Vehicle body front frame assembly and vehicle

Abstract

This application provides a front body frame assembly and a vehicle, belonging to the field of vehicle body frame technology. By setting a front bulkhead lower reinforcement unit with an arched section, diversified force transmission paths are formed, avoiding the concentration of collision energy on a single path, effectively decomposing and dissipating collision energy. It achieves good support and protection without requiring excessive reinforcement components or thick skin, effectively improving the spatial force transmission effect of the front body frame assembly and reducing the number of components in the front body frame assembly. The collision energy borne by the arched section is transferred to two sets of central channel reinforcement beams, forming two sets of force transmission paths, enriching the force transmission path and further optimizing the spatial force transmission effect of the front body frame assembly, improving the load-bearing capacity of the front body frame assembly. The central channel reinforcement beam forms a multi-path force transmission system, reducing the load on the front floor central channel longitudinal beam and the central channel reinforcement beam.

Description

Technical Field

[0001] This application belongs to the field of vehicle body frame technology, and more specifically, relates to a front vehicle body frame assembly and a vehicle. Background Technology

[0002] The front frame of the vehicle body is an important component of the vehicle structure, undertaking a variety of key functions, such as absorbing energy during a collision, protecting the passenger compartment, and supporting critical components. Therefore, the front frame of the vehicle body directly affects the vehicle's safety, handling, and durability.

[0003] The existing front frame of the vehicle body has limited force transmission path, poor spatial force transmission effect, and a large number of parts, resulting in high development costs. Utility Model Content

[0004] The purpose of this application is to provide a front frame assembly and vehicle, which aims to solve the problems of poor spatial force transmission effect and excessive number of parts in the existing front frame assembly.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a front frame assembly for a vehicle body, comprising: The front lower reinforcement unit has an upward arched section in the middle; The front longitudinal beam unit is connected to both sides of the front of the lower front reinforcement unit; The central channel unit is connected to both sides of the rear of the lower front reinforcement unit; The central channel reinforcement unit is connected to the upper part of the arched portion at its front end and to the central channel unit at its rear end.

[0006] The existing front frame structure of a vehicle mainly includes front longitudinal beams, front crossbeams, and central tunnel longitudinal beams. In a frontal collision, the collision energy is generally transferred rearward through the front longitudinal beams to the front crossbeams, and then through the front crossbeams to the central tunnel longitudinal beams. The force transmission path is relatively simple, resulting in poor spatial force transmission and affecting the strength and rigidity of this structure. To compensate for this deficiency, various reinforcing components are often added to the front frame structure, and the thickness of the skin covering the front frame structure is increased. The skin assists in force transmission, and the various reinforcing components enhance the strength of the front frame structure, thereby ensuring the safety performance of the front of the vehicle. However, this results in a large number of heavy components in the front frame structure, high investment in production materials such as molds, long development cycles, and difficulty in further reducing the overall vehicle development cost.

[0007] To address the aforementioned issues, the solution presented in this application, compared to existing technologies, involves the following: In the event of a frontal collision, the collision energy is transmitted rearward along the front longitudinal beam unit to the lower front bulkhead reinforcement unit. Part of the energy is transmitted through the lower front bulkhead reinforcement unit to the central channel unit, and then through the central channel unit to the floor beam. The remaining energy is transmitted laterally along the lower front bulkhead reinforcement unit to the arched portion. Subsequently, the arched portion transmits the collision energy to the central channel reinforcement unit, and finally, the central channel reinforcement unit transmits the collision energy to the central channel unit. During the aforementioned collision energy transfer process, the presence of the arched portion can convert part of the frontal collision force into a vertical component. The load is distributed to both sides of the lower front bulkhead reinforcement unit through the arched structure, and then transmitted to the side pillars (such as the A-pillar). Furthermore, the arched portion and the central channel reinforcement unit form a path to transfer collision energy to the central channel unit. It can be seen that by setting the lower front bulkhead reinforcement unit with the arched portion, a variety of force transmission paths are formed, avoiding the concentration of collision energy to a single path. This effectively decomposes and dissipates the collision energy, achieving good support and protection without the need for excessive reinforcement components or thick skin. This effectively improves the spatial force transmission effect of the front frame assembly, reduces the number of parts in the front frame assembly, and is more in line with lightweight design.

[0008] In conjunction with the first aspect, in one possible implementation, the lower front reinforcement unit includes: The lower reinforcing beam of the front bulkhead is an arched beam that arches upwards, forming the arched portion. The front end of the central channel reinforcing unit is connected to the upper part of the lower reinforcing beam of the front bulkhead. The longitudinal beam support bracket is provided in two sets. The two sets of longitudinal beam support brackets are respectively located on the left and right sides of the lower reinforcing beam of the front bulkhead. The front longitudinal beam unit is connected to the front part of the two sets of longitudinal beam support brackets respectively, and the middle channel unit is connected to the rear part of the two sets of longitudinal beam support brackets respectively.

[0009] In the above technical solution, the front bulkhead lower reinforcement unit is divided into a front bulkhead lower reinforcement beam and a longitudinal beam support bracket. The front bulkhead lower reinforcement beam is set into an arch shape according to the spatial force transmission requirements. The longitudinal beam support bracket is designed according to the connection requirements with the front longitudinal beam unit and the central channel unit. The overall design of the front bulkhead lower reinforcement unit is more flexible and the design and manufacturing difficulty is lower.

