Cabin front end frame structure, vehicle body structure and vehicle

Abstract

The utility model provides a cabin front end frame structure, a vehicle body structure and a vehicle, in the cabin front end frame structure, an upper tubular beam and a lower tubular beam are arranged at intervals along the vertical direction of the vehicle; in the up-down direction of the vehicle, the distance between the part, arranged in the front-back direction of the vehicle, of the lower tubular beam and the upper tubular beam is gradually decreased and then gradually increased from front to back. According to the cabin front end frame structure, when the cabin front end frame structure is collided and deformed, the upper tubular beam and / or the lower tubular beam deform, the upper tubular beam moves downwards and / or the lower tubular beam moves upwards, and the upper tubular beam and the lower tubular beam tend to make contact with each other, so that the projection of the cabin front end frame structure in the left-right direction of a vehicle is converted into a two-triangle structure from a right-trapezoid-like structure; the upper tubular beam and the lower tubular beam support each other to disperse stress, so that stable deformation and force transmission of the front-end frame structure of the engine room are guaranteed, the stress capacity and the supporting strength in the front-back direction of a vehicle are improved, the small-offset collision performance can be enhanced, and impact force resistance is facilitated.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a front frame structure for engine compartment, a body structure, and a vehicle. Background Technology

[0002] The engine compartment front-end frame structure is a crucial structural component of a vehicle, requiring compactness, high strength, lightweight design, and ease of installation and maintenance. To ensure its own structural strength, improve small offset crash performance, and meet the requirements for rigid point mounting on the chassis, as well as the installation needs of headlights, front-end modules, radiators, locks, etc., improvements are needed to address the existing engine compartment front-end frame structure's complex layout, which can lead to unstable force transmission and poor impact resistance. Summary of the Invention

[0003] This utility model provides a front-end frame structure for the engine compartment, a body structure, and a vehicle to solve the problems of complex structural layout, unstable force transmission, and poor impact resistance of existing front-end frame structures for the engine compartment.

[0004] A cabin front frame structure includes an upper tubular beam and a lower tubular beam;

[0005] The upper tube beam and the lower tube beam are spaced apart along the vertical direction of the vehicle;

[0006] In the vertical direction of the vehicle, the distance between the portion of the lower tube beam arranged along the front-rear direction of the vehicle and the upper tube beam gradually decreases and then gradually increases from front to back.

[0007] Preferably, the upper tube beam includes a transverse portion of the upper tube beam arranged along the left-right direction of the vehicle, a transition portion of the upper tube beam extending from both ends of the transverse portion of the upper tube beam, and a longitudinal portion of the upper tube beam extending from the rear end of each transition portion of the upper tube beam along the front-rear direction of the vehicle.

[0008] The lower tube beam includes a transverse section of the lower tube beam arranged along the left-right direction of the vehicle, a lower tube beam transition section extending from both ends of the transverse section of the lower tube beam, and a longitudinal section of the lower tube beam extending from the rear end of each lower tube beam transition section along the front-rear direction of the vehicle.

[0009] The distance between the longitudinal section of the upper tube beam and the longitudinal section of the lower tube beam along the vertical direction of the vehicle gradually decreases and then gradually increases from front to back.

[0010] And / or, the distance between the upper tube beam transition section and the lower tube beam transition section along the vertical direction of the vehicle gradually decreases from front to back.

[0011] Preferably, the projection of the transverse portion of the upper tube beam along the vertical direction of the vehicle at least partially overlaps with the projection of the transverse portion of the lower tube beam along the vertical direction of the vehicle.

[0012] The projection of the longitudinal portion of the upper tube beam along the vertical direction of the vehicle is located outside the projection of the longitudinal portion of the lower tube beam along the vertical direction of the vehicle.

[0013] Preferably, the angle between the rounded tangent of the upper tube beam transition section and the axis set along the left-right direction of the vehicle is greater than 45°;

[0014] The angle between the rounded tangent of the lower tube beam transition section and the axis set along the left and right direction of the vehicle is greater than 45°.

[0015] Preferably, the upper tube beam is provided with a first end plate at its end, and the first end plate is provided with a first connecting structure;

[0016] The lower tube beam is provided with a second end plate at its end, and the second end plate is provided with a second connecting structure.

[0017] Preferably, both the upper tube beam and the lower tube beam are integral tube beams.

[0018] A vehicle body structure, including an A-pillar structure, a front bulkhead structure, and the aforementioned engine compartment front frame structure;

[0019] The end of the upper tube beam is connected to the rear facade of the cavity of the A-pillar structure, and the end of the lower tube beam is connected to the inner side of the A-pillar structure and the front structure.

