Dash panel for vehicle, forecabin structure and vehicle

Abstract

The utility model discloses a dash panel for a vehicle, a forecabin structure and the vehicle. The dash panel is suitable for being connected with a front longitudinal beam of the vehicle. The dash panel is of an integrally-formed structure, and a plurality of dash panel structure areas with different thicknesses are formed on the dash panel in the width direction of the vehicle. According to the dash panel, the dash panel structure areas with different thicknesses are formed in the width direction of the vehicle, the weight of the whole vehicle can be reduced through the thinner dash panel structure areas, light weight of the vehicle is achieved, and the structural strength and rigidity of the dash panel can be enhanced through the thicker dash panel structure areas; therefore, the dash panel can bear a certain impact force and is not bent when a vehicle is collided.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, in particular to a front panel and a front cabin structure for a vehicle and the vehicle. Background Art

[0002] In the related art, in traditional vehicles, in order to achieve better force transmission, the front panel also participates in the front force transmission and has a high structural strength, which results in a large weight of the front panel, which is not conducive to the lightweighting of the vehicle. Utility Model Content

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a dash panel for a vehicle. The dash panel of the present invention forms multiple dash panel structural regions of varying thickness across the width of the vehicle. The thinner dash panel structural regions reduce the overall vehicle weight, achieving lightweighting, while the thicker dash panel structural regions enhance the structural strength and rigidity of the dash panel, allowing the dash panel to withstand certain impact forces without bending during a collision.

[0004] The utility model also provides a front cabin structure with the front panel.

[0005] The utility model also provides a vehicle with the front cabin structure.

[0006] The dash panel according to the present invention is suitable for connection with the front longitudinal beam of the vehicle; the dash panel is an integrally formed structure, and the dash panel is formed with a plurality of dash panel structural areas of unequal thickness in the width direction of the vehicle.

[0007] According to the utility model, the front panel is manufactured by an integrated molding technology, and the front panel is formed with a plurality of front panel structural areas of unequal thickness in the width direction of the vehicle. The thinner front panel structural area can reduce the weight of the entire vehicle, thereby realizing the lightweight of the vehicle. The thicker front panel structural area can enhance the structural strength and rigidity of the front panel, so that the front panel can withstand a certain impact force without bending when the vehicle collides.

[0008] According to some embodiments of the present invention, in the vehicle width direction, the plurality of front panel structural areas of unequal thickness include at least a first area and a second area, and the thickness of the first area is not equal to the thickness of the second area.

[0009] According to some embodiments of the present invention, the first area is a middle section; the second area is a first extension section and a second extension section, and the first extension section and the second extension section are arranged on both sides of the middle section in the width direction; wherein the first extension section, the second extension section and the middle section are integrally formed, and the thickness of the middle section is less than the thickness of the first extension section and the thickness of the second extension section.

[0010] According to some embodiments of the present invention, the thickness of the middle section is h1, the thickness of the first extension section and the second extension section are both h2, and they satisfy: 0.3≤h1 / h2≤0.75.

[0011] According to some embodiments of the present invention, the front panel further includes: a front panel transition section, which is arranged on both sides of the middle section in the vehicle width direction and is respectively connected to the first extension section and the second extension section; wherein the thickness of at least part of the front panel transition section is greater than the thickness of the middle section, and the thickness of at least part of the front panel transition section is less than the thickness of the first extension section and the thickness of the second extension section.

[0012] According to some embodiments of the present invention, the thickness of the front panel transition section increases gradually or in steps in a direction away from the middle section.

[0013] According to some embodiments of the present invention, the width of the vehicle is d, the width of the middle section is d1, the width of the first extension section and the second extension section is d2, and the width of the transition section is d3 and satisfies: 30%≤d1 / d≤32%; 14%≤d2 / d≤18%; 1%≤d3 / d≤3%.

[0014] According to some embodiments of the present invention, the thickness of the middle section is the average thickness of multiple sampling points on the middle section; the thickness of the first extension section is the average thickness of multiple sampling points on the first extension section; and the thickness of the second extension section is the average thickness of multiple sampling points on the second extension section.

[0015] The following briefly describes the front cabin structure according to the present utility model.

[0016] According to the front cabin structure of the present invention, there is provided a front panel as described in any one of the above embodiments. Since the front cabin structure according to the present invention is provided with the front panel as described in any one of the above embodiments, a front longitudinal beam is also provided in the front cabin structure, and the front longitudinal beam is connected to the front panel. Therefore, the front cabin structure is connected to the front panel through the front longitudinal beam, so that when the vehicle is hit, the front longitudinal beam can transfer the collision force to the front panel, and then transfer the collision force from the front panel to other structures in the vehicle body, thereby reducing the collision force received by the front panel, reducing the intrusion amount of the front panel when the vehicle is hit, and improving the safety and reliability of the front cabin structure.

[0017] According to some embodiments of the present invention, the front cabin structure includes: a front cross beam, which is arranged on the front side of the front panel, and the front cross beam is connected to the front longitudinal beam and the front panel.

[0018] According to some embodiments of the present invention, the front cross beam is formed with a plurality of front cross beam structural areas of unequal thickness in the vehicle width direction.

[0019] According to some embodiments of the present invention, in the vehicle width direction, the plurality of front cross beam structural areas of unequal thickness include a first structural area and a second structural area, and the thickness of the first structural area is not equal to the thickness of the second structural area.

[0020] According to some embodiments of the present invention, the first structural area includes: a first segment; the second structural area includes: a second segment and a third segment, the second segment and the third segment are arranged at both ends of the first segment in the width direction, and the thickness of the first segment is smaller than the thickness of the second segment and the thickness of the third segment.

[0021] According to some embodiments of the present invention, the front longitudinal beam is constructed in two parts and is respectively connected to the second section and the third section.

[0022] According to some embodiments of the present invention, the front cabin structure further includes: A-pillars, which are arranged on both sides of the front panel in the width direction and connected to the front panel.

[0023] According to some embodiments of the present invention, both ends of the front cross beam extending in the width direction are respectively connected to the A-pillar, the second section is connected to the A-pillar, and the third section is connected to the A-pillar.

[0024] According to some embodiments of the present invention, a front cross-beam transition section is provided between the first section, the second section, and the third section, respectively. The thickness of at least a portion of the front cross-beam transition section is smaller than the thickness of the second section and the thickness of the third section, respectively. The thickness of at least a portion of the front cross-beam transition section is greater than the thickness of the first section. According to some embodiments of the present invention, the second section includes: a second section body and a first inclined section, the first inclined section being connected to the A-pillar, the thickness of the first inclined section being greater than the thickness of the second section body.

[0025] The third section includes: a third section body and a second inclined section, the second inclined section is connected to the A-pillar, and the thickness of the second inclined section is greater than the thickness of the third section body.

