Front cabin structure and vehicle

Abstract

The utility model relates to a forecabin structure and a vehicle, the forecabin structure comprises a front anti-collision beam, a front longitudinal beam, an auxiliary frame anti-collision beam, an auxiliary frame, an extension part and a connecting part, the extension part is connected to the outer side of the front longitudinal beam, the extension part and the front longitudinal beam are both connected to the front anti-collision beam, the auxiliary frame is connected to the auxiliary frame anti-collision beam, and the connecting part is connected to the auxiliary frame anti-collision beam. And the connecting part is connected with the extension part and the auxiliary frame. According to the technical scheme, the front anti-collision beam, the front longitudinal beam, the auxiliary frame and the auxiliary frame anti-collision beam are connected into a whole through the extension part and the connecting part, the integrity and stability of the forecabin structure are improved, and better safety can be achieved when a vehicle is subjected to small deviation collision.

Description

Technical Field

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

[0002] Frontal collisions are common in real traffic accidents, especially minor collisions. Therefore, frontal collision performance is an important indicator of vehicle safety. In minor frontal collisions, the safety performance of the vehicle body largely depends on the collision deformation of the front compartment structure. The front compartment structure, also known as the front frame or front end structure, is an important component of the vehicle and plays a role in absorbing and dispersing energy during a collision to protect passenger safety.

[0003] In related technologies, in the event of a frontal head-on collision or a small offset collision, the collision force is usually transferred from the front bumper beam to the energy absorption box and then to the longitudinal beam. The force transmission path is singular, and the stability of the front compartment structure needs to be improved. Utility Model Content

[0004] The purpose of this disclosure is to provide a front cabin structure and vehicle that exhibits strong stability and good overall integrity in the event of a collision, thereby improving passenger safety and at least partially solving the aforementioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this disclosure, a front compartment structure is provided, including a front bumper beam, a front longitudinal beam, a subframe bumper beam, a subframe, an extension portion, and a connecting portion. The extension portion is connected to the outside of the front longitudinal beam and is connected to the front bumper beam along with the front longitudinal beam. The subframe is connected to the subframe bumper beam, and the connecting portion connects the extension portion and the subframe.

[0006] Optionally, the subframe includes two subframe longitudinal beams arranged opposite each other along the width direction of the vehicle. Each subframe longitudinal beam includes a connecting section connected to the subframe anti-collision beam. The connecting section is connected to the extension through the connecting portion. The two connecting sections extend obliquely away from each other along the longitudinal direction of the vehicle and toward the subframe anti-collision beam.

[0007] Optionally, the projection of the connecting portion along the height direction of the vehicle is located on the front longitudinal beam and the extension, and the projection of the connecting portion along the height direction of the vehicle covers a portion of the centerline of the extension, the centerline extending along the width direction of the vehicle and passing through the center position of the extension along the front-rear direction of the vehicle.

[0008] Optionally, the extension includes a base plate portion that overlaps with the bottom surface portion of the front longitudinal beam, and the connecting portion connects the front longitudinal beam and the base plate portion.

[0009] Optionally, the connecting portion includes a first mounting plate and a second mounting plate that are opposite each other, the first mounting plate being connected to the front longitudinal beam, and the second mounting plate being connected to the bottom plate or to both the bottom plate and the front longitudinal beam.

[0010] Optionally, the front compartment structure further includes an energy-absorbing structure, and the front longitudinal beam and the extension are connected to the front anti-collision beam through the energy-absorbing structure;

[0011] The front bumper beam includes a front panel and two side panels disposed on opposite sides of the front panel along the vehicle height direction. The front panel and the two side panels enclose an installation space facing the energy-absorbing structure. The energy-absorbing structure includes a front end panel, which is located within the installation space and connected to the front panel and / or at least one of the side panels.

[0012] Optionally, the front compartment structure includes a front crossbeam connected to the front longitudinal beam, the projection of the front crossbeam along the width direction of the vehicle at least partially overlapping the front wheel arch front side beam.

[0013] Optionally, the front longitudinal beam is provided with a collapsible structure.

[0014] Along the longitudinal direction of the vehicle, the crumple zone is located behind the extension, and / or,

[0015] Along the longitudinal direction of the vehicle, the crumple zone is located on the front side of the front crossbeam and / or the front wheel arch front side beam, and / or,

[0016] Along the longitudinal direction of the vehicle, the collapsible structure is located on the front side of the front end face of the front powertrain in the front compartment.

[0017] Optionally, the forward compartment structure includes a water tank column, which is connected to the forward longitudinal beam, and a reinforcing structure connects the water tank column and the forward longitudinal beam.

[0018] The projection of the reinforcing structure along the longitudinal direction of the vehicle is at least partially located on the water tank pillar.

[0019] Optionally, the front compartment structure further includes a longitudinal beam reinforcement connected to the front longitudinal beam. Along the width direction of the vehicle, the longitudinal beam reinforcement is at least partially located inside the front longitudinal beam, and the reinforcement structure connects the longitudinal beam reinforcement and the water tank column.

[0020] Optionally, the projection of the longitudinal beam reinforcement along the width direction of the vehicle at least partially coincides with the extension; and / or,

[0021] The front longitudinal beam has a front side plate, the front side plate has a flange extending inward along the width direction of the vehicle, the flange has a front side and a rear side opposite to each other along the front-rear direction of the vehicle, the water tank column is connected to the front side, and the longitudinal beam reinforcement is connected to and / or attached to the rear side.