[0020] Preferably, the A-pillar structure includes an inner A-pillar panel and an outer A-pillar panel; the front and rear facades of the inner A-pillar panel are connected to the front and rear facades of the outer A-pillar panel to form an A-pillar cavity;

[0021] The end of the upper tube beam is connected to the cavity of the A-pillar and is in contact with the rear facade of the inner plate of the A-pillar and the rear facade of the outer plate of the A-pillar.

[0022] The end of the lower tube beam is connected to the inner side of the inner plate of the A-pillar and the front structure.

[0023] A vehicle comprising the aforementioned body structure.

[0024] In the front frame structure of the engine compartment provided in this embodiment, the upper and lower tube beams form two separate force transmission channels, which improves the force transmission effect, ensures the stability of force transmission, and facilitates the rearward transmission of the collision force received by the front frame structure. The overall structure is simple, thereby reducing the number of parts, weight, and cost. When the front frame structure of the engine compartment is subjected to collision deformation, the upper tube beam and / or the lower tube beam deforms, with the upper tube beam moving downward and / or the lower tube beam moving upward, and the two tend to contact each other. In this way, the near-right trapezoidal structure is transformed into two triangular structures in the lateral projection of the vehicle. The upper and lower tube beams support each other and distribute the force, ensuring that the front frame structure of the engine compartment can deform stably and transmit force, improving the force-bearing capacity and support strength in the longitudinal direction of the vehicle, enhancing the small offset collision performance, and helping to resist impact forces. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is an axonometric view of the upper and lower tube beams in one embodiment of this utility model;

[0027] Figure 2 yes Figure 1 Side view;

[0028] Figure 3 yes Figure 1 Top view;

[0029] Figure 4 This is an axonometric view of the front frame structure of the cabin in one embodiment of this utility model;

[0030] Figure 5 This is a schematic diagram of the connection between the upper tube beam and the A-column structure in one embodiment of this utility model;

[0031] Figure 6 This is a schematic diagram showing the connection between the lower tube beam, the A-column structure, and the front structure in one embodiment of this utility model.

[0032] Among them, 1. Upper tube beam; 11. Transverse part of upper tube beam; 12. Transition part of upper tube beam; 13. Longitudinal part of upper tube beam; 2. Lower tube beam; 21. Transverse part of lower tube beam; 22. Transition part of lower tube beam; 23. Longitudinal part of lower tube beam; 3. First end plate; 4. Second end plate; 5. First connecting structure; 6. A-pillar structure; 61. Inner plate of A-pillar; 62. Outer plate of A-pillar; 7. Front structure. Detailed Implementation

[0033] To make the technical problems solved, technical solutions, and beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0034] In the description of this invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0035] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0036] This utility model embodiment provides a cabin front frame structure, referring to... Figure 1 and Figure 2 The front frame structure of the cabin includes an upper tube beam 1 and a lower tube beam 2; the upper tube beam 1 and the lower tube beam 2 are spaced apart along the vertical direction of the vehicle; in the vertical direction of the vehicle, the distance between the portion of the lower tube beam 2 arranged along the front-rear direction of the vehicle and the upper tube beam 1 gradually decreases and then gradually increases from front to back.

[0037] As an example, the front frame structure of the cabin includes an upper tube beam 1 and a lower tube beam 2. During installation, the end of the upper tube beam 1 is connected to the cavity of the A-pillar structure 6, and the end of the lower tube beam 2 is connected to the inner side of the A-pillar structure 6 and the front bulkhead structure 7. The upper tube beam 1 and the lower tube beam 2 are spaced apart along the vertical direction of the vehicle. In the vertical direction of the vehicle, the distance between the portion of the lower tube beam 2 arranged along the front-rear direction of the vehicle and the upper tube beam 1 gradually decreases and then gradually increases from front to back. This arrangement of the upper tube beam 1, lower tube beam 2, A-pillar structure 6 and front bulkhead structure 7 forms two near-right trapezoidal structures in the projection of the vehicle in the left-right direction, which can ensure the support stability of the front frame structure of the cabin and help resist impact forces. Compared with existing technologies, the front-end frame structure of the engine compartment in this example forms two separate force transmission channels, upper tube beam 1 and lower tube beam 2, which improves the force transmission effect, ensures the stability of force transmission, and facilitates the rearward transmission of the collision force received by the front-end frame structure. The overall structure is simple, thereby reducing the number of parts, weight, and cost. When the front-end frame structure of the engine compartment is subjected to collision deformation, upper tube beam 1 and / or lower tube beam 2 deform, with upper tube beam 1 moving downward and / or lower tube beam 2 moving upward, and the two tend to contact each other. In this way, the near-right trapezoidal structure in the lateral direction of the vehicle is transformed into two triangular structures. Upper tube beam 1 and lower tube beam 2 support each other and distribute the force, ensuring that the front-end frame structure of the engine compartment can deform stably and transmit force, improving the force-bearing capacity and support strength in the longitudinal direction of the vehicle, enhancing small offset collision performance, and helping to resist impact forces.