[0026] According to some embodiments of the present invention, the thickness of the first section is the average value of the thicknesses at multiple sampling points of the first section; the thickness of the second section body is the average value of the thicknesses at any point of the second section body in the width direction; the thickness of the third section body is the average value of the thicknesses at any point of the third section body in the width direction; the thickness of the front beam transition section is the average value of the thicknesses at any point of the front beam transition section in the width direction; the thickness of the first inclined section is the average value of the thicknesses at any point of the first inclined section in the width direction; and the thickness of the second inclined section is the average value of the thicknesses at any point of the second inclined section in the width direction.

[0027] According to some embodiments of the present invention, the first structural area is arranged corresponding to the first region, and the second region is arranged corresponding to the second structural area.

[0028] According to some embodiments of the present invention, the front cross beam is spaced apart from at least a portion of the front panel to form a first inner cavity, and the first inner cavity extends to the A-pillar in the width direction of the vehicle.

[0029] According to some embodiments of the present invention, in the vehicle height direction, the upper portion of the front cross beam is flush with the upper portion of the front longitudinal beam.

[0030] According to some embodiments of the present invention, the front cabin structure also includes: a middle channel component, which is arranged on the rear side of the front panel and connected to the front panel, and the projection of the middle channel component in the front and rear directions of the vehicle at least partially overlaps with the projection of the front cross beam in the front and rear directions of the vehicle.

[0031] According to some embodiments of the present invention, the middle channel component is formed with a second inner cavity extending in the front-to-back direction, and the second inner cavity is opposite to at least part of the projection of the first inner cavity in the front-to-back direction; in the projection in the front-to-back direction, the projection surface area of ​​the first inner cavity is S1, the projection area of ​​the second inner cavity is S2 and satisfies: S1 / S2≥50%.

[0032] According to some embodiments of the present invention, the front compartment structure further includes: a battery pack, wherein a front end of the battery pack is connected to the front panel.

[0033] The vehicle according to the present invention is briefly described below.

[0034] The vehicle according to the utility model includes the front cabin structure described in any one of the above embodiments. Since the vehicle according to the utility model is provided with the front cabin structure of the above embodiment, the structural strength and rigidity of the vehicle are good, so that the vehicle has strong frontal collision capability or small offset collision capability, thereby improving the safety and reliability of the vehicle during operation.

[0035] Additional aspects and advantages of the present invention will be given in part in the following description and will become apparent from the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0037] Figure 1 is a front view of a front cabin structure according to one embodiment of the present utility model;

[0038] Figure 2 is a bottom view of a front cabin structure according to one embodiment of the present utility model;

[0039] Figure 3 This is a simplified schematic diagram of a front longitudinal beam, a front cross beam 11 and a front panel according to an embodiment of the present invention;

[0040] Figure 4 is a cross-sectional view of a middle channel according to one embodiment of the present utility model;

[0041] Figure 5 This is a schematic diagram of the connection between the first inner cavity and the second inner cavity according to one embodiment of the present utility model;

[0042] Figure 6 is an exploded view of a front cabin structure according to one embodiment of the present utility model;

[0043] Figure 7 This is a schematic structural diagram of a front crossbeam according to an embodiment of the present utility model;

[0044] Figure 8 This is a schematic structural diagram of a dash panel according to an embodiment of the present invention;

[0045] Figure 9 yes Figure 8 Cross-sectional view at AA in the middle;

[0046] Figure 10 This is a schematic diagram of the forces acting on the sill beam and the battery pack frame to jointly resist deformation according to an embodiment of the present utility model;

[0047] Figure 11 This is a schematic diagram of the connection between the battery pack and the rear crossbeam of the seat according to one embodiment of the utility model.

[0048] Reference numerals:

[0049] 100. Forward cabin structure;

[0050] 11. Front crossbeam; 111. First section; 112. Second section body; 113. Third section body; 114. First inclined section; 115. Second inclined section; 101. First inner cavity; 116. Front crossbeam transition section; 117. Middle transition section;

[0051] 12. Front longitudinal beam; 121. Longitudinal beam; 122. Longitudinal beam cover plate; 123. Rear section of cover plate; 124. Longitudinal beam connecting plate;

[0052] 13. dash panel; 131. middle section; 132. first extension section; 133. second extension section; 134. dash panel transition section;

[0053] 14. A-pillar; 15. Center channel assembly; 102. Second inner cavity; 16. Door sill beam; 161. Reinforcement beam; 17. Battery pack; 171. Battery cell; 172. Battery pack crossbeam; 18. Seat rear crossbeam. DETAILED DESCRIPTION

[0054] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0055] In the related art, in traditional vehicles, in order to achieve better force transmission, the front panel also participates in the front force transmission and has a high structural strength, which results in a large weight of the front panel, which is not conducive to the lightweighting of the vehicle.

[0056] Reference below Figures 1-11 A dash panel for a vehicle according to an embodiment of the present invention is described.

[0057] The dash panel 13 according to the present invention is suitable for connection with the front longitudinal beam of the vehicle; the dash panel 13 is an integrally formed structure, and the dash panel 13 forms a plurality of dash panel structural areas of unequal thickness in the width direction of the vehicle.

[0058] In some specific embodiments, the front panel 13 in the present application is manufactured using an integrated molding technology, which reduces the production process of the front panel 13 and reduces its production cost. At the same time, since the integrated molding technology uses a mold for direct molding, it avoids errors and deformations that may exist in the traditional processing process, thereby greatly improving the precision and quality of the front panel 13. At the same time, the front panel 13 is formed with multiple front panel structural areas of unequal thickness in the width direction of the vehicle. The thinner front panel structural area can reduce the weight of the entire vehicle and achieve lightweighting of the vehicle. When the vehicle collides, the thinner front panel structural area can undergo a certain amount of deformation to reduce damage to passengers in the passenger compartment. The thicker front panel structural area has higher structural strength and rigidity and is not easily bent under force. When the vehicle collides, the thicker front panel structural area can withstand a certain impact force and transmit the impact force to other structures on the vehicle body, thereby improving the stability and reliability of force transmission of the front panel 13 when the vehicle collides.

[0059] According to the utility model, the front panel 13 is manufactured by an integrated molding technology, and the front panel 13 forms a plurality of front panel structural areas of unequal thickness in the width direction of the vehicle. The thinner front panel structural areas can reduce the weight of the entire vehicle, thereby realizing the lightweighting of the vehicle. The thicker front panel structural areas can enhance the structural strength and rigidity of the front panel 13, so that the front panel 13 can withstand a certain impact force without bending when the vehicle collides.

[0060] According to some embodiments of the present invention, in the vehicle width direction, the plurality of dash panel structural areas of unequal thickness include at least a first area and a second area, and the thickness of the first area is not equal to the thickness of the second area.

