relying solely on the direct impact of the collision. The active forward movement of the longitudinal beam 10, combined with the tilting action of the vertical beam 11 and the crossbeam 12, jointly constructs a multi-stage, synergistic energy absorption path. This effectively extends the effective crumple distance of the collision, allowing the collision energy to be dissipated more fully. The longitudinal beam 10 can be guided to undergo controllable deformation through a preset motion trajectory, preventing irregular buckling or intrusion into the passenger compartment, significantly improving the overall collision safety of the vehicle and providing superior protection for the occupants.

[0068] This application proposes a vehicle front compartment structure, which also includes a sheet metal bracket 5. The sheet metal bracket 5 is disposed between the body assembly rod 6 and the body. One end of the sheet metal bracket 5 is fixedly connected to the other end of the body assembly rod 6, and the other end of the sheet metal bracket 5 is fixedly connected to the body.

[0069] Specifically, the sheet metal bracket 5 is a structural component made of sheet metal through processes such as stamping, bending, and welding, used to connect, support, or fix other parts. The sheet metal bracket 5 is relatively lightweight and can be made of various materials, such as high-strength steel and aluminum alloy. The shape and size of the sheet metal bracket 5 can be customized according to the space between the body assembly rod 6 and the body, as well as the required connection strength. For example, it can be designed with reinforcing ribs, folded edges, or multi-layered structures to improve its bending and torsional resistance. In terms of connection methods, the sheet metal bracket 5 can be fixedly connected to the body assembly rod 6 and the body using bolts, riveting, or welding. As an intermediate connector between the body assembly rod 6 and the body, the sheet metal bracket 5 provides a buffer and transition area, optimizing the load transfer path and avoiding stress concentration.

[0070] By introducing the sheet metal bracket 5 as a connector between the body assembly rod 6 and the vehicle body through the above technical solution, the problems of localized stress concentration and uneven load transfer that may result from direct fixing are effectively solved. The sheet metal bracket 5 can distribute the load transmitted by the body assembly rod 6 more evenly across the vehicle body structure, enhancing the overall strength and stability of the connection. In the event of a collision, the sheet metal bracket 5 not only provides stable support but also, through its structural design, achieves controllable deformation during the tilting of the body assembly rod 6, further absorbing collision energy, optimizing the force transmission path, effectively protecting the main body structure, and improving the overall collision safety performance of the vehicle's front compartment. The installation of the sheet metal bracket 5 facilitates the installation and maintenance of the body assembly rod 6, improving production efficiency and maintainability.

[0071] This application further proposes that the vehicle front compartment structure also includes a fully active suspension motor pump 4, a compressor 2, and a front distributed motor 7; the fully active suspension motor pump 4 and the compressor 2 are both mounted on the body assembly rod 6, and the front distributed motor 7 is arranged on the front subframe 1; the fully active suspension motor pump 4 and the compressor 2 are staggered from the high-voltage drive module of the front distributed motor 7 in the vehicle height direction.

[0072] Among them, the fully active suspension motor pump 4 usually refers to an electric hydraulic pump or electric air pump used in the active suspension system. It is driven by a motor to provide power to the suspension system in order to achieve active control of vehicle attitude and driving stability.

[0073] Because it requires a large power output, it is usually a high-pressure component, and has certain requirements for installation space and heat dissipation. Compressor 2 can be an electric compressor 2 for the vehicle's air conditioning system, or an electric air compressor 2 for the active suspension system's air source. It compresses refrigerant or air to meet the needs of vehicle interior environmental control or suspension adjustment. Similar to the fully active suspension motor pump 4, the electric compressor 2 is also often a high-pressure component and has a certain size.

[0074] The front distributed motor 7 refers to the drive motor located near or integrated on the front axle of the vehicle to provide power to the vehicle. In electric vehicles, the front distributed motor 7 is usually a high-voltage component, and its high-voltage drive module (such as an inverter, DC / DC converter, etc.) also requires corresponding installation space and has high requirements for collision protection.