[0038] In one embodiment, reference is made to Figure 1 The portion of the lower tube beam 2 arranged along the left-right direction of the vehicle and the upper tube beam 1, in the vertical direction of the vehicle, remain constant from left to right. This arrangement ensures that the portion of the lower tube beam 2 arranged along the left-right direction of the vehicle is parallel or nearly parallel to the portion of the upper tube beam 1 arranged along the left-right direction of the vehicle, forming two force transmission paths arranged along the left-right direction of the vehicle. This effectively transmits collision forces, improves the force-bearing capacity in the left-right direction of the vehicle, and enhances the collision performance of the front frame structure of the engine compartment.

[0039] In one embodiment, reference is made to Figure 1 , Figure 2 and Figure 3The upper tube beam 1 includes an upper tube beam transverse section 11 arranged along the left-right direction of the vehicle, an upper tube beam transition section 12 extending from both ends of the upper tube beam transverse section 11, and an upper tube beam longitudinal section 13 extending from the rear end of each upper tube beam transition section 12 along the front-rear direction of the vehicle; the lower tube beam 2 includes a lower tube beam transverse section 21 arranged along the left-right direction of the vehicle, a lower tube beam transition section 22 extending from both ends of the lower tube beam transverse section 21, and a lower tube beam longitudinal section 23 extending from the rear end of each lower tube beam transition section 22 along the front-rear direction of the vehicle; the distance between the upper tube beam longitudinal section 13 and the lower tube beam longitudinal section 23 along the vertical direction of the vehicle gradually decreases and then gradually increases from front to back; and / or, the distance between the upper tube beam transition section 12 and the lower tube beam transition section 22 along the vertical direction of the vehicle gradually decreases from front to back.

[0040] As an example, the upper tube beam 1 includes a transverse section 11, two upper tube beam transition sections 12, and two upper tube beam longitudinal sections 13. The transverse section 11 is arranged along the left-right direction of the vehicle. The two upper tube beam transition sections 12 are components that extend from both ends of the transverse section 11 along an arc direction. The two upper tube beam longitudinal sections 13 are components that extend from the rear ends of the two upper tube beam transition sections 12 along the front-rear direction of the vehicle. With this arrangement, the transverse section 11, the two upper tube beam transition sections 12, and the two upper tube beam longitudinal sections 13 cooperate to form a U-shaped frame structure, forming a transverse force transmission path in the left-right direction of the vehicle and two longitudinal force transmission paths in the front-rear direction of the vehicle. The two longitudinal force transmission paths are connected to the transverse force transmission path, which can improve the force transmission effect on the upper tube beam 1 and enhance the collision performance of the front frame structure of the engine compartment. The lower tube beam 2 includes a lower tube beam transverse section 21, two lower tube beam transition sections 22, and two lower tube beam longitudinal sections 23. The lower tube beam transverse section 21 is arranged along the left-right direction of the vehicle. The two lower tube beam transition sections 22 are components that extend from both ends of the lower tube beam transverse section 21 in an arc direction. The two lower tube beam longitudinal sections 23 are components that extend from the rear ends of the two lower tube beam transition sections 22 along the front-rear direction of the vehicle. This arrangement of the lower tube beam transverse section 21, the two lower tube beam transition sections 22, and the two lower tube beam longitudinal sections 23 forms a multi-dimensional frame structure, creating a transverse force transmission path in the left-right direction of the vehicle and two longitudinal force transmission paths in the front-rear direction of the vehicle. The two longitudinal force transmission paths are connected to the transverse force transmission path, which can improve the force transmission effect on the lower tube beam 2 and enhance the collision performance of the front frame structure of the engine compartment.