[0022] Optionally, the longitudinal beam reinforcement includes a first plate connected to the upper side of the front longitudinal beam, a second plate connected to the lower side of the front longitudinal beam, and a third plate connected between the first plate and the second plate, wherein the reinforcement structure is connected to the first plate and / or the second plate.

[0023] At least one of the first plate, the second plate, and the third plate has a shrinkage rib formed thereon.

[0024] Optionally, the reinforcing structure includes an upper support plate and / or a lower support plate, the upper support plate being connected to the upper side of the longitudinal beam reinforcement and the water tank column, and the lower support plate being connected to the lower side of the longitudinal beam reinforcement and the water tank column.

[0025] Optionally, the vertical distance from the connection end of the upper support plate and the water tank column to the front longitudinal beam is greater than the vertical distance from the connection end of the lower support plate and the water tank column to the front longitudinal beam.

[0026] Optionally, the upper support plate and / or the lower support plate include an arc-shaped plate body having at least one reinforcing rib extending along its own extension direction.

[0027] According to a second aspect of this disclosure, a vehicle is provided, including the aforementioned front compartment structure.

[0028] Through the above technical solution, the extension portion can be used to connect the front bumper beam and the front longitudinal beam, and the connecting portion can be used to connect the subframe and the subframe bumper beam to the extension portion. Therefore, by setting the extension portion and the connecting portion, this disclosure connects the front bumper beam, the front longitudinal beam, the subframe, and the subframe bumper beam into a whole, improving the integrity and stability of the front compartment structure, and thus improving the front collision performance of the vehicle. Specifically, when the vehicle encounters a frontal head-on collision, the front bumper beam and the subframe bumper beam can simultaneously bear the collision force, while the front longitudinal beam and the subframe act as a whole to bear the collision force. When the vehicle encounters a minor frontal side impact, the collision force can be transferred from the front bumper beam to the extension portion and then to the front longitudinal beam, the connecting portion, and the subframe. At the same time, the collision force can be transferred from the subframe bumper beam to the subframe and then to the front longitudinal beam via the connecting portion and the extension portion. Compared with the prior art, the front compartment structure provided by this disclosure can withstand the collision as a whole, so as to better absorb and disperse the collision force and have better collision safety.

[0029] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0030] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0031] Figure 1 This is a schematic diagram of the front cabin structure provided in an exemplary embodiment of this disclosure;

[0032] Figure 2 This is a structural schematic diagram of the forward cabin structure provided in an exemplary embodiment of this disclosure from another angle;

[0033] Figure 3 This is a schematic diagram of the structure in an exemplary embodiment of the present disclosure, showing the connection between the extension portion and the connecting portion;

[0034] Figure 4 This is a schematic diagram of a structure in an exemplary embodiment of the present disclosure where the extension portion and the connecting portion are connected at another angle;

[0035] Figure 5 This is a schematic diagram of the energy-absorbing structure provided in an exemplary embodiment of this disclosure;

[0036] Figure 6 This is a cross-sectional view of the front bumper beam and energy-absorbing structure provided in the exemplary embodiments of this disclosure along the vehicle's longitudinal direction;

[0037] Figure 7 This is a schematic diagram of the reinforcing structure provided in an exemplary embodiment of this disclosure.

[0038] Explanation of reference numerals in the attached figures

[0039] 1. Front bumper beam; 11. Front panel; 12. Groove; 13. Bending section; 2. Front longitudinal beam; 21. Inner longitudinal beam panel; 211. First flange; 22. Outer longitudinal beam panel; 221. Second flange; 23. Collapsible structure; 24. Front side panel; 241. Flanged section; 3. Subframe bumper beam; 4. Subframe; 41. Subframe longitudinal beam; 42. Connecting section; 5. Extension section; 51. Floor plate section; 6. Connecting section; 61. First mounting plate; 611. Third flange; 62. Second mounting plate; 621. Fourth flange 63. Subframe support; 7. Connector; 8. Energy-absorbing structure; 81. Front end plate; 811. Clearance section; 82. Inner energy-absorbing box; 83. Outer energy-absorbing box; 9. Front crossbeam; 91. Crossbeam body; 92. Connecting structure; 10. Water tank column; 20. Reinforcing structure; 201. Upper support plate; 202. Lower support plate; 203. Reinforcing rib; 30. Longitudinal beam reinforcement section; 301. First plate; 302. Second plate; 303. Third plate; 304. Collapse rib; 40. Front wheel arch front side beam. Detailed Implementation

[0040] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0041] In this disclosure, unless otherwise stated, "inner" and "outer" refer to the interior and exterior of the outline of the corresponding component; "far" and "near" refer to the distance of the corresponding component relative to another component in terms of spatial position. Furthermore, the terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not have sequential or importance. When the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0042] According to the first aspect of this disclosure, reference to Figures 1 to 7 As shown, this disclosure provides a front compartment structure, including a front anti-collision beam 1, a front longitudinal beam 2, a subframe anti-collision beam 3, a subframe 4, an extension portion 5, and a connecting portion 6. The extension portion 5 is connected to the outside of the front longitudinal beam 2 and is connected to the front anti-collision beam 1 along with the front longitudinal beam 2. The subframe 4 is connected to the subframe anti-collision beam 3, and the connecting portion 6 connects the extension portion 5 and the subframe 4.