[0075] The fully active suspension motor pump 4 and compressor 2 are mounted on the body assembly rod 6, allowing these components to move with the movement of the body assembly rod 6. During a collision, when the vertical beams 11 and horizontal beams 12 of the body assembly rod 6 tilt, these components also tilt, thus participating in the absorption of collision energy, or at least preventing them from being crushed and deformed during the collision. The front distributed motor 7 is arranged on the front subframe 1, utilizing the characteristic of the front subframe 1 as one of the main load-bearing structures at the front of the vehicle.

[0076] The front subframe 1 has high rigidity and strength, providing a stable mounting base and some collision protection for the front distributed motor 7. The fully active suspension motor pump 4 and compressor 2 are staggered from the high-voltage drive module of the front distributed motor 7 in the vehicle height direction. This staggered arrangement means that in the vertical direction of the vehicle, the mounting height of the fully active suspension motor pump 4 and compressor 2 does not overlap or only partially overlaps with the mounting height of the high-voltage drive module of the front distributed motor 7, but rather avoids each other.

[0077] Specifically, the following two configuration methods can be adopted:

[0078] In the first configuration, the fully active suspension motor pump 4 and compressor 2 are mounted at a relatively low position on the body assembly rod 6, while the high-voltage drive module of the front distributed motor 7 is positioned at a relatively high position on the front subframe 1. When the locking mechanism 8 switches to the unlocked state, and the vertical beam 11 moves forward and causes the cross beam 12 to tilt forward, the vertical beam 11 and the cross beam 12 tilt forward as a whole, avoiding the high-voltage drive module behind, thereby preventing structural components from intruding and squeezing the high-voltage drive module.

[0079] In the second configuration, the fully active suspension motor pump 4 and compressor 2 are mounted at a relatively high position on the body assembly rod 6, while the high-voltage drive module of the front distributed motor 7 is positioned at a relatively low position on the front subframe 1. When the locking mechanism 8 switches to the unlocked state, and the vertical beam 11 moves forward and causes the cross beam 12 to tilt forward, the vertical beam 11 and the cross beam 12 tilt forward as a whole, thus avoiding the high-voltage drive module behind.

[0080] Regardless of which of the two configurations is adopted, as long as the fully active suspension motor pump 4 and compressor 2 are staggered from the high-voltage drive module of the front distributed motor 7 in the vehicle height direction, it can be ensured that when a collision occurs, the vertical beam 11 and the horizontal beam 12 will tilt forward and not intrude and squeeze the high-voltage drive module, effectively avoiding safety accidents such as high-voltage short circuits and leakage.

[0081] The above arrangement optimizes the use of space inside the front compartment and avoids physical interference between these high-voltage components during normal driving or a collision. In particular, when the body assembly rod 6 is tilted, it ensures that its movement path will not collide with the high-voltage drive module of the front distributed motor 7.

[0082] Specifically, when a vehicle collides, the vertical beam 11 and horizontal beam 12 of the body assembly rod 6 will tilt after the locking mechanism 8 is unlocked. At this time, the fully active suspension motor pump 4 and compressor 2 installed on them will also move, avoiding direct collision or compression with the front distributed motor 7 and its high-voltage drive module, thereby reducing the risk of damage to high-voltage components and effectively preventing secondary hazards such as high-voltage electrical leakage.

[0083] Through the above technical solution, the fully active suspension motor pump 4 and compressor 2 are installed on the body assembly rod 6, and the front distributed motor 7 is arranged on the front subframe 1. At the same time, the fully active suspension motor pump 4 and compressor 2 are staggered from the high-voltage drive module of the front distributed motor 7 in the vehicle height direction. This effectively solves the problems of tight space in the front compartment and collision protection of high-voltage components, optimizes the integration of components in the front compartment, ensures the harmonious coexistence of various components in a limited space, ensures that the energy absorption function of the vehicle's front compartment structure can be fully utilized during a collision, improves the safety and reliability of high-voltage components, and enhances the passive safety performance of the entire vehicle.

[0084] This application also discloses a vehicle, including the vehicle front compartment structure as described above.

[0085] Specifically, the vehicle can be a pure electric vehicle or a hybrid vehicle, with a distributed electric drive system and a fully active suspension system integrated in its front compartment. The front of the vehicle features the aforementioned front compartment structure, which includes a front subframe 1, a front collision sensor, and a body assembly rod 6. One end of the body assembly rod 6 is fixed to the front subframe 1, and the other end is fixed to the vehicle body. The body assembly rod 6 integrates a vertical beam 11, a horizontal beam 12, a locking mechanism 8, and a sliding rail guide mechanism 9. The locking mechanism 8 is electrically connected to the front collision sensor and has locked and unlocked states.