[0041] In this example, the rear end of the upper longitudinal section 13 is connected to the cavity of the A-pillar structure 6, and the rear end of the lower longitudinal section 23 is connected to the inner side of the A-pillar structure 6 and the front bulkhead structure 7. The distance between the upper longitudinal section 13 and the lower longitudinal section 23 along the vertical direction of the vehicle gradually decreases and then gradually increases from front to back; and / or, the distance between the upper transition section 12 and the lower transition section 22 along the vertical direction of the vehicle gradually decreases from front to back, and the distance between the upper transverse section 11 and the lower transverse section 22... 1. The distance along the vertical direction of the vehicle remains constant from left to right. Specifically, the vertical height of the transverse part 11 of the upper tube beam, the vertical height of the transition part 12 of the upper tube beam, and the vertical height of the longitudinal part 13 of the upper tube beam are the same. The vertical height of the longitudinal part 23 of the lower tube beam gradually decreases and then gradually increases from front to back, and / or the vertical height of the transition part 22 of the lower tube beam gradually increases from the front end to the rear end. The transverse portion 21 of the tube beam is at the same height as the front end of the lower tube beam transition portion 22 in the same vertical direction, and is located between the highest and lowest heights of the longitudinal portion 23 of the lower tube beam in the same vertical direction. This arrangement of the upper tube beam 1, lower tube beam 2, A-pillar structure 6, and front bulkhead structure 7 forms two near-right-angled trapezoidal structures in the left-right direction of the vehicle, ensuring the support stability of the front frame structure of the engine compartment and facilitating impact resistance. When the front frame structure of the engine compartment is subjected to collision deformation, the upper tube beam 1 and / or the lower tube beam 2 deform, with the upper tube beam 1 moving downward and / or the lower tube beam 2 moving upward, and the two tending to contact each other. Thus, in the left-right direction of the vehicle, the near-right-angled trapezoidal structure transforms into two triangular structures. The upper tube beam 1 and the lower tube beam 2 support each other and distribute the force, ensuring that the front frame structure of the engine compartment can deform stably and transmit force, improving the force-bearing capacity and support strength in the front-rear direction of the vehicle, enhancing small offset collision performance, and facilitating impact resistance.

[0042] In one embodiment, reference is made to Figure 1 , Figure 2 and Figure 3The cross-sections of each part of the upper tube beam 1 and the lower tube beam 2 can be flexibly designed based on the collision force and stiffness requirements at various locations to meet the needs of multiple dimensions, thereby ensuring the stiffness and support stability required by the front frame structure of the cabin. The cross-sections of the transverse part 11, the transition part 12, and the longitudinal part 13 of the upper tube beam all adopt any one of the following cross-sections: triangular, rectangular, and pentagonal. Specifically, the cross-section of the transverse part 11 of the upper tube beam adopts an 80mm*80mm square cross-section, which corresponds to the rear facade of the cavity of the A-pillar structure 6 (the rear facade of the inner A-pillar panel 61 and the rear facade of the outer A-pillar panel 62) and the layout design of the connection points (this cross-section is used symmetrically at the left and right ends). The cross-sections of the transition part 12 and the longitudinal part 13 of the upper tube beam both adopt 70mm*50mm rectangular cross-sections, which can increase the support in the front and rear directions of the vehicle, reduce the vertical dimensions of the vehicle, and improve the lateral resistance. The cross-sections of the transverse section 21, the transition section 22, the front transition area of ​​the longitudinal section 23, the rear diagonal bracing area, and the root end of the longitudinal section 23 all adopt any one of triangular, rectangular, or pentagonal cross-sections. Specifically, the root end of the longitudinal section 23 adopts a 145mm*60mm rectangular cross-section. The cross-section of the second end plate 4 echoes the design of the root end of the longitudinal section 23, resulting in better load-bearing and connection effects. The rear diagonal bracing area of ​​the longitudinal section 23 adopts a 95mm*60mm rectangular cross-section, the front transition area of ​​the longitudinal section 23 adopts a 90mm*60mm rectangular cross-section, and the cross-sections of the transverse section 21 and the transition section 22 both adopt 80mm*55mm rectangular cross-sections. This can increase the support in the front-rear direction of the vehicle, reduce the vertical dimension of the vehicle, and improve the lateral resistance.

[0043] In one embodiment, reference is made to Figure 3 The projection of the transverse portion 11 of the upper tube beam along the vertical direction of the vehicle at least partially overlaps with the projection of the transverse portion 21 of the lower tube beam along the vertical direction of the vehicle; the projection of the longitudinal portion 13 of the upper tube beam along the vertical direction of the vehicle is located outside the projection of the longitudinal portion 23 of the lower tube beam along the vertical direction of the vehicle.