[0043] Through the above technical solution, the extension part 5 can be used to connect the front anti-collision beam 1 and the front longitudinal beam 2, and the connecting part 6 can be used to connect the subframe 4 and the subframe 4 anti-collision beam 3 to the extension part 5. Therefore, by setting the extension part 5 and the connecting part 6, the present disclosure connects the front anti-collision beam 1, the front longitudinal beam 2, the subframe 4 and the subframe 4 anti-collision beam 3 into a whole, which improves the integrity and stability of the front compartment structure, and thus improves the front collision performance of the vehicle. Specifically, when a vehicle encounters a frontal head-on collision, the front bumper beam 1 and the subframe 4 bumper beam 3 can simultaneously bear the collision force, while the front longitudinal beam 2 and the subframe 4 act as a whole to bear the collision force. When a vehicle encounters a minor frontal side impact, the collision force can be transferred from the front bumper beam 1 to the extension portion 5 and then to the front longitudinal beam 2, the connecting portion 6, and the subframe 4 respectively. At the same time, the collision force can be transferred from the subframe 4 bumper beam 3 to the subframe 4 and then to the front longitudinal beam 2 via the connecting portion 6 and the extension portion 5. Compared with the prior art, the front compartment structure provided by this disclosure can withstand the collision as a whole, so as to better absorb and disperse the collision force and have better collision safety.

[0044] The extension 5, connected to the outer side of the front longitudinal beam 2, avoids obstructing structures such as the powertrain or suspension system located inside the vehicle. Furthermore, it accommodates the force transmission from minor frontal collisions. The outer side of the front longitudinal beam 2 refers to the side of the front longitudinal beam 2 that faces outwards along its width.

[0045] In some embodiments, reference Figure 1 Zhihe Figure 2 As shown, the subframe 4 may include two subframe longitudinal beams 41 arranged opposite each other along the width direction of the vehicle. Each subframe longitudinal beam 41 includes a connecting section 42 connected to the subframe anti-collision beam 3. The connecting section 42 is connected to the extension section 5 via a connecting portion 6, extending along the longitudinal direction of the vehicle and towards the subframe anti-collision beam 3. The two connecting sections 42 extend obliquely away from each other. Thus, the front portion of the subframe 4 along the longitudinal direction of the vehicle has a larger width, wherein the width direction of the subframe 4 is parallel to the width direction of the vehicle.

[0046] Therefore, in frontal or minor collisions at the front of the vehicle, the wider subframe 4 can provide a larger energy absorption area, thus helping to more effectively disperse and absorb impact energy, thereby reducing the impact on the passenger compartment and improving collision safety performance. In addition, increasing the width of the subframe 4 helps to enhance the overall strength of the front compartment structure, preventing other components such as the powertrain and suspension system from shifting due to a collision, further protecting the safety of the occupants.

[0047] At the same time, increasing the width of the front of the subframe 4 can significantly improve the lateral rigidity of the front of the vehicle. In addition, increasing the width of the front of the subframe 4 can provide enough space to increase the volume of, for example, the air intake grille, so as to better guide airflow, reduce wind resistance and improve vehicle performance.

[0048] In some embodiments, reference Figure 1 and Figure 3 As shown, the projection of the connecting part 6 along the height direction of the vehicle is located on the front longitudinal beam 2 and the extension part 5. This can improve the dynamic stiffness of the connection between the subframe 4 and the extension part 5. Higher dynamic stiffness means that the connection between the subframe 4 and the extension part 5 is more robust, which helps to disperse collision energy more effectively. In addition, it can better maintain the position of the subframe 4 and prevent it from shifting or intruding into the passenger compartment due to impact, thereby improving collision safety.

[0049] Understandably, the higher dynamic stiffness between the subframe 4 and the extension 5 helps improve the precision and response of the steering system, better resist lateral forces, thereby reducing body roll and improving the overall stability of the vehicle. It also reduces unwanted noise and vibration, improving NVH performance (the comprehensive performance in terms of noise, vibration, and discomfort). This disclosure will not elaborate further on this point.

[0050] In some embodiments, reference Figure 3 and Figure 4 The projection of the connecting part 6 along the height direction of the vehicle covers part of the centerline of the extension 5. The centerline extends along the width direction of the vehicle and passes through the center position of the extension along the front-rear direction of the vehicle. Thus, the connecting part 6 has a larger cross-sectional area in the height direction of the vehicle, resulting in better connection strength. This enables better force transmission between the subframe 4 and the front longitudinal beam 2. In addition, the arrangement of the connecting part 6 close to the center position of the extension 5 along the front-rear direction of the vehicle can also optimize the force transmission effect. For example, after the front anti-collision beam 1 is hit, the impact force can be transmitted to the extension 5 through the energy-absorbing structure 8 (described below). The arrangement of the connecting part 6 close to the center position of the extension 5 allows the extension 5 to absorb and consume part of the impact force before transmitting it to the subframe 4 through the connecting part 6, making full use of the structure of the extension 5 for energy absorption and force transmission.

[0051] In some embodiments, reference Figure 3 and Figure 4 As shown, the extension portion 5 includes a base plate portion 51, which overlaps with the bottom surface of the front longitudinal beam 2. A connecting portion 6 connects the front longitudinal beam 2 and the base plate portion 51. Thus, by providing the base plate portion 51, the connection area between the extension portion 5 and the front longitudinal beam 2 can be increased, thereby improving the connection strength between the extension portion 5 and the front longitudinal beam 2. For example, the extension portion 5 may include a top plate portion, a base plate portion 51, and an intermediate plate portion connected between the top plate portion and the base plate portion 51. The top plate portion, the base plate portion 51, and the intermediate plate portion can all be connected to the front longitudinal beam 2 by, for example, welding.