[0010] In conjunction with the first aspect, in one possible implementation, the central channel unit includes two sets of front floor central channel longitudinal beams arranged opposite each other in the left-right direction, and the central channel reinforcement unit includes two sets of central channel reinforcement beams arranged opposite each other in the left-right direction. The front end of the central channel reinforcement beam is connected to the upper part of the arched portion, and the rear end is connected to the front floor central channel longitudinal beam on the corresponding side.

[0011] In the above technical solution, the collision energy borne by the arched part is transferred to two sets of central channel reinforcing beams, forming two sets of force transmission paths. After being dispersed by the central channel reinforcing beams, the collision energy is transferred to the longitudinal beams of the central channel of the front floor, making the force transmission paths more abundant. This further optimizes the spatial force transmission effect of the front frame assembly of the vehicle body and improves the load-bearing capacity of the front frame assembly of the vehicle body.

[0012] In some embodiments, the height of the arch is higher than that of the longitudinal beam of the central channel in the front floor, and the height of the front end of the central channel reinforcing beam is higher than that of the rear end of the central channel reinforcing beam.

[0013] In the above technical solution, the central channel reinforcement beam forms an inclined support between the arched part and the central channel longitudinal beam of the front floor. The force transmitted rearward by the arched part can be decomposed into forces along the front-rear direction and along the up-down direction on the central channel reinforcement beam, reducing bending stress and improving the load-bearing capacity of the central channel reinforcement beam. At the same time, the central channel reinforcement beam, the central channel longitudinal beam of the front floor and the arched part cooperate to form a triangular structure. Utilizing the strong structural stability of the triangle, the stiffness of this area is improved, thereby effectively suppressing collision energy and reducing the degree of deformation of the front of the vehicle body in the event of a frontal collision. In some embodiments, the center channel reinforcement unit further includes a front seat crossbeam connector, the left and right ends of which are respectively connected to the corresponding side of the front floor center channel longitudinal beam, and the rear ends of the two sets of center channel reinforcement beams are respectively connected to the front seat crossbeam connector.

[0014] In the above technical solution, the front seat crossbeam connector achieves the effect of supporting the two sets of front floor center channel longitudinal beams and the two sets of center channel reinforcing beams. The load is transferred to the front seat crossbeam connector through the center channel reinforcing beam, and then to the front floor center channel longitudinal beam, forming a multi-path force transmission system, reducing the burden on the front floor center channel longitudinal beam and the center channel reinforcing beam, and avoiding excessive local stress on a single center channel reinforcing beam or a single front floor center channel longitudinal beam.

[0015] In some embodiments, the longitudinal beam in the front floor channel includes a front section and a rear section of the longitudinal beam connected sequentially from front to back, the front section of the longitudinal beam gradually inclines inward in the direction from front to back, and the rear section of the longitudinal beam extends in the direction from front to back.

[0016] In the above technical solution, the front sections of the longitudinal beams of the two sets of front floor central channel gradually move away from each other in the direction from back to front, forming a gradually contracting horn-shaped force transmission structure in the central channel. In the event of a frontal collision, the horn-shaped structure can guide the longitudinal beams to gradually collapse along a preset path, extending the collision time through controllable deformation and improving energy absorption efficiency. In addition, the gradually changing spacing design can improve the vibration transmission characteristics of the front floor central channel longitudinal beams, reduce vibration noise, and improve NVH performance.

[0017] In conjunction with the first aspect, in one possible implementation, the front longitudinal beam unit includes two sets of front longitudinal beams arranged opposite each other in the left-right direction, the rear end of the front longitudinal beams is connected to the front lower reinforcement unit, and a supporting inclined beam is provided between the front longitudinal beams and the front lower reinforcement unit.

[0018] In the above technical solution, the supporting inclined beam forms a support at the rear end of the front longitudinal beam, strengthening the connection between the front longitudinal beam and the lower front reinforcement unit. During the process of collision energy being transmitted rearward along the front longitudinal beam, some of the collision energy is dispersed onto the supporting inclined beam and transmitted to the lower front reinforcement unit through the supporting inclined beam. The remaining energy is still transmitted to the lower front reinforcement unit through the front longitudinal beam. The collision energy is decomposed at the rear end of the front longitudinal beam, avoiding stress concentration at the connection between the front longitudinal beam and the lower front reinforcement unit. In some embodiments, the supporting inclined beams are respectively provided on the inner side and the outer side of the front longitudinal beam.

[0019] In the above technical solution, after a frontal collision, the front longitudinal beam is prone to swinging in a plane perpendicular to the vertical direction. Supporting diagonal beams are set on the inner and outer sides of the front longitudinal beam to provide precise support. In some embodiments, a front subframe rear mounting bracket is provided on the lower side of the rear end of the front longitudinal beam, and the rear side of the front subframe rear mounting bracket is connected to the front bulkhead lower reinforcement unit.

[0020] In the above technical solution, the rear mounting bracket of the front subframe can not only be installed with the front subframe, but also form a support between the front bulkhead lower reinforcing unit and the front longitudinal beam, enhance the reinforcement effect on the rear end of the front longitudinal beam, and improve the functional integration and structural compactness of this area.

[0021] Secondly, embodiments of this application also provide a vehicle including the aforementioned front body frame assembly.