[0086] When the vehicle is in normal driving condition, the locking mechanism 8 is in the locked state, keeping the vertical beam 11 and the horizontal beam 12 relatively fixed, ensuring the structural rigidity of the body combination rod 6, providing a stable installation base for the distributed electric drive system and the fully active suspension system, and ensuring the handling stability and comfort of the vehicle during driving.

[0087] When a frontal or offset collision occurs, the frontal collision sensor installed at the front of the vehicle collects the collision signal in real time and sends it to the control system. The control system judges the collision signal, and when the intensity of the collision signal reaches a preset threshold, the control system sends an unlocking command to the locking mechanism 8. After receiving the command, the locking mechanism 8 switches from the locked state to the unlocked state, releasing the relative fixation between the vertical beam 11 and the horizontal beam 12. Subsequently, the slide rail guide mechanism 9 pulls the vertical beam 11 forward, causing it to tilt under the impact force of the collision, and simultaneously causing the horizontal beam 12 to tilt forward as well.

[0088] During this process, the vertical beam 11 and the horizontal beam 12 tilt forward as a whole, creating space for critical components such as the distributed drive motor and its high-voltage drive module inside the front compartment. This effectively prevents the vertical beam 11 and the horizontal beam 12 from tilting backward or deforming under the impact of the collision, thus avoiding intrusion and compression of these critical components. Through this structural deformation mechanism, the vehicle's front compartment actively forms a crumple zone during the collision, significantly reducing the risk of short circuits and electrical leakage caused by compression of high-voltage components, thereby improving the overall collision safety and reliability of the vehicle.

[0089] Through the above technical solution, in the event of a frontal or offset collision, the vertical beams 11 and horizontal beams 12 of the body assembly rod 6 can tilt in an orderly manner, creating a safe distance for critical components inside the front compartment. Compared with traditional fixed structures, this application significantly reduces the risk of short circuits or leakage caused by compression of high-voltage components, improving the overall collision safety and reliability of the vehicle. By integrating the above-mentioned front compartment structure, the vehicle achieves controllable dissipation of collision energy, ensuring the safe coexistence of the distributed electric drive and fully active suspension system within a limited space.

[0090] This application also proposes a vehicle front compartment collision protection control method, applied to the vehicle front compartment structure. The vehicle front compartment structure includes a front collision sensor and a body assembly rod 6. The body assembly rod 6 includes a vertical beam 11, a horizontal beam 12, a locking mechanism 8, and a sliding rail guide mechanism 9. The locking mechanism 8 and the sliding rail guide mechanism 9 are disposed at the connection between the vertical beam 11 and the horizontal beam 12. The locking mechanism 8 is electrically connected to the front collision sensor and has a locked state and an unlocked state.

[0091] The method includes: the front collision sensor acquiring a vehicle collision signal; the control system acquiring the collision signal and determining whether the collision signal reaches a preset threshold; when the collision signal reaches the preset threshold, the control system sending an unlocking command to the locking mechanism 8; the locking mechanism 8 receiving the unlocking command and switching from the locked state to the unlocked state; in the unlocked state, the slide rail guide mechanism 9 pulls the vertical beam 11 to move forward of the vehicle, and the vertical beam 11 tilts synchronously under the impact force of the collision, and drives the cross beam 12 to tilt forward.

[0092] By electrically connecting the front collision sensor to the locking mechanism 8, and combining it with the slide rail guide mechanism 9 to guide the vertical beam 11 to tilt forward in the unlocked state, a crumple space is actively created when a collision occurs, thus preventing the vertical beam 11 from tilting backward and intruding and squeezing the high-pressure components, thereby improving collision safety.