[0052] Furthermore, the connecting part 6, which connects the front longitudinal beam 2 and the floor plate 51, enables multiple force transmission paths between the front longitudinal beam 2 and the subframe 4. Specifically, the collision force can be transmitted from the front bumper beam 1 to the front longitudinal beam 2 and then to the subframe 4 via the connecting part 6. Simultaneously, the collision force can also be transmitted from the front bumper beam 1 to the extension part 5 and then to the subframe 4 via the connecting part 6. Of course, the collision force can also be transmitted from the subframe 4 and the bumper beam 3 to the longitudinal beam via the opposite path described above, which will not be elaborated further in this disclosure.

[0053] In some embodiments, reference Figure 3 and Figure 4 As shown, the connecting portion 6 may include a first mounting plate 61 and a second mounting plate 62 that are positioned opposite each other. The first mounting plate 61 and the second mounting plate 62 may be joined together, for example, by welding. It is understood that, along the height direction of the vehicle, the subframe 4 is located below the front longitudinal beam 2. Therefore, the first mounting plate 61 can be connected to the front longitudinal beam 2, and the second mounting plate 62 can be connected to the base plate portion 51 or to both the base plate portion 51 and the front longitudinal beam 2. In this way, connecting the second mounting plate 62 to the base plate portion 51 facilitates connections such as welding, simplifying the installation process. Alternatively, if the second mounting plate 62 is connected to both the base plate portion 51 and the front longitudinal beam 2, the subframe 4 can be connected to both the front longitudinal beam 2 and the base plate portion 51 (i.e., the extension portion 5) via the second mounting plate 62, optimizing the force transmission path and further improving the overall integrity of the connection.

[0054] In some embodiments, reference Figure 3 and Figure 4As shown, the front longitudinal beam 2 may include an inner longitudinal beam plate 21 and an outer longitudinal beam plate 22 that are connected to each other along the width direction of the vehicle. A first mounting plate 61 is connected to the joint between the inner longitudinal beam plate 21 and the outer longitudinal beam plate 22, and a second mounting plate 62 is connected to the bottom plate 51, the outer longitudinal beam plate 22, and the joint between the inner longitudinal beam plate 21 and the outer longitudinal beam plate 22. In this way, the first mounting plate 61 is connected to both the inner plate 21 and the outer plate 22 of the longitudinal beam, and the second mounting plate 62 is connected to both the bottom plate 51, the outer plate 22 of the longitudinal beam, and the inner plate 21 of the longitudinal beam. When the connecting part 6 is subjected to force, the force can be distributed to the inner plate 21 and the outer plate 22 of the longitudinal beam through the first mounting plate 61, and to the bottom plate 51, the inner plate 21 of the longitudinal beam, and the outer plate 22 of the longitudinal beam through the second mounting plate 62. This facilitates better absorption and dissipation of energy during a collision. In addition, the first mounting plate 61 does not occupy the space of the inner plate 21 of the longitudinal beam, and it also facilitates the installation and connection of the front longitudinal beam 2, the extension part 5, and the connecting part 6, thereby improving the overall integrity of the connection. For example, the inner plate 21 and the outer plate 22 of the longitudinal beam can be connected by welding. The first mounting plate 61 can also be connected by welding to the welded edge of the inner plate 21 and the outer plate 22 of the longitudinal beam. Alternatively, a portion of the first mounting plate 61 can be disposed between the inner plate 21 and the outer plate 22 of the longitudinal beam, and then the first mounting plate 61 and the inner plate 21 and the outer plate 22 of the longitudinal beam can be connected by welding respectively. This disclosure is not limited thereto.

[0055] The inner plate 21 of the longitudinal beam has a first flange 211, and the outer plate 22 of the longitudinal beam has a second flange 221. The first flange 211 and the second flange 221 are joined together. The first mounting plate 61 has a third flange 611, and the second mounting plate 62 has a fourth flange 621. The third flange 611 is connected to the fourth flange 621 and the first flange 211, and the fourth flange 621 is connected to the second flange 221 and the bottom plate 51. In this way, by setting the flange structure, the connection area can be increased, and assembly and connection can be facilitated. For example, the inner plate 21 and the outer plate 22 of the longitudinal beam are joined together, and then the first flange 211 and the second flange 221 are joined together. At this time, the connection between the inner plate 21 and the outer plate 22 of the longitudinal beam can be achieved by welding the first flange 211 and the second flange 221.

[0056] Furthermore, the second mounting plate 62 can be connected to the first mounting plate 61 via the connection between the fourth flange 621 and the third flange 611. For example, the connection between the second mounting plate 62 and the first mounting plate 61 can be achieved by welding the fourth flange 621 and the third flange 611. Simultaneously, the second mounting plate 62 is connected to the longitudinal beam and the extension portion 5 via the connection between the fourth flange 621, the second flange 221, and the base plate portion 51. Of course, the connection method can also be welding, and this disclosure is not limited to this.