[0022] Compared with the prior art, the solution shown in this application, by adopting the aforementioned front body frame assembly, effectively improves the spatial force transmission effect of the front body frame assembly, ensures the support and protection performance of the front of the vehicle, and reduces the number of components and the skin thickness in this area, thereby reducing the overall vehicle development cost. Overall, the front body structure of the vehicle in this application meets safety protection requirements while also reducing development costs, effectively improving the overall quality and competitiveness of the vehicle. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 A top view of the front frame assembly of the vehicle body provided in the embodiments of this application. Figure 1 ; Figure 2 A top view of the front frame assembly of the vehicle body provided in the embodiments of this application. Figure 2 The arrows indicate the force transmission path; Figure 3 A side view of the front frame assembly of the vehicle body provided in an embodiment of this application; Figure 4 The three-dimensional representation of the front frame assembly of the vehicle body provided in the embodiments of this application Figure 1 ; Figure 5 The three-dimensional representation of the front frame assembly of the vehicle body provided in the embodiments of this application Figure 2 ; Figure 6 for Figure 5 A-direction view of the longitudinal beam support bracket.

[0025] In the diagram: 100, Lower front bulkhead reinforcement unit; 101, Arched section; 110, Lower front bulkhead reinforcement beam; 111, Connecting section; 112, Extension section; 113, First reinforcing flange; 114, Second reinforcing flange; 120, Longitudinal beam support bracket; 121, Third reinforcing flange; 122, Upper section of bracket; 123, Lower section of bracket; 124, Upper section partition plate; 125, Upper section inner cavity; 126, Connecting inclined plate; 127, Lower section partition plate; 12 8. Lower section inner cavity; 200. Front longitudinal beam unit; 210. Front longitudinal beam; 220. Supporting diagonal beam; 230. Rear mounting bracket of front subframe; 231. Support frame; 300. Center channel unit; 310. Front floor center channel longitudinal beam; 311. Front section of longitudinal beam; 312. Rear section of longitudinal beam; 400. Center channel reinforcement unit; 410. Center channel reinforcement beam; 420. Front seat crossbeam connector; 430. Reinforced cross brace beam; 500. Front shock absorber tower. Detailed Implementation

[0026] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0027] It should be noted that when a component is referred to as being "set on" another component, it can be directly on the other component or indirectly on that other component.

[0028] It should be noted that the terms "upper" and "lower" correspond to the vertical direction of the vehicle body, the terms "front" and "rear" correspond to the front-rear direction of the vehicle body, and the terms "left" and "right" correspond to the left-right direction of the vehicle body. Other directional terms, unless otherwise explicitly specified, such as "length," "width," "top," "bottom," "inner," and "outer," indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used solely for the convenience of describing this application and for simplification, 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. Therefore, they should not be construed as limitations on this application.

[0029] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0030] Please refer to the following: Figures 1 to 6 The front frame assembly of the vehicle body provided in this application will now be described. The front frame assembly includes a lower front bulkhead reinforcement unit 100, a front longitudinal beam unit 200, a central tunnel unit 300, and a central tunnel reinforcement unit 400. The lower front bulkhead reinforcement unit 100 forms an upwardly arched portion 101 in the middle. The front longitudinal beam unit 200 is connected to both sides of the front portion of the lower front bulkhead reinforcement unit 100. The central tunnel unit 300 is connected to both sides of the rear portion of the lower front bulkhead reinforcement unit 100. The front end of the central tunnel reinforcement unit 400 is connected to the upper part of the arched portion 101, and the rear end is connected to the central tunnel unit 300.

[0031] In this embodiment, a skin is laid on top of the front frame assembly of the vehicle body. The skin can achieve waterproof sealing in this area. In the event of a frontal collision, the skin and the front frame assembly of the vehicle body also share the load. In addition, the front longitudinal beam unit 200 is connected to the front shock absorber tower 500. As the main load-bearing frame of the front of the vehicle body, the front longitudinal beam unit 200 directly provides basic support for the front shock absorber tower 500, ensuring that the front shock absorber tower 500 remains stable during vehicle operation. When the vehicle is in motion, the shock absorber tower bears the impact force from the suspension system. The front longitudinal beam unit 200 disperses these forces to other parts of the vehicle body (such as the front lower reinforcement unit 100) to avoid stress concentration that could lead to metal fatigue or deformation. In addition, in a frontal collision, the front longitudinal beam unit 200 absorbs the impact energy through a preset crumple zone, reducing the impact force transmitted to the shock absorber tower, thereby protecting the structural integrity of the passenger compartment.

[0032] In this embodiment, the skin refers to the metal or composite material plate covering the front frame assembly of the vehicle body.

[0033] The existing front frame structure of a vehicle mainly includes the front longitudinal beam 210, the front crossbeam, and the central tunnel longitudinal beam. In a frontal collision, the collision energy is generally transferred rearward through the front longitudinal beam 210 to the front crossbeam, and then through the front crossbeam to the central tunnel longitudinal beam. The force transmission path is relatively simple, resulting in poor spatial force transmission and affecting the strength and rigidity of this structure. To compensate for this deficiency, various reinforcing components are often added to the front frame structure, and the thickness of the skin covering the front frame structure is increased. The skin assists in force transmission, and the various reinforcing components improve the strength of the front frame structure, thereby ensuring the safety performance of the front of the vehicle. However, this results in a large number of components in the front frame structure, which are heavy, require high investment in production materials such as molds, have a long development cycle, and make it difficult to further reduce the overall vehicle development cost.