[0093] Specifically, under normal driving conditions, the locking mechanism 8 remains locked to ensure the structural rigidity of the vehicle body assembly rod 6. When a frontal or offset collision occurs, the front collision sensor collects the collision signal and sends it to the control system. The control system makes a judgment based on a preset threshold. If the collision signal reaches the threshold, an unlocking command is triggered. After the locking mechanism 8 responds to the command and switches to the unlocked state, the vertical beam 11 loses its locking constraint and tilts under the impact force of the collision. The sliding rail guide mechanism 9 pulls the vertical beam 11 forward, and the vertical beam 11 simultaneously drives the longitudinal beam 10, which is fixedly connected to it, to move forward and causes the cross beam 12 to tilt forward.

[0094] Through the above technical solution, this application realizes an active guidance mechanism for structural deformation. Compared with the traditional passive method of bearing backward tilting deformation, this method triggers unlocking through electronic control logic at the initial stage of the collision, changing the tilting direction of the vertical beam 11 and the horizontal beam 12 from potential backward tilting to controllable forward tilting, effectively avoiding spatial intrusion into the high-voltage drive module of the front distributed motor 7. The vertical beam 11 and the horizontal beam 12 tilt forward as a whole, freeing up space for key components such as the distributed drive motor and high-voltage drive module inside the front compartment, significantly reducing the electrical safety risks caused by structural compression. Through the coordinated action of sensors, control system, and locking mechanism 8, the state switching and structural deformation are completed in milliseconds, ensuring the safety of key components in the front compartment during the collision, while also taking into account the structural stability during daily driving.

[0095] This application further proposes that when the vertical beam 11 moves forward of the vehicle in the unlocked state, it drives the longitudinal beam 10, which is fixedly connected to the vertical beam 11 within the body assembly rod 6, to move forward of the vehicle.

[0096] Specifically, the longitudinal beam 10 is an important load-bearing component in the vehicle body structure. It typically extends along the front-rear direction of the vehicle to support the vehicle body structure and transfer loads.

[0097] In this embodiment, the longitudinal beam 10 and the vertical beam 11 are fixedly connected. Possible implementation methods include, but are not limited to, welding, bolting, or riveting, ensuring that the longitudinal beam 10 and the vertical beam 11 form a unified whole and jointly respond to the impact during a collision. When the vertical beam 11 moves forward of the vehicle under the action of the slide rail guide mechanism 9, the longitudinal beam 10 also moves forward due to the fixed connection between the longitudinal beam 10 and the vertical beam 11; the movement of the longitudinal beam 10 is subordinate to the movement of the vertical beam 11. This cooperative movement relies on the connection strength and rigidity of the vertical beam 11 and the longitudinal beam 10 to ensure that the connection does not fail under impact, thereby enabling the longitudinal beam 10 to participate in the energy absorption process in an orderly manner.

[0098] With the above technical solution, when the vertical beam 11 moves forward in the unlocked state, it can simultaneously drive the longitudinal beam 10 to move forward in the same way, so that the vertical beam 11, longitudinal beam 10 and cross beam 12 inside the body assembly rod 6 can move in coordination. This avoids the vertical beam 11 and cross beam 12 from being blocked by some fixed components, and ensures that the vertical beam 11 and cross beam 12 can tilt forward in a predetermined manner, thereby making room for key components inside the front compartment.

[0099] This application further proposes that when the control system determines that the collision signal has not reached the preset threshold, the locking mechanism 8 remains locked.

[0100] Specifically, this judgment refers to the control system analyzing the intensity, duration, waveform, and other characteristics of the vehicle collision signal collected by the forward collision sensor after receiving it, and comparing it with a pre-set safety threshold. The pre-set threshold is usually calibrated according to vehicle design, safety standards, and the needs of different collision scenarios, distinguishing between severe collisions that require triggering protection mechanisms and minor collisions or false triggering situations that do not require triggering.

[0101] The control system can be an on-board electronic control unit (ECU), which integrates a microprocessor, memory, and input / output interfaces. When a collision signal is input, the microprocessor executes a preset algorithm, such as calculating parameters like the acceleration amplitude, pulse width, and energy integral of the collision signal in real time, and comparing them with preset thresholds stored in memory. If any one or more key parameters of the collision signal fail to reach the preset threshold, it is determined that the preset threshold has not been reached.