[0057] In some embodiments, reference Figure 3 and Figure 4As shown, a receiving space can be formed between the first mounting plate 61 and the second mounting plate 62, and the receiving space is suitable for accommodating the connector 7 for connecting the subframe 4 and the connecting part 6. Exemplarily, a subframe support 63 can be provided between the first mounting plate 61 and the second mounting plate 62, with the first mounting plate 61, the second mounting plate 62, and the subframe support 63 forming the receiving space. The connector 7 can be provided on a bolt sleeve on the subframe support 63, so that the connecting part 6 can be bolted to the subframe 4, and the receiving space is used to avoid the connecting bolt. The subframe support can be welded to the side of the first mounting plate 61 and the second mounting plate 62 opposite to the front longitudinal beam 2. Alternatively, at least one of the first mounting plate 61 and the second mounting plate 62 can be bent to form the aforementioned receiving space, and the connector 7 can be a bolt sleeve provided on the first mounting plate 61 or the second mounting plate 62; this disclosure is not limited thereto.

[0058] The subframe support increases the contact area between the first mounting plate 61 and the second mounting plate 62 and the subframe 4, thereby improving connection stability. Alternatively, the subframe support can also be welded to the subframe 4. This disclosure does not impose specific limitations on this aspect.

[0059] In some embodiments, reference Figures 1 to 7 As shown, the front compartment structure may also include an energy-absorbing structure 8. The energy-absorbing structure 8 can convert kinetic energy into thermal energy and other forms of energy through controlled deformation, thereby reducing the collision energy transmitted to the passenger compartment and protecting the safety of the occupants. Specifically, the front longitudinal beam 2 and the extension 5 are connected to the front bumper beam 1 via the energy-absorbing structure 8 to improve the overall integrity of this part of the structure. Therefore, when the vehicle encounters a minor frontal impact, the collision force can be transmitted from the front bumper beam 1 to the longitudinal beam through the energy-absorbing structure 8, or it can be transmitted to the extension 5 through the energy-absorbing structure 8. The extension 5 then converts the collision energy and transmits it to the front longitudinal beam 2, thereby improving the safety of the occupants.

[0060] In some embodiments, reference Figure 3 , Figure 5 and Figure 6As shown, the front bumper beam 1 may include a front panel 11 and two side panels disposed on opposite sides of the front panel 11 along its height direction. The front panel 11 and the side panels enclose an installation space facing the energy-absorbing structure 8. The energy-absorbing structure 8 may include a front end plate 81, which is located within the installation space and connected to the front panel 11 and / or at least one side panel. Thus, at least a portion of the energy-absorbing structure 8 can extend into the front bumper beam 1, increasing its size in the longitudinal direction of the vehicle body. This means more space to absorb and dissipate energy during a collision, further reducing the impact force transmitted to the passenger compartment and improving passenger safety. Furthermore, the larger size of the energy-absorbing structure 8 in the longitudinal direction of the vehicle body means a larger buffer zone in the area of ​​the front bumper beam 1, which can significantly reduce the risk of injury to pedestrians during a collision.

[0061] In some embodiments, reference Figure 5 and Figure 6 As shown, the front panel 11 is provided with a groove 12 extending along the width direction of the vehicle. This groove 12 significantly increases the section modulus of the front bumper beam 1, improving its bending and torsional stiffness. This design allows the front bumper beam 1 to better disperse stress upon impact, preventing localized deformation or fracture, improving the overall structural stability and durability, enhancing its energy absorption capacity, and more effectively handling the impact forces in frontal or offset collisions, thus protecting the safety of the vehicle occupants.

[0062] In some embodiments, reference Figure 3 , Figure 5 and Figure 6 As shown, along the longitudinal direction of the vehicle, the front panel 11 has a rearwardly bent protruding bend 13, and a groove 12 is formed on the front side of the bend 13. Therefore, the bend 13 can be naturally formed by stamping during the production process of the front bumper beam 1. Adaptively, the front panel 81 has a relief portion 811 for avoiding the bend 13. In this way, by designing the relief portion 811 to avoid interference between the energy-absorbing structure 8 and the front bumper beam 1, the size of the energy-absorbing structure 8 along the longitudinal direction of the vehicle can be maximized to improve the safety performance of the energy-absorbing structure 8. It is understood that the relief portion 811 can be an inwardly formed groove on the front panel 81. Similarly, the groove can be formed by stamping during the production process of the front panel 81, or it can be generated after splicing during the forming process of the energy-absorbing structure 8. This disclosure does not specifically limit this.

[0063] Understandably, the front bumper beam 1 can be made of high-strength steel. Because high-strength steel has high yield strength and tensile strength, it can effectively absorb energy during a collision, protecting the safety of passengers inside the vehicle. Furthermore, advancements in modern stamping technology and mold design have made it easier to produce and assemble bumper beams made of high-strength steel with complex shapes resembling recessed grooves 12. This reduces manufacturing costs and complexity, simplifies the production process, improves production efficiency, and also facilitates subsequent maintenance and replacement.

[0064] In some embodiments, reference Figure 2 and Figure 3 As shown, the energy-absorbing structure 8 may include an inner energy-absorbing box 82 and an outer energy-absorbing box 83. The inner energy-absorbing box 82 is connected between the front bumper beam 1 and the front longitudinal beam 2, and the outer energy-absorbing box 83 is connected between the front bumper beam 1 and the extension portion 5. In this way, when the vehicle encounters a minor frontal collision, the collision force is absorbed and dissipated by the front bumper beam 1 through the inner energy-absorbing box 82, and then transferred to the front longitudinal beam 2. At the same time, the collision force is also absorbed and dissipated by the front bumper beam 1 through the outer energy-absorbing box 83, and then transferred to the extension portion 5. Part of the collision force is transferred to the subframe 4 through the connecting portion 6, and the other part is transferred to the front longitudinal beam 2, so as to achieve better absorption and dispersion of the collision force and have better safety.