[0034] To address the aforementioned issues, the front frame assembly provided in this application, compared to existing technologies, in the event of a frontal collision, transmits the collision energy rearward along the front longitudinal beam unit 200 to the front lower reinforcement unit 100. Part of the energy is transmitted through the front lower reinforcement unit 100 to the central tunnel unit 300, and then through the central tunnel unit 300 to the floor crossbeam. The remaining energy is transmitted laterally along the front lower reinforcement unit 100 to the arch 101. Subsequently, the arch 101 transmits the collision energy to the central tunnel reinforcement unit 400, and the central tunnel reinforcement unit 400 finally transmits the collision energy to the central tunnel unit 300. During the aforementioned collision energy transfer process, the presence of the arched portion 101 can convert part of the frontal collision force into a vertical component. The load is distributed to both sides of the lower front reinforcement unit 100 through the arched structure, and then transmitted to the side pillars (such as A-pillars). Furthermore, the arched portion 101 and the central channel reinforcement unit 400 form a path to transfer collision energy to the central channel unit 300. It can be seen that by setting the lower front reinforcement unit 100 with the arched portion 101, a variety of force transmission paths are formed, avoiding the concentration of collision energy to a single path. The collision energy is effectively decomposed and dissipated. It can achieve a good support and protection effect without setting too many reinforcements or using thick skin. It effectively improves the spatial force transmission effect of the front frame assembly of the vehicle body and reduces the number of parts in the front frame assembly of the vehicle body.

[0035] Furthermore, as a crucial component of the vehicle body, the front bulkhead structure must meet the requirements for electrical wiring, particularly the passage of wiring harnesses between the engine compartment and the driver's compartment. Traditional front bulkhead structures, with their compact beams, offer limited space for wiring harness passage, potentially leading to harness compression or insufficient bending radius, resulting in harness wear. Moreover, the harnesses must navigate the narrow spaces between beams, increasing assembly difficulty and labor costs. In the front frame assembly of this application, the lower front bulkhead reinforcement unit 100, while meeting support and reinforcement requirements, features a large open space beneath the arched portion 101. This larger open space better accommodates the arrangement of the transmission and wiring harnesses, reducing assembly difficulty, preventing harness wear, and improving assembly convenience and reliability.

[0036] In some embodiments, the aforementioned lower front reinforcement unit 100 may employ, as shown in the following... Figures 1 to 5 The structure shown. See also Figures 1 to 5 The front bulkhead lower reinforcement unit 100 includes a front bulkhead lower reinforcement beam 110 and a longitudinal beam support bracket 120. The front bulkhead lower reinforcement beam 110 is an upwardly arched beam, forming an arched portion 101. The front end of the central channel reinforcement unit 400 is connected to the upper part of the front bulkhead lower reinforcement beam 110. There are two sets of longitudinal beam support brackets 120, which are respectively located on the left and right sides of the front bulkhead lower reinforcement beam 110 and are symmetrically arranged. The front longitudinal beam unit 200 is connected to the front part of the two sets of longitudinal beam support brackets 120, and the central channel unit 300 is connected to the rear part of the two sets of longitudinal beam support brackets 120. In this embodiment, the lower front bulkhead reinforcement unit 100 is divided into a lower front bulkhead reinforcement beam 110 and a longitudinal beam support bracket 120. The lower front bulkhead reinforcement beam 110 is designed in an arch shape according to spatial force transmission requirements. The longitudinal beam support bracket 120 is designed according to the connection requirements with the front longitudinal beam unit 200 and the central channel unit 300. The overall design of the lower front bulkhead reinforcement unit 100 is more flexible and the design and manufacturing difficulty is lower. In this embodiment, the outer surface of the lower front bulkhead reinforcement beam 110 is fitted and connected to the inner surface of the longitudinal beam support bracket 120 (e.g., by welding, or by threaded fasteners after fitting) to ensure the reliability of the assembly between the two.

[0037] It should be noted that in this embodiment, the term "inner" refers to the direction toward the vehicle body XZ plane, and the term "outer" refers to the direction away from the vehicle body XZ plane. The XZ plane refers to the plane containing the front-rear axis and the upper-lower axis of the vehicle body.

[0038] In some more specific embodiments, see Figures 3 to 5The lower front bulkhead reinforcing beam 110 is an upwardly arched beam, comprising a connecting section 111 and extension sections 112 connected to both sides of the connecting section 111. The connecting section 111 is an upwardly arched arc, while the extension sections 112 are straight. From top to bottom, the extension sections 112 gradually slope outwards, ultimately forming an arched structure with the connecting section 111 and the extension sections 112 on both sides. Due to the inclined design of the extension sections 112, the load can be more evenly distributed to the longitudinal beam support bracket 120, reducing local stress concentration. This design also forms a space truss structure, improving resistance to torsion and lateral forces, effectively enhancing the overall stiffness of the lower front bulkhead reinforcing unit 100. Furthermore, during collision energy transfer, it more effectively dissipates collision energy, further improving the load-bearing capacity of the lower front bulkhead reinforcing unit 100. In addition, the inclined design of the extension sections 112 creates a larger open space below the arched portion 101, facilitating the arrangement of the gearbox and the passage of wiring harnesses.