[0044] As an example, when arranging the front frame structure of the engine compartment, the projection of the transverse portion 11 of the upper tube beam along the vertical direction of the vehicle at least partially overlaps with the projection of the transverse portion 21 of the lower tube beam along the vertical direction of the vehicle. This keeps the two force transmission paths arranged in the left and right directions of the vehicle parallel, improving the force-bearing capacity in the left and right directions of the vehicle and enhancing the collision performance of the front frame structure of the engine compartment. The projection of the longitudinal portion 13 of the upper tube beam along the vertical direction of the vehicle is located outside the projection of the longitudinal portion 23 of the lower tube beam along the vertical direction of the vehicle. This makes the two force transmission paths arranged in the front and rear directions of the vehicle cooperate to form four paths. By increasing the number of force transmission paths, the force-bearing capacity in the front and rear directions of the vehicle is improved, enhancing the collision performance of the front frame structure of the engine compartment.

[0045] In one embodiment, reference is made to Figure 1 The angle between the rounded tangent of the upper tube beam transition part 12 and the axis set along the left and right direction of the vehicle is greater than 45°; the angle between the rounded tangent of the lower tube beam transition part 22 and the axis set along the left and right direction of the vehicle is greater than 45°.

[0046] As an example, the angle between the tangent of the fillet of the upper tube beam transition part 12 and the axis set along the left and right direction of the vehicle is greater than 45°, that is, the tangent angle of the front fillet of the upper tube beam 1 is greater than 45°, which is 50° in this example; the angle between the tangent of the fillet of the lower tube beam transition part 22 and the axis set along the left and right direction of the vehicle is greater than 45°, that is, the tangent angle of the front fillet of the lower tube beam 2 is greater than 45°, which is 48° in this example. When a vehicle collides with a barrier (e.g., a 25% barrier), i.e., a small offset collision, the rounded tangent of the upper tube beam transition section 12 is parallel to the tangent edge of the barrier, and the point of tangency is inside the straight section of the barrier; the rounded tangent of the lower tube beam transition section 22 is parallel to the rounded tangent edge of the barrier, and the point of tangency is inside the straight section of the barrier. This means that during the collision, the front ends of the upper tube beam 1 and the lower tube beam 2 will first come into contact with the straight section of the barrier, thereby more effectively dispersing and absorbing the impact force. This design helps protect the safety of vehicle occupants and reduces damage to the vehicle structure. In this example, the upper and lower dual channels cover the small offset collision area, and the upper and lower channels transmit force separately, which helps to resist the impact force and support the vehicle in the front and rear directions. At the same time, the upper tube beam 1 and the lower tube beam 2 are in contact with the barrier in the arc-shaped inclined force transmission area, which can ensure the continuity and stability of the vehicle's left and right structure and have a certain angle to facilitate the vehicle's left and right sliding. This avoids the vehicle body absorbing too much collision force and being unable to control its deformation, ensuring that the vehicle body has small deformation under stress and that the passenger compartment is safe and reliable.

[0047] In one embodiment, reference is made to Figure 3 The upper pipe beam 1 is provided with a first end plate 3 at its end, and the first end plate 3 is provided with a first connecting structure 5; the lower pipe beam 2 is provided with a second end plate 4 at its end, and the second end plate 4 is provided with a second connecting structure.

[0048] As an example, during installation, a first end plate 3 is provided at the end of the upper tube beam 1, which allows the upper tube beam 1 to be installed on the A-pillar structure 6 of the vehicle body structure, facilitating the installation of the upper tube beam 1; a second end plate 4 is provided at the end of the lower tube beam 2, which allows the lower tube beam 2 to be installed on the A-pillar structure 6 and the front structure 7 of the vehicle body structure, facilitating the installation of the lower tube beam 2; both the first end plate 3 and the second end plate 4 adopt a rectangular structure, so that there is surface contact between the upper tube beam 1 and the first end plate 3, between the first end plate 3 and the A-pillar structure 6, between the lower tube beam 2 and the second end plate 4, and between the second end plate 4 and the A-pillar structure 6 and the front structure 7, with axial force dominating in the connection area, which can better ensure the connection strength and rigidity. A first connecting structure 5 is provided on the first end plate 3, and a second connecting structure is provided on the second end plate 4. The arrangement of the first connecting structure 5 can enhance the connection between the first end plate 3 and the A-pillar structure 6, and the arrangement of the second connecting structure can enhance the connection between the second end plate 4 and the A-pillar structure 6 and the front structure 7. This facilitates the installation of the upper tube beam 1 and the lower tube beam 2. The upper tube beam 1 and the first end plate 3, the first end plate 3 and the A-pillar structure 6, the lower tube beam 2 and the second end plate 4, and the second end plate 4 and the A-pillar structure 6 and the front structure 7 can be connected by welding. One or more rows of welding points can be arranged at the first connecting structure 5 and the second connecting structure to enhance the connection.