[0065] In some embodiments, reference Figure 2 As shown, the front compartment structure may include a front crossbeam 9, which is connected to the front longitudinal beam 2. In this way, by setting the front crossbeam 9, a closed loop structure can be formed with the front longitudinal beam 2 and the lower crossbeam of the front bulkhead to improve the rigidity of the subframe 4 installation. In addition, it can also improve the overall integrity and stability of the entire front compartment structure.

[0066] The projection of the front crossbeam 9 along the width direction of the vehicle at least partially overlaps with the front wheel arch front side beam 40. The front crossbeam 9 and the front wheel arch front side beam 40 are at least partially opposite each other in the width direction of the vehicle to form a single unit. In this way, the collision force transmitted via the front longitudinal beam 2 can be dispersed and transmitted through the front crossbeam 9 and the front wheel arch front side beam 40, so that the collision force can be distributed throughout the entire front compartment structure and body, and the energy transmission path is more reasonable, thereby reducing excessive damage to specific areas, especially damage to the passenger compartment and the occupants.

[0067] In some instances, refer to Figure 2 and Figure 7As shown, the front crossbeam 9 may include a crossbeam body 91 and a connecting structure 92. The crossbeam body 91 is connected to the front longitudinal beam 2 via the connecting structure 92. Exemplarily, the connecting structure 92 provided in this disclosure has a gradually increasing cross-sectional area along the width direction of the vehicle from the crossbeam body 91 toward the front longitudinal beam 2, so as to improve the stability of the connection between the crossbeam body 91 and the front longitudinal beam 2. The side of the connecting structure 92 that connects to the front longitudinal beam 2 includes a flange structure, which is used to connect to the front longitudinal beam 2 to improve the stability of the connection between the connecting structure 92 and the front longitudinal beam 2.

[0068] In some embodiments, reference Figure 3 As shown, a collapsible structure 23 may be provided on the front longitudinal beam 2. The collapsible structure 23 may include a plurality of recessed ribs formed on the inner plate 21 and / or the outer plate 22 of the longitudinal beam. In the longitudinal direction of the vehicle, the collapsible structure 23 may be located on the rear side of the extension 5, and / or, the collapsible structure 23 may be located on the front side of the front cross beam 9 and / or the front wheel arch front side beam 40, and / or, the collapsible structure 23 may be located on the front side of the front end face of the front powertrain.

[0069] It is understandable that the locations of the collapsible structures 23 on the front longitudinal beam 2 can be the same or multiple locations. That is, the location of the collapsible structures 23 can be adaptively set according to the vehicle's structural design, such as the dimensions and connection positions of the extension 5, the dimensions and connection positions of the front crossbeam 9 and / or the front wheel arch front side beam 40, and the space occupied and connection positions of the powertrain in the front compartment. It should be noted that since the powertrain cannot collapse, the collapsible structures 23 must be positioned in front of the powertrain along the vehicle's longitudinal direction to achieve a collapsible effect and thus absorb energy.

[0070] In some embodiments, reference Figure 4 and Figure 7 As shown, the front compartment structure includes a water tank pillar 10, which is connected to the front longitudinal beam 2. A reinforcing structure 20 connects the water tank pillar 10 and the front longitudinal beam 2. This reinforcing structure 20 guides the transmission of collision forces, improving vehicle safety in frontal collisions, especially head-on collisions. Specifically, when a vehicle encounters a frontal collision, the impact force is transmitted to the water tank pillar 10 and then to the front longitudinal beam 2 via the reinforcing structure 20. Part of the impact force continues to be transmitted rearward along the front longitudinal beam 2, while another part of the impact force is transmitted to the subframe 4 via the extension portion 5 and the connecting portion 6.

[0071] The projection of the reinforcing structure 20 along the longitudinal direction of the vehicle can be at least partially located on the radiator pillar 10. In this way, the reinforcing structure 20 can guide the impact force to the longitudinal beam reinforcement 30, and then to the front longitudinal beam 2 and subframe 4, etc., via the aforementioned path. The reinforcing structure 20 can also exert thrust resistance on the radiator pillar 10 in the longitudinal direction of the vehicle, thereby reducing the possibility of deformation of the radiator pillar 10 under impact force and protecting the radiator pillar 10 and the other vehicle structures connected to it.

[0072] In some embodiments, reference Figure 4 and Figure 7 As shown, the front compartment structure may further include a longitudinal beam reinforcement 30 connected to the front longitudinal beam 2. Along the width direction of the vehicle, the longitudinal beam reinforcement 30 is at least partially located inside the front longitudinal beam 2. The reinforcement structure 20 connects the longitudinal beam reinforcement 30 and the water tank column 10. Thus, by providing the longitudinal beam reinforcement 30, the mechanical properties of the front longitudinal beam 2 can be improved, and the stability of the reinforcement structure 20 connected to the front longitudinal beam 2 can be enhanced, facilitating the guidance of collision force transmission.