[0102] When the control system determines that the collision signal has not reached the preset threshold, the locking mechanism 8 remains locked. This means that the locking mechanism 8 maintains its initial mechanical connection that keeps the vertical beam 11 and the horizontal beam 12 relatively fixed. In this state, the relative movement between the vertical beam 11 and the horizontal beam 12 is restricted, ensuring that the vehicle's front compartment structure maintains its structural integrity and rigidity during normal driving or minor collisions. When the control system determines that the collision signal has not reached the preset threshold, it will not send an unlocking command to the locking mechanism 8.

[0103] Therefore, if the locking mechanism 8 is an electromechanical latch and slot structure, the latch will remain engaged with the slot, maintaining the mechanical lock. If the locking mechanism 8 is electromagnetic or hydraulic, its drive power or hydraulic system will not be activated to perform the unlocking action, thus maintaining its original locking configuration. This mechanism of maintaining the locked state ensures that the forward compartment structure will not undergo unnecessary deformation or functional changes in non-essential circumstances.

[0104] Through the above technical solution, when the control system determines that the collision signal encountered by the vehicle has not reached the preset threshold, the locking mechanism 8 can maintain its locked state, thereby avoiding unnecessary unlocking and tilting of the front compartment structure in the event of a minor collision or other unnecessary circumstances. This effectively prevents structural damage, increased maintenance costs, and interference with the normal use of the vehicle caused by misjudgment or overreaction. At the same time, this mechanism ensures that the front compartment structure can unlock in time and play a protective role when needed (i.e., when the collision signal reaches the preset threshold), while maintaining its stability and integrity when not needed. This achieves intelligent and precise control of the collision protection mechanism, improving the overall safety and economy of the vehicle.

[0105] This application further proposes a vehicle front compartment collision protection control method, wherein the preset threshold is a collision acceleration threshold; the control system has a pre-stored collision acceleration threshold and compares the acceleration amplitude of the collision signal with the collision acceleration threshold; when the acceleration amplitude is greater than or equal to the collision acceleration threshold, the control system determines that the collision signal has reached the preset threshold.

[0106] Specifically, the preset threshold is defined as a collision acceleration threshold. This threshold refers to the maximum or minimum critical value that the vehicle's acceleration signal can withstand during a collision. When the actual measured collision acceleration reaches or exceeds this threshold, the collision is considered severe enough to trigger the front compartment structure's protection mechanism. This threshold can be determined through extensive collision tests, simulation analysis, and vehicle safety standards, distinguishing between minor collisions and severe collisions requiring active protection. Based on this, the control system pre-stores the collision acceleration threshold. This threshold is written into the controller's storage unit during system design or vehicle manufacturing, ensuring that the system can quickly and accurately obtain the baseline data needed to determine the severity of the collision during operation. This threshold can be stored as a constant in the firmware or as a configurable parameter table. The control system compares the acceleration amplitude of the collision signal with the collision acceleration threshold.

[0107] Specifically, after receiving the collision signal from the forward collision sensor, the control system extracts the acceleration amplitude representing the collision intensity. This acceleration amplitude is then compared in real-time with a pre-stored collision acceleration threshold to assess the severity of the collision. When the acceleration amplitude is greater than or equal to the collision acceleration threshold, the control system determines that the collision signal has reached the preset threshold. This is the final condition for triggering the protection mechanism. When the acceleration amplitude of the collision signal reaches or exceeds the preset collision acceleration threshold, the control system determines that the severity of the current collision event has reached a level requiring the activation of forward compartment protection measures.

[0108] By employing the aforementioned technical solution, the preset threshold is clearly defined as the collision acceleration threshold, and a precise comparison is made based on the acceleration amplitude of the collision signal. This allows the control system to more accurately and reliably determine the severity of the collision. This effectively avoids false triggering or response delays caused by ambiguous threshold definitions or inaccurate judgment logic. When the collision intensity indeed reaches a level requiring protection, the system can promptly and accurately issue an unlocking command, ensuring that the locking mechanism 8 switches from the locked state to the unlocked state. This allows the slide rail guide mechanism 9 to pull the vertical beam 11 forward, causing it to tilt synchronously under the impact force of the collision. This, in turn, causes the crossbeam 12 to tilt forward, maximizing the absorption of collision energy and enhancing the collision protection effect of the vehicle's front compartment structure.