[0039] Optionally, the upper end of the longitudinal beam support bracket 120 is lower than the upper end of the connecting section 111, but higher than the lower end of the connecting section 111. The lower end of the longitudinal beam support bracket 120 is roughly flush with the lower end of the extension section 112, which not only meets the force transmission requirements of the front bulkhead lower reinforcing beam 110, but also effectively improves the connection strength between the front bulkhead lower reinforcing beam 110 and the longitudinal beam support bracket 120.

[0040] Optional, see below Figure 5 The lower edges of both the connecting segment 111 and the extension segment 112 are bent backward to form a first reinforcing flange 113 that connects with each other. The first reinforcing flange 113 adds an extension portion to the edges of the connecting segment 111 and the extension segment 112, increasing the effective height and moment of inertia of the cross section, thereby significantly improving the bending stiffness and bending bearing capacity. It can also restrain the local buckling of the connecting segment 111 and the extension segment 112, avoiding premature instability. The strengthening effect is even more significant, especially when subjected to concentrated loads in frontal collisions or in large-span designs. In addition, the first reinforcing flange 113 can also act as an isolation limiter when installing the central channel reinforcing unit 400, preventing the front end of the central channel reinforcing unit 400 from falling off during assembly, thus improving assembly safety.

[0041] Optional, see below Figure 5 and Figure 6 The upper edge of the front side of the connecting section 111 extends upward to form a second reinforcing flange 114, and the upper edge of the front side of the longitudinal beam support bracket 120 extends upward to form a third reinforcing flange 121. The second reinforcing flange 114 and the third reinforcing flange 121 are connected to each other. An extension is added to the upper side of the front bulkhead lower reinforcing beam 110 and the longitudinal beam support bracket 120, which increases the effective height and moment of inertia of the section, thereby significantly improving the bending stiffness and bending bearing capacity.

[0042] In some embodiments, see Figure 5 and Figure 6 , the longitudinal beam support bracket 120 includes an upper bracket section 122 and a lower bracket section 123 located below the upper bracket section 122. Both the upper bracket section 122 and the lower bracket section 123 are connected to the side surface of the lower reinforcement beam 110 of the front bulkhead; the front-to-back thickness of the lower bracket section 123 is smaller than the front-to-back thickness of the upper bracket section 122, and the front side surface of the lower bracket section 123 is flush with the front side surface of the upper bracket section 122. The front longitudinal beam unit 200 is installed on the front side surfaces of the lower bracket section 123 and the upper bracket section 122, and the front end of the middle channel unit 300 is connected to the rear side surface of the lower bracket section 123. Specifically, the upper end surface of the upper bracket section 122 is lower than the upper end of the connection section 111 but higher than the lower end of the connection section 111, and the lower end of the lower bracket section 123 is approximately flush with the lower end of the extension section 112.

[0043] Optionally, the upper bracket section 122 is stepped, and an upper partition plate 124 is provided inside the upper bracket section 122. The upper partition plate 124 is arranged corresponding to the stepped surface and divides the inner cavity of the upper bracket section 122 into a plurality of upper inner cavities 125 distributed in the up-down direction, and each upper inner cavity of 125 extends in the left-right direction. The plurality of upper inner cavities 125 form independent force transmission paths, which can disperse the load to more independent paths, avoid stress concentration, reduce local peak stress, and improve the overall bearing efficiency; in addition, the closed cross-section formed by the plurality of upper inner cavities 125 (such as a "day" shape or an "eye" shape) significantly improves the rigidity and bending resistance of the upper bracket section 122, and the multi-cavity design can provide higher rigidity under the same weight, and thus reduce the material usage under the same performance, realizing lightweight design.

[0044] Optionally, the rear side of the lower bracket section 123 has an abutting inclined plate 126. The abutting inclined plate 126 gradually inclines forward and abuts against the rear side of the upper bracket section 122, and the abutting inclined plate 126 also extends forward to the front side of the upper bracket section 122. In this way, the cross-section of the lower bracket section 123 is trapezoidal, with a wide front and a narrow rear. By utilizing the characteristic of the trapezoid having a high structural strength, the bearing capacity of the lower bracket section 123 is improved, which is beneficial to enhancing the overall stiffness and bending resistance of the longitudinal beam support bracket 120.

[0045] More specifically, the lower section 123 of the support has multiple intersecting lower section partition plates 127 in its inner cavity. The lower section partition plates 127 divide the inner cavity of the lower section 123 into multiple rows of lower section inner cavities 128 distributed along the front-back direction. Each row has multiple lower section inner cavities 128 distributed along the vertical direction. The multiple lower section inner cavities 128 form independent force transmission paths, which can distribute the load to more independent paths, avoid stress concentration, reduce local peak stress, improve overall load-bearing efficiency, and provide higher rigidity for the same weight. This allows for a reduction in material usage while maintaining the same performance, achieving a lightweight design. In addition, the design of multiple rows of lower section inner cavities 128 can achieve sequential crushing during a collision, prolonging the energy absorption time and reducing the peak impact force.