[0061] In some specific embodiments, in the vehicle width direction, a plurality of front panel structural areas of unequal thickness are provided on the front panel 13, and the plurality of front panel structural areas of unequal thickness can be divided into at least a first area and a second area, and the thickness of the first area is not equal to the thickness of the second area, that is, the thickness of the first area is greater than the thickness of the second area, or the thickness of the first area is less than the thickness of the second area. The first area can be a structural area with a thinner thickness to reduce the weight of the entire vehicle and achieve lightweighting of the vehicle. When the vehicle collides, the first area can undergo a certain amount of deformation to reduce damage to passengers in the passenger compartment. The second area can be a structural area with a thicker thickness, which has high structural strength and rigidity and is not easily bent by force. When the vehicle collides, the second area can withstand a certain impact force and transmit the impact force to other structures on the vehicle body, thereby improving the stability and reliability of force transmission of the front panel 13 when the vehicle collides.

[0062] According to some embodiments of the present invention, the first area is the middle section 131; the second area is the first extension section 132 and the second extension section 133, and the first extension section 132 and the second extension section 133 are arranged on both sides of the middle section 131 in the width direction; wherein the first extension section and the second extension section 133 are respectively integrally formed with the middle section and the thickness of the middle section is less than the thickness of the first extension section 132 and the thickness of the second extension section.

[0063] In some specific embodiments, the front panel 13 is composed of a middle section 131, a first extension section 132 and a second extension section 133. The middle section 131 is set as the first area, the first extension section 132 and the second extension section 133 are set as the second area, the first extension section 132 and the second extension section 133 are respectively arranged on both sides of the middle section 131 in the width direction, the thickness of the first extension section 132 and the second extension section 133 is greater than the thickness of the middle section 131, and the thickness of the first extension section 132 can be equal to the thickness of the second extension section 133, that is, the middle section 131 adopts the thinnest part material thickness in the entire front panel 13, and the first extension section 132 and the second extension section 133 adopt the thickest part material thickness. This design form can reduce the overall The vehicle weight is reduced, and the lightweight of the vehicle is achieved. On the other hand, the structural strength of the middle section 131 is lower than that of the first extension section 132 and the second extension section 133. When a collision occurs in the vehicle, the middle section 131 can undergo a certain deformation to reduce the damage to the passengers in the passenger compartment. At the same time, the structural strength and rigidity of the first extension section 132 and the second extension section 133 are high, so that the first extension section 132 and the second extension section 133 are not easily bent by force. When the vehicle is in a collision, the first extension section 132 and the second extension section 133 can stably and reliably bear the impact force from the front longitudinal beam 12 without deformation, and transmit part of the impact force to other structures of the vehicle body, thereby improving the stability and reliability of force transmission of the front panel 13 when a collision occurs in the vehicle.

[0064] According to some embodiments of the present invention, the thickness of the middle section 131 is h1, and the thickness of the first extension section 132 and the second extension section 133 are both h2, and they satisfy: 0.3≤h1 / h2≤0.75.

[0065] In some specific embodiments, the thickness of the middle section 131 is set to h1, and the thickness of the first extension section 132 and the second extension section 133 are both set to h2, wherein h1 / h2 satisfies the following relationship: 0.3≤h1 / h2≤0.75.

[0066] When h1 / h2 satisfies the above-mentioned proportional relationship, it can not only reduce the overall vehicle weight and manufacturing costs, but also ensure that the structural strength and rigidity of the first extension section 132 and the second extension section 133 are high and not easily bent under force, thereby improving the stability and reliability of force transmission of the front panel when a collision occurs in the car, and allowing the middle section 131 to undergo a certain deformation when a collision occurs in the car to reduce damage to passengers in the passenger compartment.

[0067] According to some embodiments of the present invention, the front panel 13 also includes: a front panel transition section 134. In the vehicle width direction, the front panel transition section 134 is arranged on both sides of the middle section and is respectively connected to the first extension section 132 and the second extension section 133; wherein, the thickness of at least part of the front panel transition section 134 is greater than the thickness of the middle section 131, and the thickness of at least part of the front panel transition section is less than the thickness of the first extension section 132 and the thickness of the second extension section 133.

[0068] In some specific embodiments, a front panel transition section 134 is further provided in the front panel 13. The front panel transition section 134 is provided between the first extension section 132 and the middle section 131. The front panel transition section 134 is also provided between the second extension section 133 and the middle section 131. Since the thicknesses of the first extension section 132, the second extension section 133 and the middle section 131 are different, the cross-sectional areas at different positions of the front panel 13 will vary, which may result in insufficient strength of the welded joint during the welding process. In order to ensure that the welded joint has sufficient strength, additional welding points are required to enhance the strength of the connection. The thickness of the first extension section 132 and the thickness of the second extension section 133 are respectively greater than the thickness of the front panel transition section 134, and the thickness of the middle section 131 is less than the thickness of the front panel transition section 134, that is, the thickness of the front panel transition section 134 is between the thickness of the first extension section 132 and the thickness of the middle section 131, and between the thickness of the second extension section 133 and the thickness of the middle section 131. Therefore, the setting of the front panel transition section 134 makes the cross-sectional area of ​​the front panel 13 more uniform, without the need to increase welding points, making the assembly of the front panel 13 more convenient, and on the other hand, the front panel 13 can have a certain adjustment space during the assembly process as needed.

[0069] like Figure 9 As shown, the thickness of the dash panel transition section 134 can be set to h3, the thickness of the middle section 131 to h1, and the thickness of the first extension section 132 and the second extension section 133 to h2. Here, h1, h2, and h3 satisfy the following relationship: h1 < h3 < h2. When h1, h2, and h3 satisfy this relationship, the cross-sectional area of ​​the dash panel 13 is relatively uniform, eliminating the need for additional welding points, making assembly of the dash panel 13 more convenient, and also reducing the weight of the dash panel 13, achieving overall vehicle lightweighting while maintaining the required structural strength.

[0070] According to some embodiments of the present invention, the thickness of the front panel transition section 134 gradually increases or increases in steps in the direction away from the middle section 131. While ensuring the connection strength between the middle section and the first extension section 132, and between the middle section and the second extension section 133, the cross-sectional area of ​​the front panel 13 can be made more uniform without adding welding points, making the assembly of the front panel 13 more convenient.

[0071] According to some embodiments of the present invention, the width of the vehicle is d, the width of the middle section 131 is d1, the width of the first extension section 132 and the second extension section 133 is d2, and the width of the front panel transition section 134 is d3 and satisfies: 30%≤d1 / d≤32%; 14%≤d2 / d≤18%; 1%≤d3 / d≤3%.