[0049] In one embodiment, reference is made to Figure 1 , Figure 2 and Figure 3 Both the upper tube beam 1 and the lower tube beam 2 are integral tube beams.

[0050] As an example, both the upper tube beam 1 and the lower tube beam 2 are integral tube beams. This design allows the upper tube beam 1 and the lower tube beam 2 to be integrally formed without any other connections, resulting in high integration, reducing the number of parts, lowering weight, and saving costs. The front frame structure of the engine compartment adopts a two-section integral thermal expansion tube beam structure, which greatly improves the stability and continuity of the vehicle's left and right structural direction. At the same time, the upper tube beam 1 and the lower tube beam 2 are rationally arranged vertically and horizontally, and internally and externally, forming a multi-directional force transmission channel, meeting the layout requirements of hard points and mounting points, and greatly improving the integration, lightweight design, and collision performance.

[0051] This utility model embodiment provides a vehicle body structure, referring to... Figure 1 , Figure 4 , Figure 5 and Figure 6 It includes the A-pillar structure 6, the front bulkhead structure 7, and the front frame structure of the cabin; the end of the upper tube beam 1 is connected to the rear facade of the cavity of the A-pillar structure 6, and the end of the lower tube beam 2 is connected to the inner side of the A-pillar structure 6 and the front bulkhead structure 7.

[0052] As an example, the vehicle body structure includes an A-pillar structure 6, a front bulkhead structure 7, and a front engine compartment frame structure. The front engine compartment frame structure includes an upper tube beam 1 and a lower tube beam 2. During installation, the end of the upper tube beam 1 is connected to the cavity of the A-pillar structure 6, and the end of the lower tube beam 2 is connected to the inner side of the A-pillar structure 6 and the front bulkhead structure 7. The upper tube beam 1 and the lower tube beam 2 are spaced apart along the vertical direction of the vehicle. In the vertical direction of the vehicle, the distance between the portion of the lower tube beam 2 arranged along the front-rear direction of the vehicle and the upper tube beam 1 gradually decreases and then gradually increases from front to back. This arrangement of the upper tube beam 1, lower tube beam 2, A-pillar structure 6, and front bulkhead structure 7 forms two near-right-angled trapezoidal structures in the left-right direction of the vehicle, which can ensure the support stability of the front engine compartment frame structure and help resist impact forces. Compared with existing technologies, the front-end frame structure of the engine compartment in this example forms two separate force transmission channels, upper tube beam 1 and lower tube beam 2, which improves the force transmission effect, ensures the stability of force transmission, and facilitates the rearward transmission of the collision force received by the front-end frame structure. The overall structure is simple, thereby reducing the number of parts, weight, and cost. When the front-end frame structure of the engine compartment is subjected to collision deformation, upper tube beam 1 and / or lower tube beam 2 deform, with upper tube beam 1 moving downward and / or lower tube beam 2 moving upward, and the two tend to contact each other. In this way, the near-right trapezoidal structure in the lateral direction of the vehicle is transformed into two triangular structures. Upper tube beam 1 and lower tube beam 2 support each other and distribute the force, ensuring that the front-end frame structure of the engine compartment can deform stably and transmit force, improving the force-bearing capacity and support strength in the longitudinal direction of the vehicle, enhancing small offset collision performance, and helping to resist impact forces.

[0053] During installation, the end of the upper tube beam 1 is connected to the rear facade of the cavity of the A-pillar structure 6, and the end of the lower tube beam 2 is connected to the inner side of the A-pillar structure 6 and the front structure 7. With this configuration, the rear end of the upper tube beam 1 can distribute the force to the inner and outer parts of the A-pillar structure 6 (the inner A-pillar panel 61 and the outer A-pillar panel 62) in two paths, and the rear end of the lower tube beam 2 can distribute the force to the inner part of the A-pillar structure 6 and the front structure 7 in two paths. This can effectively transfer the collision force to the rear of the vehicle and better ensure the connection strength and rigidity of the front frame structure of the engine compartment. In addition, the upper tube beam 1 is matched with the hood lock and the upper part of the front module, the upper part of the headlight, and the small offset sliding angle and the hood hinge mounting surface angle in sequence from front to back; the lower tube beam 2 is matched with the lower part of the front module, the lower part of the headlight, and the small offset sliding angle and the wheel edge envelope in sequence from front to back. With this arrangement, the hard points and related mounting points of the engine compartment front frame structure are laid out on the main structure of the upper tube beam 1 and the lower tube beam 2, which can ensure the rigidity and NVH performance of the engine compartment front frame structure.