[0046] In some embodiments, the above-described middle channel unit 300 may employ, as follows: Figures 1 to 5 The structure shown. See also Figures 1 to 5 The central channel unit 300 includes two sets of front floor central channel longitudinal beams 310 arranged opposite each other in the left-right direction. The central channel reinforcement unit 400 includes two sets of central channel reinforcement beams 410 arranged opposite each other in the left-right direction. The front end of the central channel reinforcement beam 410 is connected to the upper part of the arch 101, and the rear end is connected to the corresponding side of the front floor central channel longitudinal beam 310. Preferably, the two sets of front floor central channel longitudinal beams 310 and the two sets of central channel reinforcement beams 410 are arranged symmetrically from left to right.

[0047] It should be noted that each group of central channel reinforcing beams 410 includes at least one central channel reinforcing beam 410, and all central channel reinforcing beams 410 in the same group are connected to the front floor central channel longitudinal beam 310 on the same side. Correspondingly, each group of front floor central channel longitudinal beams 310 includes one front floor central channel longitudinal beam 310.

[0048] In this embodiment, the collision energy borne by the arched portion 101 is transferred to the two sets of central channel reinforcing beams 410, forming two sets of force transmission paths. After the collision energy is dispersed by the central channel reinforcing beams 410, it is transferred to the front floor central channel longitudinal beams 310, making the force transmission paths more abundant. This further optimizes the spatial force transmission effect of the front frame assembly of the vehicle body and improves the load-bearing capacity of the front frame assembly of the vehicle body.

[0049] Optionally, the spacing between the two sets of front floor channel longitudinal beams 310 is not less than the spacing between the two sets of channel reinforcing beams 410, to avoid the channel reinforcing unit 400 occupying too much space in the left-right direction. This embodiment exemplifies an example where the spacing between the two sets of front floor channel longitudinal beams 310 is greater than the spacing between the two sets of channel reinforcing beams 410.

[0050] Based on the above embodiments, see Figure 1 and Figure 2The front floor center channel longitudinal beam 310 includes a front section 311 and a rear section 312 connected sequentially from front to back. The front section 311 gradually slopes inward in the direction from front to back, while the rear section 312 extends in the direction from front to back. The front sections 311 of the two sets of front floor center channel longitudinal beams 310 gradually move away from each other in the direction from back to front, forming a gradually contracting horn-shaped force transmission structure in the center channel. In a frontal collision, the horn-shaped structure can guide the front floor center channel longitudinal beam 310 to gradually collapse along a preset path, extending the collision time through controllable deformation and improving energy absorption efficiency. In addition, the gradually changing spacing design can improve the vibration transmission characteristics of the front floor center channel longitudinal beam 310, reduce vibration noise, and improve NVH performance (noise, vibration, and harshness performance).

[0051] Optionally, an arc-shaped transition can be used between the front section 311 and the rear section 312 of the longitudinal beam to avoid stress concentration in the connection area between the front section 311 and the rear section 312 of the longitudinal beam.

[0052] In some specific embodiments where the arched portion 101 and the central channel reinforcing beam 410 are distributed, see [reference needed]. Figure 4 and Figure 5 The height of the arched portion 101 is higher than that of the longitudinal beam 310 of the central channel in the front floor, and the height of the front end of the central channel reinforcing beam 410 is higher than that of the rear end. The central channel reinforcing beam 410 forms an inclined support between the arched portion 101 and the longitudinal beam 310 of the central channel in the front floor. The force transmitted rearward by the arched portion 101 can be decomposed into forces along the longitudinal and vertical directions on the central channel reinforcing beam 410, reducing bending stress and improving the load-bearing capacity of the central channel reinforcing beam 410. At the same time, the central channel reinforcing beam 410, the longitudinal beam 310 of the central channel in the front floor, and the arched portion 101 form a triangular structure. Utilizing the strong structural stability of triangles, the stiffness of this area is improved, thereby effectively suppressing collision energy and reducing the degree of deformation of the front of the vehicle body in the event of a frontal collision.

[0053] In some embodiments, see Figures 1 to 5The center channel reinforcement unit 400 also includes a front seat crossbeam connector 420. The left and right ends of the front seat crossbeam connector 420 are connected to the corresponding front floor center channel longitudinal beams 310, and the rear ends of the two sets of center channel reinforcement beams 410 are connected to the front seat crossbeam connector 420. The front seat crossbeam connector 420 provides support between the two sets of front floor center channel longitudinal beams 310 and between the two sets of center channel reinforcement beams 410. The longitudinal beam structures on both sides (composed of the front floor center channel longitudinal beams 310 and the center channel reinforcement beams 410 on the same side) are supported. The load is transferred through the center channel reinforcement beams 410 to the front seat crossbeam connector 420, and then to the front floor center channel longitudinal beams 310, forming a multi-path force transmission system. This reduces the burden on the front floor center channel longitudinal beams 310 and the center channel reinforcement beams 410, and avoids excessive local stress on a single center channel reinforcement beam 410 or a single front floor center channel longitudinal beam 310.

[0054] Optionally, the front seat crossbeam connector 420 is bolted to the front floor center channel longitudinal beam 310. The preload of the bolting (i.e., the tightness) directly affects the local stiffness of the connection. If the preload is insufficient or the bolts are unevenly distributed, it will cause slight slippage of the mating surface, generating frictional vibration, which will then be transmitted to other parts of the vehicle body, exacerbating structural vibration and noise.