[0072] In some specific embodiments, the width of the vehicle is set to d, the width of the middle section 131 is set to d1, the widths of the first extension section 132 and the second extension section 133 are both set to d2, and the width of the front panel transition section 134 is set to d3, wherein d1 / d, d2 / d, and d3 / d respectively satisfy the following relationships: 30%≤d1 / d≤32%; 14%≤d2 / d≤18%; 1%≤d3 / d≤3%, that is, the middle section 131 occupies 30% to 32% of the width of the entire vehicle, the first extension section 132 and the second extension section 133 occupy 14% to 18% of the width of the entire vehicle, and the front panel transition section 134 occupies 1% to 3% of the width of the entire vehicle. It is understandable that the middle section 131 can cover most of the passenger compartment. When a collision occurs in the car, the middle section 131131 can undergo a certain deformation to reduce damage to the passengers in the passenger compartment. The first extension section 133 and the second extension section 133 are arranged on both sides of at least part of the passenger compartment width direction to facilitate connection with the A-pillar for force transmission and reduce the intrusion amount of the entire front panel 13.

[0073] According to some embodiments of the present invention, the thickness of the middle section is the average value of the thicknesses at multiple sampling points on the middle section; the thickness of the first extension section is the average value of the thicknesses at multiple sampling points on the first extension section; the thickness of the second extension section is the average value of the thicknesses at multiple sampling points on the second extension section. The sampling point refers to an arbitrarily selected point to measure the thickness of the material at the point. The material thickness refers to the thickness of the material. The thicknesses involved in the full text are the average values ​​of the thicknesses at multiple sampling points in the corresponding area. This application selects multiple sampling points on the middle section, multiple sampling points on the first extension section, and multiple sampling points on the second extension section and calculates the average value of their thicknesses respectively, which can reduce the error existing in a single measurement, thereby making the overall value more accurate and improving the accuracy and reliability of the measurement results.

[0074] The front cabin structure 100 according to the present invention is briefly described below.

[0075] According to the front cabin structure 100 of the present invention, there is provided a front panel 13 as described in any one of the above embodiments. Since the front cabin structure 100 according to the present invention is provided with the front panel 13 as described in any one of the above embodiments, a front longitudinal beam 12 is also provided in the front cabin structure 100, and the front longitudinal beam 12 is connected to the front panel 13. Therefore, the front cabin structure 100 is connected to the front panel 13 through the front longitudinal beam 12, so that when the vehicle is hit, the front longitudinal beam 12 can transfer the collision force to the front panel 13, and then transfer the collision force from the front panel 13 to other structures in the vehicle body, thereby reducing the collision force received by the front panel 13, reducing the intrusion amount of the front panel 13 when the vehicle is hit, and improving the safety and reliability of the front cabin structure 100.

[0076] According to some embodiments of the present invention, the front cabin structure includes: a front cross beam 11, which is arranged on the front side of the front panel 13, and the front cross beam 11 is connected to the front longitudinal beam 12 and the front panel.

[0077] In some specific embodiments, the front cross beam 11 is arranged on the front side of the front panel 13, and the front cross beam 11 extends in the width direction. The front cross beam 11 is arranged between the front longitudinal beam 12 and the front panel 13, and at least part of the front cross beam 11 is connected to the front panel 13. The front longitudinal beam 12 is arranged on the side of the front cross beam 11 away from the front panel 13. When the vehicle collides, the collision force exerted on the front longitudinal beam 12 is first transmitted to the front cross beam 11, and then transmitted from the front cross beam 11 to the front panel 13, thereby reducing the collision force exerted on the front panel 13, reducing the intrusion amount of the front panel, and improving the safety of the passenger compartment.

[0078] According to some embodiments of the present invention, the front cross member 11 is formed with a plurality of unequal front cross member thickness structural areas in the vehicle width direction.

[0079] In some specific embodiments, the front cross beam 11 forms a plurality of front cross beam structural areas of unequal thickness in the width direction of the vehicle. The thinner front cross beam structural areas can reduce the weight of the entire vehicle, thereby achieving lightweighting of the vehicle. The thicker front cross beam structural areas have higher structural strength and rigidity and are not easily bent by force. When the vehicle collides, the thicker front cross beam structural areas can withstand a certain impact force and transmit the impact force to other structures in the vehicle body, thereby improving the stability and reliability of force transmission of the front cross beam 11 when the vehicle collides, and ensuring the life safety of passengers in the passenger compartment when the vehicle collides.

[0080] According to some embodiments of the present invention, in the vehicle width direction, the plurality of front cross-beam structural regions of unequal thickness include a first structural region and a second structural region, and the thickness of the first structural region is not equal to the thickness of the second structural region.

[0081] In some specific embodiments, in the vehicle width direction, multiple front cross beam structural areas of unequal thickness are set on the front cross beam 11, and the multiple front cross beam structural areas of unequal thickness can be divided into a first structural area and a second structural area. The thickness of the first structural area is not equal to the thickness of the second structural area, that is, the thickness of the first structural area is greater than or less than the thickness of the second structural area. When the first structural area is set as a structural area with a thinner thickness, the first structural area can reduce the weight of the entire vehicle, thereby achieving lightweighting of the vehicle. When the second structural area is set as a structural area with a thicker thickness, its structural strength and rigidity are higher and it is not easy to bend under force. When the vehicle collides, the second structural area can withstand a certain impact force and transmit the impact force to other structures in the vehicle body, thereby improving the stability and reliability of force transmission of the front cross beam 11 when the vehicle collides, and ensuring the life safety of passengers in the passenger compartment when the vehicle collides.

[0082] According to some embodiments of the present invention, the first structural area includes: a first segment; the second structural area includes: a second segment and a third segment, the second segment and the third segment are arranged at both ends of the first segment in the width direction, wherein the average thickness of the first segment is less than the average thickness of the second segment and the average thickness of the third segment.

[0083] In some specific embodiments, the front cross beam 11 is composed of a first section, a second section and a third section, the first section is set as a first structural area, the second section and the third section are set as a second structural area, the second section and the third section 113 are respectively set at both ends of the first section 111 in the width direction, and the front cross beam 11 is manufactured by hot stamping technology, wherein the thickness of the first section 111 is respectively less than the thickness of the second section and the thickness of the third section, that is, the first section 111 adopts the thinnest part material thickness (such as 1.0 or 1.2 mm), and the second section and the third section adopt the thickest part material thickness (such as 2.0 or 1.8 or 1.6 mm). This design shape On the one hand, this type of arrangement can reduce the weight of the entire vehicle and achieve lightweighting of the vehicle. On the other hand, the first section 111 is arranged opposite the passenger compartment. The structural strength of the first section 111 is lower than those of the second section and the third extension section. When a collision occurs in the vehicle, the first section 111 can undergo a certain deformation to reduce damage to the passengers in the passenger compartment. At the same time, the second section and the third section have high structural strength and rigidity, so that the second section and the third section have strong bending and compression resistance. When the vehicle is in a collision, the second section and the third section can stably and reliably bear the impact force generated by the collision and stably transmit the impact force to other structures of the vehicle body.