[0054] In one embodiment, reference is made to Figure 5 and Figure 6The A-pillar structure 6 includes an inner A-pillar panel 61 and an outer A-pillar panel 62; the front and rear facades of the inner A-pillar panel 61 are connected to the front and rear facades of the outer A-pillar panel 62 to form an A-pillar cavity; the end of the upper tube beam 1 is connected to the A-pillar cavity and is connected to the rear facades of the inner A-pillar panel 61 and the outer A-pillar panel 62; the end of the lower tube beam 2 is connected to the inner side of the inner A-pillar panel 61 and the front structure 7.

[0055] As an example, the A-pillar structure 6 includes an inner A-pillar panel 61 and an outer A-pillar panel 62. During installation, the front and rear facades of the inner A-pillar panel 61 are connected to the front and rear facades of the outer A-pillar panel 62, forming the A-pillar cavity. The end of the upper tube beam 1 is connected to the A-pillar cavity and is connected to the rear facades of the inner A-pillar panel 61 and the outer A-pillar panel 62, which is the rear facade of the cavity of the A-pillar structure 6. Specifically, the end of the upper tube beam 1 is connected to the cavity of the rear stop area of ​​the A-pillar through the first end plate 3. The stop area is very prone to tearing. The original tangential tearing tendency is changed to an axial compression tendency by the end face normal connection to avoid tearing. There are two welding points between the first end plate 3 and the inner A-pillar panel 61, and between the first end plate 3 and the outer A-pillar panel 62, respectively, to strengthen the connection area, ensure connection stability, and effectively support and transmit the upper collision path. The end of the lower tube beam 2 is connected to the inner side of the A-pillar inner panel 61 and the front structure 7. Specifically, the rear end of the lower tube beam 2 is connected to the inner side of the A-pillar inner panel 61 and the torsion box at the root of the front structure through the second end plate 4, covering the connection area between the front structure 7 and the A-pillar structure 6 to prevent deformation and tearing under stress. In this example, the force transmission path on the upper tube beam 1 overlaps with the Z-axis position of the side door hinge on the outer side of the A-pillar inner panel 61. The end of the path passes through the A-pillar cavity and connects to the rear facade of the A-pillar. The front end is a wraparound structure that matches the hood lock and avoids the headlights. The force transmission path on the lower tube beam 2 is on the inner side of the A-pillar inner panel 61, covering the hard point of the frame and connecting to the lower part of the front bulkhead and its root crossbeam. The front end of the path is an arc-shaped design to match the collision trend, and the rear is a straight section of diagonal brace that forms a near-right-angle trapezoidal structure with the force transmission path on the upper tube beam 1. Based on the deformation of the arc section, it evolves into a triangular stable support structure. This improves the load-bearing capacity of the front frame structure of the engine compartment, enhances small offset collision performance, and helps resist impact forces.

[0056] This utility model provides a vehicle, including a front frame structure of the engine compartment.

[0057] As an example, the vehicle includes a front-end frame structure for the engine compartment, and the body structure includes an A-pillar structure 6, a front bulkhead structure 7, and the front-end frame structure for the engine compartment. The front-end frame structure for the engine compartment includes an upper tube beam 1 and a lower tube beam 2. During installation, the end of the upper tube beam 1 is connected to the cavity of the A-pillar structure 6, and the end of the lower tube beam 2 is connected to the inner side of the A-pillar structure 6 and the front bulkhead structure 7. The upper tube beam 1 and the lower tube beam 2 are spaced apart along the vertical direction of the vehicle. In the vertical direction of the vehicle, the distance between the portion of the lower tube beam 2 arranged along the front-rear direction of the vehicle and the upper tube beam 1 gradually decreases and then gradually increases from front to back. This arrangement of the upper tube beam 1, lower tube beam 2, A-pillar structure 6, and front bulkhead structure 7 forms two near-right-angled trapezoidal structures in the left-right direction of the vehicle, which can ensure the support stability of the front-end frame structure for the engine compartment and help resist impact forces. Compared with existing technologies, the front-end frame structure of the engine compartment in this example forms two separate force transmission channels, upper tube beam 1 and lower tube beam 2, which improves the force transmission effect, ensures the stability of force transmission, and facilitates the rearward transmission of the collision force received by the front-end frame structure. The overall structure is simple, thereby reducing the number of parts, weight, and cost. When the front-end frame structure of the engine compartment is subjected to collision deformation, upper tube beam 1 and / or lower tube beam 2 deform, with upper tube beam 1 moving downward and / or lower tube beam 2 moving upward, and the two tend to contact each other. In this way, the near-right trapezoidal structure in the lateral direction of the vehicle is transformed into two triangular structures. Upper tube beam 1 and lower tube beam 2 support each other and distribute the force, ensuring that the front-end frame structure of the engine compartment can deform stably and transmit force, improving the force-bearing capacity and support strength in the longitudinal direction of the vehicle, enhancing small offset collision performance, and helping to resist impact forces.