[0055] In some specific embodiments, see Figures 1 to 5The center channel reinforcement unit 400 also includes a reinforcing crossbeam 430, which is located in the middle of the two sets of center channel reinforcement beams 410, and its two ends are connected to the two sets of center channel reinforcement beams 410 respectively, providing support in the middle of the center channel reinforcement beams 410. The reinforcing crossbeam 430 cooperates with the center channel reinforcement beams 410 and the front seat crossbeam connector 420 to form a grid-like support structure. This arrangement has the following beneficial effects: First, the load is transferred through the center channel reinforcement beams 410 to the reinforcing crossbeam 430 and the front seat crossbeam connector 420, and then to the front floor center channel longitudinal beam 310, forming a multi-path force transmission system, further reducing the burden on the center channel reinforcement beams 410 and avoiding excessive local stress on a single center channel reinforcement beam 410; Second, the reinforcing crossbeam 430 divides the span of the center channel reinforcement beams 410 into smaller segments, significantly reducing the stress on the center channel reinforcement beams 410. The maximum bending moment (the bending moment is proportional to the square of the span) reduces the flexural deformation of the central channel reinforcing beam 410, thereby improving the overall stiffness of the central channel reinforcing unit 400. Third, the central channel reinforcing beam 410, the reinforcing cross brace beam 430, and the front seat cross beam connector 420 form a grid structure. The reinforcing cross brace beam 430 and the front seat cross beam connector 420 can constrain the torsional or lateral buckling of the central channel reinforcing beam 410, improving the stability of the central channel reinforcing beam 410. At the same time, the central channel reinforcing beam 410, the reinforcing cross brace beam 430, and the front seat cross beam connector 420 constitute a two-way force system, which improves the load-bearing efficiency by utilizing the spatial integrity of the structure.

[0056] In some embodiments, see Figures 1 to 5 The front longitudinal beam unit 200 includes two sets of front longitudinal beams 210 arranged opposite each other in the left-right direction. The rear end of the front longitudinal beam 210 is connected to the front lower reinforcement unit 100. A supporting inclined beam 220 is provided between the front longitudinal beam 210 and the front lower reinforcement unit 100. The supporting inclined beam 220 forms support at the rear end of the front longitudinal beam 210, reinforcing the connection between the front longitudinal beam 210 and the front lower reinforcement unit 100. During the process of collision energy being transmitted rearward along the front longitudinal beam 210, part of the collision energy is dispersed onto the supporting inclined beam 220 and transmitted to the front lower reinforcement unit 100 through the supporting inclined beam 220. The remaining energy is still transmitted to the front lower reinforcement unit 100 through the front longitudinal beam 210. The collision energy is decomposed at the rear end of the front longitudinal beam 210 (e.g., Figure 2 (As shown), to avoid stress concentration at the connection between the front longitudinal beam 210 and the front lower reinforcement unit 100.

[0057] In practice, the upper part of the front longitudinal beam 210 is connected to the front shock absorber tower 500.

[0058] For specific implementation, please refer to Figures 1 to 5The front longitudinal beam 210 has supporting diagonal beams 220 on its inner and outer sides, respectively. In this embodiment, the term "inner" refers to the direction towards the vehicle's XZ plane, and the term "outer" refers to the direction away from the vehicle's XZ plane. After a frontal collision, the front longitudinal beam 210 is prone to swinging in a plane perpendicular to the vertical direction. The supporting diagonal beams 220 on the inner and outer sides of the front longitudinal beam 210 provide precise support.

[0059] Optionally, support beams 220 are provided on the upper and / or lower sides of the front longitudinal beam 210. The support beams 220 on the upper and lower sides cooperate with the support beams 220 on the inner and outer sides to form a multi-angle three-dimensional support, thereby maximizing the assembly strength between the front longitudinal beam 210 and the front lower reinforcement unit 100.

[0060] Optionally, the connection points between the inner supporting diagonal beam 220 and the front longitudinal beam 210, and between the outer supporting diagonal beam 220 and the front longitudinal beam 210, are roughly aligned in the front-rear direction, so that the dispersion point of collision energy is more concentrated, improving the reliability of force transmission. Furthermore, considering the limitations of assembly space, the length of the outer supporting diagonal beam 220 is greater than the length of the inner supporting diagonal beam 220.

[0061] In some embodiments, see Figures 1 to 5 To facilitate assembly with the front subframe, a front subframe rear mounting bracket 230 is provided on the lower side of the rear end of the front longitudinal beam 210. The rear side of the front subframe rear mounting bracket 230 is connected to the lower front bulkhead reinforcement unit 100. The front subframe rear mounting bracket 230 not only enables installation with the front subframe but also provides support between the lower front bulkhead reinforcement unit 100 and the front longitudinal beam 210, enhancing the reinforcement effect on the rear end of the front longitudinal beam 210 and improving the functional integration and structural compactness of this area.

[0062] Based on some of the above embodiments, see Figure 3 and Figure 4 The outer side of the front subframe rear mounting bracket 230 is also provided with a support bracket 231, which can be connected to the front side panel of the vehicle body to improve the stability of the front subframe rear mounting bracket 230 in the left and right directions.

[0063] Optionally, the support frame 231 is a beam. In the direction from the inside to the outside, the support frame 231 gradually tilts downward, and it can be connected to the lower longitudinal beam of the forward engine compartment to achieve support.