[0084] According to some embodiments of the present invention, the front longitudinal beam 12 is constructed in two parts and is connected to the second section and the third section respectively.

[0085] In some specific embodiments, the front longitudinal beam 12 is constructed in two, one of which is arranged on the second section, and the other is arranged on the third section. The two front longitudinal beams 12 are respectively arranged on the second and third sections at the end of the thickness of the front cross beam 11. On the one hand, the two front longitudinal beams 12 are arranged separately to disperse stress and reduce the possibility of single-point failure. On the other hand, the second and third sections have higher structural strength and are not easily bent under force, so the force can be smoothly transmitted to the next level.

[0086] In addition, each front longitudinal beam 12 is composed of a longitudinal beam and a longitudinal beam cover plate 122. A front panel connection portion is formed at the connection between each front longitudinal beam 12 and the front cross beam 11. Each front panel connection portion is composed of a cover plate rear section 123 and a longitudinal beam connecting plate 124. The longitudinal beam is smoothly connected to the front surface of the second section or the third section through the longitudinal beam connecting plate 124. The longitudinal beam cover plate 122 is smoothly connected to the front surface of the second section or the third section through the cover plate rear section 123. The longitudinal beam connecting plate 124 and the cover plate rear section 123 extend in directions away from each other along the width direction of the front cross beam 11, thereby increasing the contact area between the front longitudinal beam 12 and the front cross beam 11, improving the strength and stability of the connection between the front longitudinal beam 12 and the front panel, and at the same time, when the vehicle is in an accident During a collision, the collision force exerted on the front longitudinal beam 12 is transmitted to the front cross beam 11 by the rear section 123 of the closing plate and the longitudinal beam connecting plate 124 respectively. The force transmitted from the rear section 123 of the closing plate to the front cross beam 11 is transmitted along the width direction of the front cross beam 11, and the force transmitted from the longitudinal beam connecting plate 124 to the front cross beam 11 is also transmitted along the width direction of the front cross beam 11. However, the force transmitted from the rear section 123 of the closing plate to the front cross beam 11 is transmitted in an opposite direction on the front cross beam 11 as the force transmitted from the longitudinal beam connecting plate 124 to the front cross beam 11. The force can be transmitted more dispersedly and stably between the front longitudinal beam 12, the front cross beam 11 and the front panel 13, thereby improving the force transmission effect between the front longitudinal beam 12 and the front cross beam 11.

[0087] According to some embodiments of the present invention, the front cabin structure further includes: A-pillars 14 , which are disposed on both sides of the front panel in the width direction, and the A-pillars 14 are connected to the front panel 13 .

[0088] In some specific embodiments, A-pillars 14 are further provided in the front cabin structure. The A-pillars 14 refer to the pillars located on both sides of the vehicle's front windshield, usually located between the engine compartment and the cockpit. The A-pillars 14 are provided on both sides of the front panel 13 in the width direction, and the A-pillars 14 are connected to the front panel 13. When the vehicle collides, the collision force exerted on the front panel 13 can be transmitted to the A-pillars 14 along the width direction. The A-pillars 14 can help the front panel bear most of the collision force to reduce the collision force ultimately received by the front panel 13.

[0089] According to some embodiments of the present invention, both ends of the front cross beam 11 extending in the width direction are respectively connected to the A-pillars, the second section is connected to the A-pillar 14 , and the third section is connected to the A-pillar 14 .

[0090] In some specific embodiments, the front crossbeam 11 extends in the width direction, and the A-pillars are disposed at both ends of the front crossbeam 11 in the width direction. The second and third sections are respectively connected to the A-pillars. When the vehicle is involved in a head-on collision, the impact force exerted on the two front longitudinal beams 12 can be transmitted to the A-pillars 14 via the second and third sections, respectively. This reduces the impact force transmitted from the front longitudinal beams 12 to the front panel 13, reduces the amount of intrusion into the front panel 13, and ensures the safety of passengers in the passenger compartment during a vehicle collision. According to some embodiments of the present invention, a front crossbeam transition section 116 is disposed between the first section 111 and the second section body 112 and the third section body, respectively. The thickness of at least a portion of the front crossbeam transition section 116 is less than the average thickness of the second section body and the average thickness of the third section body 113; and the thickness of at least a portion of the front crossbeam transition section 116 is greater than the average thickness of the first section.

[0091] In some specific embodiments, a front cross-beam transition section 116 is used for transition between the first section 111 and the second section, and between the first section 111 and the third section. The average thickness of the front cross-beam transition section 116 is greater than the average thickness of the first section, and the average thickness of the front cross-beam transition section 116 is less than the average thickness of the second section and the average thickness of the third section. On the one hand, since the thicknesses of the front cross-beam 11 at different positions are different, the cross-sectional areas at different positions of the front cross-beam 11 will change, which may cause insufficient strength of the welded joints during the welding process. In order to ensure that the welded joints have sufficient strength, additional welding points are required to enhance the strength of the connections. The front cross-beam transition section 116 makes the cross-sectional area of ​​the front cross-beam 11 more uniform, and there is no need to increase welding points, which makes the assembly of the front cross-beam 11 more convenient. On the other hand, it allows a certain amount of adjustment space for the front cross-beam 11 during the reassembly process as needed.

[0092] In addition, an intermediate transition section 117 is provided between the second section body 112 and the first inclined section 114 , and between the third section body 113 and the second inclined section 115 .

[0093] The first section 111 is set to 20% to 22% of the vehicle width, the width of the second section body 112 and the third section body 113 is set to 15% to 18% of the vehicle width, the width of the first inclined section 114 and the second inclined section 115 is respectively set to 6% to 10% of the vehicle width, and the front cross beam transition section 116 and the middle transition section are respectively set to 1% to 3% of the vehicle width. It can be understood that the second section is arranged directly behind one of the front longitudinal beam assemblies 12, that is, the second section completely wraps the cross-sectional area of ​​one of the front longitudinal beam assemblies 12 in the height direction, or in other words, the width direction of the second section is larger than the width of one of the front longitudinal beam assemblies 12, and the third section is arranged directly behind the other front longitudinal beam assembly 12, that is, the third section completely wraps the cross-sectional area of ​​the other front longitudinal beam assembly 12 in the height direction, or in other words, the width direction of the third section is larger than the width of the other front longitudinal beam assembly 12, and the second and third sections are arranged as the thickest areas, which can ensure that when the two front longitudinal beam assemblies 12 transmit force backward, the second and third sections can stably and reliably bear the impact force from the two front longitudinal beam assemblies, and stably transmit the impact force to the pillar A-pillar 14, thereby realizing effective transmission and dispersion of collision force during a head-on collision of the vehicle.