[0109] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle front compartment structure, characterized in that, include: Front subframe; Front collision sensor; A body assembly rod, one end of which is fixed to the front subframe and the other end of which is fixed to the body, the body assembly rod includes a vertical beam, a horizontal beam, a locking mechanism and a slide rail guide mechanism, the vertical beam is connected to the horizontal beam, and the locking mechanism and the slide rail guide mechanism are disposed at the connection between the vertical beam and the horizontal beam; The locking mechanism is electrically connected to the front collision sensor, and the locking mechanism has a locked state and an unlocked state; In the locked state, the locking mechanism keeps the vertical beam and the horizontal beam relatively fixed. In the unlocked state, the slide rail guide mechanism pulls the vertical beam to move, and the vertical beam tilts under the impact force of the collision, causing the horizontal beam to tilt forward.

2. The vehicle front compartment structure according to claim 1, characterized in that, The locking mechanism includes a buckle and a slot. The slot is disposed on the vertical beam or the horizontal beam. The buckle engages with the slot in the locked state to restrict the relative movement of the vertical beam and the horizontal beam. In the unlocked state, the buckle disengages from the slot to release the vertical beam and the horizontal beam.

3. The vehicle front compartment structure according to claim 2, characterized in that, The body assembly rod also includes a longitudinal beam that extends along the front-rear direction of the vehicle and is fixedly connected to the vertical beam; In the unlocked state, the slide rail guide mechanism pulls the vertical beam, the vertical beam drives the longitudinal beam to move along the vehicle's front-to-back direction, and the vertical beam drives the cross beam to tilt forward.

4. The vehicle front compartment structure according to claim 1, characterized in that, It also includes a sheet metal bracket, which is disposed between the body assembly rod and the body. One end of the sheet metal bracket is fixedly connected to the other end of the body assembly rod, and the other end of the sheet metal bracket is fixedly connected to the body.

5. The vehicle front compartment structure according to claim 1, characterized in that, It also includes a fully active suspension motor pump, a compressor, and a front distributed motor; the fully active suspension motor pump and the compressor are both mounted on the body assembly rod, and the front distributed motor is arranged on the front subframe; The fully active suspension motor pump and the compressor are staggered from the high-voltage drive module of the front distributed motor in the vehicle height direction.

6. A vehicle, characterized in that, Includes the vehicle front compartment structure as described in any one of claims 1-5.

7. A vehicle front compartment collision protection control method, characterized in that, The invention is applied to the front compartment structure of a vehicle, which includes a front collision sensor and a body assembly rod. The body assembly rod includes a vertical beam, a horizontal beam, a locking mechanism, and a sliding rail guide mechanism. The locking mechanism and the sliding rail guide mechanism are disposed at the connection between the vertical beam and the horizontal beam. The locking mechanism is electrically connected to the front collision sensor and has a locked state and an unlocked state. The method includes: The front collision sensor collects vehicle collision signals; The control system acquires the collision signal and determines whether the collision signal reaches a preset threshold; when the collision signal reaches the preset threshold, the control system sends an unlocking command to the locking mechanism. After receiving the unlocking command, the locking mechanism switches from the locked state to the unlocked state; In the unlocked state, the slide rail guide mechanism pulls the vertical beam forward of the vehicle. Under the impact of the collision, the vertical beam tilts down simultaneously, causing the crossbeam to tilt forward as well.

8. The vehicle front compartment collision protection control method according to claim 7, characterized in that, In the unlocked state, when the vertical beam moves forward of the vehicle, it drives the longitudinal beam fixedly connected to the vertical beam inside the body assembly rod to move forward of the vehicle.

9. The vehicle front compartment collision protection control method according to claim 7, characterized in that, When the control system determines that the collision signal has not reached the preset threshold, the locking mechanism maintains the locked state.

10. The vehicle front compartment collision protection control method according to claim 7, characterized in that, The preset threshold is a collision acceleration threshold. The control system stores the collision acceleration threshold and compares the acceleration amplitude of the collision signal with the collision acceleration threshold. When the acceleration amplitude is greater than or equal to the collision acceleration threshold, the control system determines that the collision signal has reached the preset threshold.

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