[0073] Along the vehicle width direction, the projection of the longitudinal beam reinforcement 30 can at least partially overlap with the extension 5. This allows the extension 5, the front longitudinal beam 2, the longitudinal beam reinforcement 30, and the reinforcement structure 20 to be connected as a whole, optimizing the transmission path of collision forces. For example, the collision force can be transmitted to the reinforcement structure 20 via the water tank pillar 10, and then to the front longitudinal beam 2 via the longitudinal beam reinforcement 30. Part of the collision force can be transmitted to the subframe 4 via the extension 5 and the connecting part 6, thereby improving the collision performance of the front compartment structure.

[0074] In some embodiments, reference Figure 7 As shown, the front longitudinal beam 2 has a front side plate with a flange 241 extending inward along the width direction of the vehicle. The flange 241 has a front side and a rear side opposite to each other along the longitudinal direction of the vehicle. The radiator pillar 10 is connected to the front side, and the longitudinal beam reinforcement 30 is connected to and / or attached to the rear side. In this way, the impact force can be transmitted from the radiator pillar 10 to the flange 241, with a portion of the impact force being transmitted to the longitudinal beam reinforcement 30 and another portion being transmitted to the front longitudinal beam 2, thereby expanding the impact force transmission path.

[0075] The longitudinal beam reinforcement 30 is connected to the rear side of the flange 241, which can improve the stability of the connection between the longitudinal beam reinforcement 30 and the front longitudinal beam 2. At the same time, it can work with the reinforcement structure 20 to improve the stability of the connection between the water tank column 10 and the front longitudinal beam 2. Of course, it also improves the connection stability of the water tank column 10, the front longitudinal beam 2, the reinforcement structure 20 and the longitudinal beam reinforcement 30 as a whole.

[0076] The longitudinal beam stiffener 30 can be constructed in any suitable manner; for example, refer to Figure 4 and Figure 7 As shown, along the height direction of the vehicle, the longitudinal beam reinforcement 30 may include a first plate 301 connected to the upper side of the front longitudinal beam 2, a second plate 302 connected to the lower side of the front longitudinal beam 2, and a third plate 303 connected between the first plate 301 and the second plate 302. The reinforcement structure 20 is connected to the first plate 301 and / or the second plate 302 to provide a mounting base for the reinforcement structure 20, and can also be used to absorb and transmit collision forces.

[0077] It is understandable that the first plate 301, the second plate 302 and the third plate 303 can be integrally formed C-shaped plates, which can be fastened to the front longitudinal beam 2 and fixed by welding, making the assembly process relatively simple.

[0078] The third plate 303 is connected to the end of the first plate 301 and the second plate 302 away from the front longitudinal beam 2, and is disposed on the inner side of the front longitudinal beam 2 along the width direction of the vehicle, with a gap between the third plate 303 and the front longitudinal beam 2. In this way, the longitudinal beam reinforcement 30 can also optimize the spatial layout of the front compartment structure, such as the placement of the water tank column 10 and the front longitudinal beam 2, so as to achieve the rational utilization of the front compartment structural space.

[0079] In some embodiments, reference Figure 7 As shown, at least one of the first plate 301, the second plate 302, and the third plate 303 may have a contraction rib 304 formed thereon, so that the longitudinal beam reinforcement 30 can achieve a contraction effect through the contraction rib 304, thereby achieving the function of energy absorption. It is understood that the contraction ribs 304 on the first plate 301 and the second plate 302 may be parallel to the width direction of the vehicle, and the contraction ribs 304 on the third plate 303 may be parallel to the height direction of the vehicle. This disclosure is not limited thereto.

[0080] In some embodiments, reference Figure 4 and Figure 7 As shown, the reinforcing structure 20 includes an upper support plate 201 and / or a lower support plate 202. The upper support plate 201 is connected to the upper side of the longitudinal beam reinforcing part 30 and the water tank column 10, and the lower support plate 202 is connected to the lower side of the longitudinal beam reinforcing part 30 and the water tank column 10, thereby improving the stability of the connection between the longitudinal beam reinforcing part 30 and the water tank column 10. This disclosure exemplarily provides both the upper support plate 201 and the lower support plate 202 simultaneously. In this way, the impact force can be transmitted to the longitudinal beam reinforcing part 30 via two paths through the water tank column 10 from the upper support plate 201 and the lower support plate 202, thereby dispersing the impact force and optimizing the transmission path of the impact force.

[0081] Specifically, the vertical distance from the connection end of the upper support plate 201 and the water tank column 10 to the front longitudinal beam 2 is greater than the vertical distance from the connection end of the lower support plate 202 and the water tank column 10 to the front longitudinal beam 2. It is understood that, along the vehicle's height direction, the subframe 4 is located below the front bumper beam 1. Therefore, reducing the vertical distance from the connection end of the lower support plate 202 and the water tank column 10 to the front longitudinal beam 2 can reduce the dimensions of the support plate and the water tank column 10 in the vehicle's height direction, thus allowing for better clearance of the subframe 4 and related structures and improving the structural integration of the front compartment.

[0082] In some embodiments, reference Figure 7 As shown, the upper support plate 201 and / or the lower support plate 202 include arc-shaped plates, each having at least one reinforcing rib 203 extending along its own extension direction. By providing the reinforcing rib 203, the strength and deformation resistance of the arc-shaped plate can be improved. Specifically, the arc-shaped plate forming the upper support plate 201 convexes downwards along the vehicle's height direction to avoid other vehicle structures, and the arc-shaped plate forming the lower support plate 202 convexes upwards along the vehicle's height direction to avoid other vehicle structures. This also extends the collision force transmission path, thus improving collision safety performance.