[0094] According to some embodiments of the present invention, the second section includes: a second section body 112 and a first inclined section 114, the second section body 112 is connected to the first section 111, the first inclined section 114 is connected to the A-pillar 14, and the thickness of the first inclined section 114 is greater than the thickness of the second section body 112; the third section includes: a third section body 113 and a second inclined section 115, the third section body 113 is connected to the first section 111, the second inclined section 115 is connected to the A-pillar 14, and the thickness of the second inclined section 115 is greater than the thickness of the third section body 113.

[0095] In some specific embodiments, the second section is composed of a second section body 112 and a first inclined section 114. The second section body 112 is connected to the first section 111. One end of the first inclined section 114 can be connected to the second section body 112, and the other end of the first inclined section 114 is connected to the A-pillar 14. At least part of the front longitudinal beam 12 is respectively provided on the first inclined section 114 and the second section body 112, and the force applied to the second section body 112 needs to be first transmitted to the first inclined section 114, and then transmitted to the A-pillar by the first inclined section 114. Therefore, the force applied to the first inclined section 114 is greater than the force applied to the second section body 112. The average thickness of the first inclined section 114 is greater than the average thickness of the second section body 112, so as to improve the structural strength and rigidity of the first inclined section 114, prevent the first inclined section 114 from bending during the force transmission process, and at the same time reduce the mass of the front cross beam 11.

[0096] The third section is composed of a third section body 113 and a second inclined section 115. The third section body 113 is connected to the first section 111. One end of the second inclined section 115 can be connected to the third section body 113, and the other end of the second inclined section 115 is connected to the A-pillar 14. At least part of the front longitudinal beam 12 is respectively provided on the second inclined section 115 and the third section body 113, and the force applied to the third section body 113 needs to be first transmitted to the second inclined section 115, and then transmitted to the A-pillar by the second inclined section 115. Therefore, the force applied to the second inclined section 115 is greater than the force applied to the third section body 113. The average thickness of the second inclined section 115 is greater than the average thickness of the third section body 113, so as to improve the structural strength and rigidity of the second inclined section 115, prevent the second inclined section 115 from bending during the force transmission process, and at the same time reduce the mass of the front cross beam 11.

[0097] According to some embodiments of the present invention, the thickness of the first section is the average value of the thicknesses at multiple sampling points of the first section; the thickness of the second section body is the average value of the thicknesses at any point of the second section body in the width direction; the thickness of the third section body is the average value of the thicknesses at any point of the third section body in the width direction; the thickness of the front crossbeam transition section is the average value of the thicknesses at any point of the front crossbeam transition section in the width direction; the thickness of the first inclined section is the average value of the thicknesses at any point of the first inclined section in the width direction; the thickness of the second inclined section is the average value of the thicknesses at any point of the second inclined section in the width direction. The sampling point here refers to an arbitrarily selected point at which the material thickness is measured. The material thickness refers to the thickness of the material. This application selects multiple sampling points on the first section, multiple sampling points on the second section body, multiple sampling points on the third section body, and multiple sampling points on the first inclined section and the second inclined section and calculates the average value of their thicknesses respectively, thereby reducing the error existing in a single measurement, thereby making the overall value more accurate and improving the accuracy and reliability of the measurement results.

[0098] According to some embodiments of the present invention, the first structural area is arranged corresponding to the first region, and the second region is arranged corresponding to the second structural area.

[0099] In some specific embodiments, since the front longitudinal beam 12 is not provided on the first area, the first area does not need to bear most of the impact force caused by the vehicle collision. The first area is constructed as a thinner front cross beam structural area. The first structural area needs to undergo a certain amount of deformation. The first structural area is constructed as a thinner front panel structural area. The front longitudinal beam 12 is provided on the second area. The second area bears most of the impact force generated during the collision. The second area is constructed as a thicker front cross structural area. The second structural area needs to transmit force with the A-pillar 14 during a vehicle collision. The second structural area is constructed as a thicker front panel structural area. Therefore, the first area is set corresponding to the first structural area, and the second area is set corresponding to the second structural area. It can ensure that the front cabin structure has sufficient structural strength to ensure the safety of the passenger cabin during a vehicle collision while achieving the goal of lightweighting and reducing the overall mass of the vehicle.

[0100] According to some embodiments of the present invention, the front cross beam 11 is separated from at least part of the front panel to form a first inner cavity 101. The first inner cavity extends to the A-pillar in the width direction of the vehicle, so that the first inner cavity 101 can cover the entire passenger compartment. When the vehicle collides head-on, the front longitudinal beam 12 transfers the collision force to the front cross beam 11. Due to the setting of the first cavity, the front cross beam 11 has a certain buffer space for movement toward the front panel, which reduces the force exerted by the cross beam body on the front panel when the front cross beam 11 collides with the front panel, thereby achieving comprehensive protection in the width direction of the vehicle.

[0101] In addition, a reinforcing flange is formed on at least one side edge of the front cross beam 11 in the height direction, which is in contact with the front panel. The reinforcing flange effectively improves the structural strength and rigidity of the front cross beam 11 by increasing the size of the front cross beam 11 in the height direction, and improves the bending and compression resistance of the front cross beam 11, which enables the front cross beam 11 to better withstand the force from the front longitudinal beam 12; the reinforcing flange is tightly fitted with the front panel and is tightly connected to the front panel by welding or other connection methods, so that a complete first cavity 101 is formed between the front panel and the front cross beam 11. The first cavity 101 can reduce the structural weight. At the same time, when the vehicle is hit, the first cavity can disperse and alleviate the impact force from the front longitudinal beam 12 and guide the force to the A-pillar 14. Therefore, this design not only ensures the stability of the passenger compartment, but also simplifies the force transmission path and achieves a good weight reduction effect.

[0102] According to some embodiments of the present invention, in the vehicle height direction, the upper part of the front cross beam is flush with the upper part of the front longitudinal beam to ensure better force transmission effect during transition and avoid the formation of structural weaknesses that lead to instability during collision.

[0103] According to some embodiments of the present invention, the front cabin structure 100 also includes: a middle channel component 15, which is arranged on the rear side of the front panel and connected to the front panel, and the projection of the middle channel component in the front and rear directions of the vehicle at least partially overlaps with the projection of the front cross beam 11 in the front and rear directions of the vehicle.

[0104] In some specific embodiments, a middle channel assembly 15 is further provided in the front cabin structure 100, one end of the middle channel assembly 15 is connected to the rear side of the front panel, and the other end is connected to the front cross beam 11 of the seat, and the middle channel assembly 15 is located between the two front longitudinal beams 12, and the projection of the middle channel assembly 15 in the front and rear directions of the vehicle at least partially overlaps with the projection of the front cross beam 11 in the front and rear directions of the vehicle. Since the material thickness of the first section 111 of the front cross beam 11 and the middle section 131 of the front panel is relatively thin, the force transmitted by the two front longitudinal beams 12 to the first section 111 and the middle section 131 may become unstable. Therefore, the setting of the middle channel assembly 15 enables the force transmitted by the two front longitudinal beams 12 to the first section 111 and the middle section 131 to be transmitted backward through the middle channel assembly 15, thereby avoiding the occurrence of instability in the middle part of the front panel and the front cross beam 11.