[0064] More specifically, the support frame 231 has multiple supporting cavities inside, each extending along the long axis of the support frame 231. These multiple supporting cavities form independent force transmission paths, distributing the load across more independent paths, avoiding stress concentration, reducing local peak stress, and improving overall load-bearing efficiency. Furthermore, the multi-cavity design provides higher rigidity for the same weight, thereby reducing material usage while maintaining the same performance, achieving a lightweight design.

[0065] It should be noted that the front bulkhead lower reinforcing beam 110, longitudinal beam support bracket 120, front longitudinal beam 210, supporting diagonal beam 220, front subframe rear mounting bracket 230, front floor center channel longitudinal beam 310, center channel reinforcing beam 410, front seat crossbeam connector 420, and reinforcing cross brace beam 430 are all made of aluminum, which can meet the strength requirements and is lighter in weight.

[0066] The front frame assembly of the vehicle body disclosed in this application can reduce the reliance on the force transmission of the center channel skin, allowing the skin to use lightweight materials and reduce material thickness, which is more conducive to weight reduction. The front frame assembly of the vehicle body has a high degree of component integration and also has the advantages of small mold investment, short development cycle, light weight, high force transmission efficiency and low cost, making it suitable for the center channel structure design of small batch vehicle models.

[0067] Based on the same inventive concept, this application also provides a vehicle including the aforementioned front body frame assembly.

[0068] Compared with existing technologies, the vehicle provided in this application, by adopting the aforementioned front body frame assembly, effectively improves the spatial force transmission effect of the front body frame assembly, ensures the support and protection performance of the front of the vehicle body, and reduces the number of components and the skin thickness in this area, thereby reducing the overall vehicle development cost. Overall, the front body structure of the vehicle in this application meets safety protection requirements while also reducing development costs, effectively improving the overall quality and competitiveness of the vehicle.

[0069] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle body front frame assembly characterized by, include: The front lower reinforcing unit (100) has an upward arched part (101) formed in the middle; The front longitudinal beam unit (200) is connected to both sides of the front of the front lower reinforcement unit (100); The central channel unit (300) is connected to both sides of the rear of the lower front reinforcement unit (100); The front end of the central channel reinforcement unit (400) is connected to the upper part of the arch (101), and the rear end is connected to the central channel unit (300).

2. The body front frame assembly of claim 1, wherein, The lower front reinforcement unit (100) includes: The lower front panel reinforcing beam (110) is an arched beam that arches upwards. The lower front panel reinforcing beam (110) forms the arched part (101). The front end of the middle channel reinforcing unit (400) is connected to the upper part of the lower front panel reinforcing beam (110). The longitudinal beam support bracket (120) is provided in two sets. The two sets of longitudinal beam support brackets (120) are respectively located on the left and right sides of the front bulkhead lower reinforcing beam (110). The front longitudinal beam unit (200) is connected to the front of the two sets of longitudinal beam support brackets (120) respectively, and the middle channel unit (300) is connected to the rear of the two sets of longitudinal beam support brackets (120) respectively.

3. A body front frame assembly according to claim 1 or 2, characterized in that The central channel unit (300) includes two sets of front floor central channel longitudinal beams (310) arranged opposite each other in the left-right direction. The central channel reinforcement unit (400) includes two sets of central channel reinforcement beams (410) arranged opposite each other in the left-right direction. The front end of the central channel reinforcement beam (410) is connected to the upper part of the arch (101), and the rear end is connected to the front floor central channel longitudinal beam (310) on the corresponding side.

4. The body front frame assembly of claim 3, wherein, The height of the arched portion (101) is higher than that of the longitudinal beam (310) of the central channel of the front floor, and the height of the front end of the central channel reinforcing beam (410) is higher than that of the rear end of the central channel reinforcing beam (410).

5. The body front frame assembly of claim 3, wherein, The central channel reinforcement unit (400) also includes a front seat crossbeam connector (420). The left and right ends of the front seat crossbeam connector (420) are respectively connected to the corresponding side of the front floor central channel longitudinal beam (310). The rear ends of the two sets of central channel reinforcement beams (410) are respectively connected to the front seat crossbeam connector (420).

6. The body front frame assembly of claim 3, wherein The longitudinal beam (310) in the front floor includes a front section (311) and a rear section (312) of the longitudinal beam connected sequentially from front to back. The front section (311) of the longitudinal beam gradually slopes inward in the direction from front to back, and the rear section (312) of the longitudinal beam extends in the direction from front to back.

7. The front frame assembly of the vehicle body as described in claim 1, characterized in that, The front longitudinal beam unit (200) includes two sets of front longitudinal beams (210) arranged opposite each other in the left-right direction. The rear end of the front longitudinal beam (210) is connected to the front lower reinforcement unit (100). A supporting inclined beam (220) is provided between the front longitudinal beam (210) and the front lower reinforcement unit (100).

8. The front frame assembly of the vehicle body as described in claim 7, characterized in that, The supporting inclined beam (220) is provided on the inner side and the outer side of the front longitudinal beam (210).

9. The front frame assembly of the vehicle body as described in claim 7, characterized in that, The lower side of the rear end of the front longitudinal beam (210) is provided with a front subframe rear mounting bracket (230), and the rear side of the front subframe rear mounting bracket (230) is connected to the front lower reinforcement unit (100).

10. A vehicle, characterized in that, Includes the front frame assembly of the vehicle body as described in any one of claims 1-9.

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