[0058] During installation, the end of the upper tube beam 1 is connected to the rear facade of the cavity of the A-pillar structure 6, and the end of the lower tube beam 2 is connected to the inner side of the A-pillar structure 6 and the front structure 7. With this configuration, the rear end of the upper tube beam 1 can distribute the force to the inner and outer parts of the A-pillar structure 6 (the inner A-pillar panel 61 and the outer A-pillar panel 62) in two paths, and the rear end of the lower tube beam 2 can distribute the force to the inner part of the A-pillar structure 6 and the front structure 7 in two paths. This can effectively transfer the collision force to the rear of the vehicle and better ensure the connection strength and rigidity of the front frame structure of the engine compartment.

[0059] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A nacelle front end frame structure, characterized by, Includes upper tube beams and lower tube beams; The upper tube beam and the lower tube beam are spaced apart along the vertical direction of the vehicle; In the vertical direction of the vehicle, the distance between the portion of the lower tube beam arranged along the front-rear direction of the vehicle and the upper tube beam gradually decreases and then gradually increases from front to back.

2. The cabin front frame structure according to claim 1, characterized in that, The upper tube beam includes a transverse section of the upper tube beam arranged along the left-right direction of the vehicle, a transition section of the upper tube beam extending from both ends of the transverse section of the upper tube beam, and a longitudinal section of the upper tube beam extending from the rear end of each transition section of the upper tube beam along the front-rear direction of the vehicle. The lower tube beam includes a transverse section of the lower tube beam arranged along the left-right direction of the vehicle, a lower tube beam transition section extending from both ends of the transverse section of the lower tube beam, and a longitudinal section of the lower tube beam extending from the rear end of each lower tube beam transition section along the front-rear direction of the vehicle. The distance between the longitudinal section of the upper tube beam and the longitudinal section of the lower tube beam along the vertical direction of the vehicle gradually decreases and then gradually increases from front to back. And / or, the distance between the upper tube beam transition section and the lower tube beam transition section along the vertical direction of the vehicle gradually decreases from front to back.

3. The cabin front end frame structure according to claim 2, characterized by The projection of the transverse portion of the upper tube beam along the vertical direction of the vehicle at least partially overlaps with the projection of the transverse portion of the lower tube beam along the vertical direction of the vehicle. The projection of the longitudinal portion of the upper tube beam along the vertical direction of the vehicle is located outside the projection of the longitudinal portion of the lower tube beam along the vertical direction of the vehicle.

4. The cabin front end frame structure according to claim 2, characterized by The angle between the rounded tangent of the upper tube beam transition section and the axis set along the left and right direction of the vehicle is greater than 45°. The angle between the rounded tangent of the lower tube beam transition section and the axis set along the left and right direction of the vehicle is greater than 45°.

5. The cabin front end frame structure according to claim 1, characterized by The upper tube beam is provided with a first end plate at its end, and the first end plate is provided with a first connecting structure; The lower tube beam is provided with a second end plate at its end, and the second end plate is provided with a second connecting structure.

6. The cabin front end frame structure according to claim 1, characterized by Both the upper and lower tubular beams are integral tubular beams.

7. A vehicle body structure characterized by comprising: Includes the A-pillar structure, the front bulkhead structure, and the cabin front frame structure as described in any one of claims 1-6; The end of the upper tube beam is connected to the rear facade of the cavity of the A-pillar structure, and the end of the lower tube beam is connected to the inner side of the A-pillar structure and the front structure.

8. The vehicle body structure according to claim 7, characterized by The A-pillar structure includes an inner A-pillar panel and an outer A-pillar panel; the front and rear facades of the inner A-pillar panel are connected to the front and rear facades of the outer A-pillar panel to form an A-pillar cavity; The end of the upper tube beam is connected to the cavity of the A-pillar and is in contact with the rear facade of the inner plate of the A-pillar and the rear facade of the outer plate of the A-pillar. The end of the lower tube beam is connected to the inner side of the inner plate of the A-pillar and the front structure.

9. A vehicle characterized by comprising: Includes the vehicle body structure as described in any one of claims 7-8.

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