[0105] According to some embodiments of the present invention, the channel assembly is formed with a second inner cavity extending in the front-to-back direction, and the second inner cavity is opposite to at least part of the projection of the first inner cavity in the front-to-back direction; in the projection in the front-to-back direction, the projection surface area of ​​the first inner cavity 101 is S1, and the projection area of ​​the second inner cavity 102 is S2 and satisfies: S1 / S2≥50%.

[0106] In some specific embodiments, in the projection in the front-to-back direction, a second inner cavity 102 is formed inside the middle channel component 15, and the second inner cavity 102 extends from front to back. The projection area of ​​the first inner cavity 101 in the front-to-back direction is S1, and the projection area of ​​the second inner cavity 102 in the front-to-back direction is S2, where S1 / S2 satisfies the following relationship: S1 / S2≥50%.

[0107] When S1 / S2 satisfies the above-mentioned proportional relationship, the force transmitted from the front longitudinal beam 12 to the front cross beam 11 can be better transmitted through the overlapping part of the first inner cavity 101 and the second inner cavity 102, and transmitted backward from the first inner cavity 101 to the second inner cavity 102, and the force is then transmitted backward and dispersed by the second inner cavity 102, thereby greatly reducing the impact force of the vehicle during head-on collision and small side collision. In addition, the larger the overlapping area of ​​the projections of the first inner cavity 101 and the second inner cavity 102 in the front-to-back direction, the better the force transmission effect between the first inner cavity 101 and the second inner cavity 102.

[0108] According to some embodiments of the present invention, the front cabin structure 100 further includes: a battery pack 17, which is arranged on the rear side of the front panel and connected to the front panel. When the vehicle collides, the battery pack can work together with the front panel to resist the impact force of the vehicle collision.

[0109] In some specific embodiments, a door sill beam 16 and a reinforcement beam 161 are further provided in the front cabin structure. The door sill beam 16 is provided on both sides in the width direction of the battery pack and the door sill beam 16 is connected to the pillars 14 respectively. When the vehicle collides, the collision force is transmitted along the front longitudinal beam 12 through the front cross beam 11 overlapped therewith to the A-pillar 14, and then continues to be transmitted to the rear of the vehicle along the door sill beam 16 overlapped at the lower end of the A-pillar 14 and the battery pack frame 17 and releases the energy, thereby ensuring the safety of the passengers in the passenger compartment. However, in a small side collision of the vehicle, the collision force received by the vehicle cannot be transmitted through the front longitudinal beam 12, and needs to be transmitted through the A-pillar 14 and The sill beam 16 and the battery pack frame 17 jointly resist deformation. A reinforcing beam 161 is also provided in the sill beam 16. The reinforcing beam 161 is housed in the sill beam 16 and adheres to the side of the sill beam 16 close to the battery pack frame 17. The design of the reinforcing beam 161 can improve the structural strength and rigidity of the sill beam 16, and can effectively reduce the deformation of the sill beam 16, so as to more effectively absorb collision energy, reduce direct impact on the passenger compartment and battery pack, and improve the safety and reliability of the vehicle during operation. The shape of the reinforcing beam 161 is not limited here, and the shape of the reinforcing beam 161 can be adjusted according to the structural requirements of the vehicle.

[0110] In other specific embodiments, the battery pack 17 is formed with battery cells 171 extending in the front-to-back direction. The battery cells 171 are arranged longitudinally. This layout can reduce unnecessary gaps and make the battery pack more compact. A large surface of the battery cell 171 is formed on one side of the battery cell 171 in the thickness direction. The large surface of the battery cell 171 refers to the larger surface formed on one side of the battery cell 171 in the thickness direction. The large surface of the battery cell 171 is arranged toward the sill beam 16. The battery cell 171 can jointly resist the collision force during a small-side collision with the sill beam 16. The battery cell 171 can enhance the local stiffness of the sill beam 16 to a certain extent and improve the structural strength of the side of the vehicle. The large surface of the battery cell 171 is arranged toward the sill beam 16, so that the collision force can be transmitted from the sill beam 16 to the battery cell 171 in a more dispersed manner, effectively preventing a certain point of the battery cell 171 from being damaged by excessive force.

[0111] In addition, at least one battery pack cross beam 172 is provided in the battery pack 17, and multiple fixing points are provided on the battery pack cross beam 172. The battery pack frame 17 is bolted to the rear cross beam 18 of the vehicle seat through the fixing points, so that the battery pack is connected to the vehicle body as a whole to jointly resist the side collision force, thereby increasing the overall rigidity of the vehicle body and the battery pack 17.

[0112] The vehicle according to the present invention is briefly described below.

[0113] The vehicle according to the present invention includes the front cabin structure 100 described in any one of the above embodiments. Since the vehicle according to the present invention is provided with the front cabin structure 100 of the above embodiment, the structural strength and rigidity of the vehicle are good, so that the vehicle has strong frontal collision capability or small offset collision capability, thereby improving the safety and reliability of the vehicle during operation.

[0114] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0115] In the description of the present invention, "first feature" and "second feature" may include one or more such features.

[0116] In the description of the present invention, “plurality” means two or more.

[0117] In the description of the present invention, a first feature being “above” or “below” a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact via another feature therebetween.

[0118] In the description of the present invention, a first feature “above”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0119] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the illustrative use of the above terms does not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0120] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and purpose of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A dash panel for a vehicle, characterized in that: The front panel (13) is suitable for being connected to a front longitudinal beam of a vehicle; the front panel (13) is an integrally formed structure, and the front panel (13) is provided with a plurality of front panel structural areas of unequal thickness in a width direction of the vehicle.

2. The dash panel for a vehicle according to claim 1, characterized in that: In the vehicle width direction, the plurality of dash panel structure areas of unequal thickness include at least a first area and a second area, and the thickness of the first area is not equal to the thickness of the second area.

3. The dash panel for a vehicle according to claim 2, characterized in that: The first region is a middle section (131); The second region is a first extension section (132) and a second extension section (133), and the first extension section (132) and the second extension section (133) are arranged on both sides of the middle section (131) in the width direction; in The first extension section (132), the second extension section (133) and the middle section (131) are integrally formed, and the thickness of the middle section (131) is smaller than the thickness of the first extension section (132) and the thickness of the second extension section (133).

4. The dash panel for a vehicle according to claim 3, characterized in that: The thickness of the middle section (131) is h1, and the thickness of the first extension section (132) and the second extension section (133) are both h2, and the following relationship is satisfied: 0.3≤h1 / h2≤0.