[0083] According to a second aspect of this disclosure, a vehicle is provided, including the aforementioned front compartment structure. This vehicle possesses all the beneficial effects of the aforementioned front compartment structure, which will not be elaborated upon further herein. Furthermore, this vehicle can be a gasoline-powered vehicle or a new energy vehicle; this disclosure does not specifically limit its application.

[0084] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0085] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0086] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A front compartment structure, characterized by, The front cabin structure comprises a front anti-collision beam, a front longitudinal beam, a sub-frame anti-collision beam, a sub-frame, an extension part and a connecting part, the extension part is connected to the outer side of the front longitudinal beam and both of them are connected to the front anti-collision beam, the sub-frame is connected to the sub-frame anti-collision beam, and the connecting part connects the extension part and the sub-frame.

2. The front bay structure of claim 1, wherein, The sub-frame comprises two sub-frame longitudinal beams arranged oppositely along the width direction of the vehicle, the sub-frame longitudinal beam comprises a connecting section connected to the sub-frame anti-collision beam, the connecting section is connected to the extension part through the connecting part and extends away from each other along the front-rear direction of the vehicle and towards the sub-frame anti-collision beam.

3. The front bay structure of claim 1, wherein, The projection of the connecting part along the height direction of the vehicle is located on the front longitudinal beam and the extension part, and the projection of the connecting part along the height direction of the vehicle covers part of the center line of the extension part, the center line extends along the width direction of the vehicle and passes through the center position of the extension part along the front-rear direction of the vehicle.

4. The nose compartment structure of claim 1, wherein The extension part comprises a bottom plate part, the bottom plate part coincides with the bottom surface part of the front longitudinal beam, and the connecting part is connected to the front longitudinal beam and the bottom plate part.

5. The nose compartment structure of claim 4, wherein The connecting part comprises a first mounting plate and a second mounting plate connected oppositely, the first mounting plate is connected to the front longitudinal beam, and the second mounting plate is connected to the bottom plate part or connected to the bottom plate part and the front longitudinal beam.

6. The nose compartment structure of claim 1, wherein The front cabin structure further comprises an energy-absorbing structure, the front longitudinal beam and the extension part are connected to the front anti-collision beam through the energy-absorbing structure. The front anti-collision beam comprises a front plate and two side plates arranged on the opposite sides of the front plate along the height direction of the vehicle, the front plate and the two side plates enclose a mounting space towards the energy-absorbing structure, and the energy-absorbing structure comprises a front end plate, the front end plate is located in the mounting space and connected to the front plate and / or at least one side plate.

7. The nose compartment structure of claim 1, wherein The front cabin structure comprises a front cross beam, the front cross beam is connected to the front longitudinal beam, and the projection of the front cross beam along the width direction of the vehicle at least partially coincides with the front wheel cover front beam.

8. The nose compartment structure of claim 7, wherein The front longitudinal beam is provided with a collapse structure, Along the front-rear direction of the vehicle, the collapse structure is located on the rear side of the extension part, and / or, Along the front-rear direction of the vehicle, the collapse structure is located on the front side of the front cross beam and / or the front wheel cover front beam, and / or, Along the front-rear direction of the vehicle, the collapse structure is located on the front side of the front end face of the front cabin power assembly.

9. The nose compartment structure of claim 1, wherein The front cabin structure comprises a water tank column, the water tank column is connected to the front longitudinal beam, and a reinforcing structure is connected between the water tank column and the front longitudinal beam. The projection of the reinforcing structure along the front-rear direction of the vehicle at least partially locates on the water tank column.

10. The forebay structure of claim 9, wherein, The front cabin structure further comprises a longitudinal beam reinforcing part connected to the front longitudinal beam, along the width direction of the vehicle, the longitudinal beam reinforcing part at least partially locates on the inner side of the front longitudinal beam, and the reinforcing structure connects the longitudinal beam reinforcing part and the water tank column.

11. The forebay structure of claim 10, wherein, The projection of the longitudinal beam reinforcing part along the width direction of the vehicle at least partially coincides with the extension part; and / or, The front side plate has a flange portion extending inward in a width direction of the vehicle, the flange portion having a front surface and a rear surface facing in opposite directions in a front-rear direction of the vehicle, the water tank pillar being connected to the front surface, and the longitudinal beam reinforcement being connected to and / or attached to the rear surface.

12. The forebay structure of claim 10, wherein, The longitudinal beam reinforcement includes a first plate body connected to an upper side of the front longitudinal beam, a second plate body connected to a lower side of the front longitudinal beam, and a third plate body connected between the first plate body and the second plate body, the reinforcement structure being connected to the first plate body and / or the second plate body. At least one of the first plate body, the second plate body, and the third plate body is formed with a crush rib.

13. The forebay structure of claim 10, wherein, The reinforcement structure includes an upper support plate connected to an upper side of the longitudinal beam reinforcement and the water tank pillar, and / or a lower support plate connected to a lower side of the longitudinal beam reinforcement and the water tank pillar.

14. The forebay structure of claim 13, wherein, A vertical distance from a connection end of the upper support plate to the water tank pillar to the front longitudinal beam is greater than a vertical distance from a connection end of the lower support plate to the water tank pillar to the front longitudinal beam.

15. The forebay structure of claim 9, wherein, The reinforcement structure includes an arc-shaped plate body having at least one reinforcement rib extending in a direction of extension of the arc-shaped plate body.

16. A vehicle characterized by comprising: A front compartment structure according to any one of claims 1 to 15.

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