75.

5. The dash panel for a vehicle according to claim 4, characterized in that: Also includes: A front panel transition section (134), wherein in the vehicle width direction, the front panel transition section (134) is arranged on both sides of the middle section (131) and is respectively connected to the first extension section (132) and the second extension section (133); Wherein, the thickness of at least part of the front panel transition section (134) is greater than the thickness of the middle section (131), and the thickness of at least part of the front panel transition section (134) is less than the thickness of the first extension section (132) and the thickness of the second extension section (133).

6. The dash panel for a vehicle according to claim 5, characterized in that: The thickness of the front wall panel transition section (134) increases gradually or in steps in a direction away from the middle section (131).

7. The dash panel for a vehicle according to claim 5, characterized in that: The width of the vehicle is d, the width of the middle section (131) is d1, the width of the first extension section (132) and the second extension section (133) is d2, the width of the front panel transition section (134) is d3 and satisfies: 30%≤d1 / d≤32%; 14%≤d2 / d≤18%; 1%≤d3 / d≤3%.

8. The dash panel for a vehicle according to any one of claims 3 to 7, characterized in that: The thickness of the middle section (131) is an average value of the thicknesses at a plurality of sampling points on the middle section (131); The thickness of the first extension section (132) is an average value of thicknesses at a plurality of sampling points on the first extension section (132); The thickness of the second extension section (133) is an average value of thicknesses at a plurality of sampling points on the second extension section (133).

9. A front cabin structure for a vehicle, characterized in that: include: A front panel (13), wherein the front panel is constructed as the front panel according to any one of claims 1 to 8; A front longitudinal beam (12), wherein the front longitudinal beam (12) is connected to the front panel.

10. The front cabin structure for a vehicle according to claim 9, characterized in that: Also includes: A front cross beam (11), wherein the front cross beam (11) is arranged on the front side of the front panel, and the front cross beam is connected to the front longitudinal beam and the front panel.

11. The front cabin structure for a vehicle according to claim 10, characterized in that: The front cross beam (11) is formed with a plurality of front cross beam structural areas of unequal thickness in the vehicle width direction.

12. The front cabin structure for a vehicle according to claim 11, characterized in that: In the vehicle width direction, the plurality of front cross beam structural areas of unequal thickness include a first structural area and a second structural area, and the thickness of the first structural area is not equal to the thickness of the second structural area.

13. The front cabin structure for a vehicle according to claim 12, characterized in that: The first structural region includes: a first section (111); The second structural area includes: a second section and a third section, wherein the second section and the third section are arranged at two ends of the first section (111) in the width direction, wherein The thickness of the first section (111) is smaller than the thickness of the second section and the thickness of the third section.

14. The front cabin structure for a vehicle according to claim 13, characterized in that: The front longitudinal beam (12) is constructed in two parts and is respectively connected to the second section and the third section.

15. The front cabin structure for a vehicle according to claim 13, characterized in that: Also includes: A-pillars (14), the A-pillars (14) are arranged on both sides of the front panel (13) in the width direction, and the A-pillars (14) are connected to the front panel.

16. The front cabin structure for a vehicle according to claim 15, characterized in that: Both ends of the front cross beam (11) extending in the width direction are respectively connected to the A-pillars (14); The second section is connected to the A-pillar (14), and the third section is connected to the A-pillar (14).

17. The front cabin structure for a vehicle according to claim 16, characterized in that: A front cross beam transition section (116) is provided between the first section and the second section and the third section respectively, and the thickness of at least part of the front cross beam transition section (116) is respectively smaller than the thickness of the second section and the thickness of the third section; the thickness of at least part of the front cross beam transition section (116) is greater than the thickness of the first section (111).

18. The front cabin structure for a vehicle according to claim 17, characterized in that: The second paragraph includes: A second section body (112) and a first inclined section (114), wherein the second section body (112) is connected to the first section (111), the first inclined section (114) is connected to the A-pillar, and the thickness of the first inclined section (114) is greater than the thickness of the second section body (112); The third paragraph includes: A third section body (113) and a second inclined section (115), wherein the third section body (113) is connected to the first section (111), and the second inclined section (115) is connected to the A-pillar, and the thickness of the second inclined section (115) is greater than the thickness of the third section body (113).

19. The front cabin structure for a vehicle according to claim 18, characterized in that: The thickness of the first section (111) is an average value of thicknesses at a plurality of sampling points of the first section (111); The thickness of the second section body (112) is an average value of thicknesses at a plurality of sampling points on the second section body (112); The thickness of the third section body (113) is an average value of thicknesses at a plurality of sampling points on the third section body (113); The thickness of the front cross beam transition section (116) is an average value of the thicknesses at a plurality of sampling points on the front cross beam transition section (116); The thickness of the first inclined section (114) is an average value of thicknesses at a plurality of sampling points on the first inclined section (114); The thickness of the second inclined section (115) is an average value of thicknesses at a plurality of sampling points on the second inclined section (115).

20. The front cabin structure for a vehicle according to claim 12, characterized in that: In the vehicle width direction, the plurality of front panel structural areas of unequal thickness include at least a first area and a second area, the thickness of the first area is not equal to the thickness of the second area, the first structural area is arranged correspondingly to the first area, and the second area is arranged correspondingly to the second structural area.

21. The front cabin structure for a vehicle according to claim 10, characterized in that: The front cross beam (11) is spaced apart from at least a portion of the front bulkhead to form a first inner cavity (101), and the first inner cavity (101) extends to an A-pillar in a width direction of the vehicle.

22. The front cabin structure for a vehicle according to claim 14, characterized in that: In the vehicle height direction, the upper portion of the front cross beam (11) is flush with the upper portion of the front longitudinal beam.

23. The front cabin structure for a vehicle according to claim 21, characterized in that: Also includes: A middle channel component (15) is arranged on the rear side of the front panel and connected to the front panel, and a projection of the middle channel component (15) in the front-rear direction of the vehicle at least partially overlaps with a projection of the front cross beam (11) in the front-rear direction of the vehicle.

24. The front cabin structure for a vehicle according to claim 23, characterized in that: The middle channel component is formed with a second inner cavity (102) extending in the front-to-back direction, and the second inner cavity (102) is directly opposite to at least a partial projection of the first inner cavity (101) in the front-to-back direction; In the projection in the front-to-back direction, the projection surface area of ​​the first inner cavity (101) is S1, and the projection surface area of ​​the second inner cavity (102) is S2, and they satisfy: S1 / S2≥50%.

25. The front cabin structure for a vehicle according to claim 9, characterized in that: Also includes: A battery pack (17), wherein the front end of the battery pack (17) is connected to the front panel.

26. A vehicle, characterized in that: The front cabin structure (100) comprises any one of claims 9-25.

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