Front cabin structure and vehicle

Abstract

The utility model discloses a front cabin structure and vehicle, including two side parts and the connecting part between two side parts, the side part includes upper edge beam, cabin longitudinal beam and auxiliary frame longitudinal beam, and the front end of cabin longitudinal beam is connected to the front end of upper edge beam upwards through first connecting arm, and is connected to the front end of auxiliary frame longitudinal beam downwards through second connecting arm, the connecting part includes upper crossbeam, cabin front crossbeam and auxiliary frame front crossbeam, and the both ends of upper crossbeam are connected to the front end of two upper edge beams respectively, and the both ends of cabin front crossbeam are connected to the front end of two cabin longitudinal beams respectively, and with upper crossbeam and first connecting arm constitute first annular structure, and the both ends of auxiliary frame front crossbeam are connected to the front end of two auxiliary frame longitudinal beams respectively, and with cabin front crossbeam and second connecting arm constitute second annular structure, the double -deck annular structure of the utility model can improve the Y to the structure strength of front cabin structure and be favorable to the transmission and dispersion of collision energy to improve the side crash performance of front cabin effectively.

Description

Technical Field

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

[0002] With the widespread use and popularity of automobiles, vehicle collision safety has become a primary consideration for consumers when choosing a car. However, current considerations for the collision safety of the front engine compartment in new energy vehicles mainly focus on the X-direction, such as frontal collision scenarios, while giving less consideration to the Y-direction collision performance of the front engine compartment.

[0003] While the related technologies incorporate various crossbeams within the front engine compartment, their primary purpose is to support and mount the powertrain, and to ensure vehicle body rigidity to some extent, suppressing deformation during driving and cornering. However, they lack optimization for the force transmission structure in response to side collisions. Consequently, in the event of a side impact in the front engine compartment, the energy transfer in the Y-direction is neither sufficient nor balanced, easily leading to significant deformation of the front engine compartment and severe damage to its internal components, potentially even endangering the safety of front-seat occupants. Utility Model Content

[0004] In view of the above problems, this utility model provides a front engine compartment structure and vehicle that can optimize the internal structural layout of the front engine compartment and improve the Y-direction strength and side impact performance of the front engine compartment.

[0005] According to one aspect of the present invention, a front engine compartment structure is provided, comprising: two side portions spaced apart along the vehicle width direction and a connecting portion connecting the two side portions; the side portions include upper side beams, engine compartment longitudinal beams, and subframe longitudinal beams spaced apart along the vehicle height direction; the front end of the engine compartment longitudinal beams is provided with a first connecting arm upward along the vehicle height direction and is connected to the front end of the upper side beams via the first connecting arm; the front end of the engine compartment longitudinal beams is provided with a second connecting arm downward along the vehicle height direction and is connected to the front end of the subframe longitudinal beams via the second connecting arm; the connecting portion includes an upper crossbeam, a front engine compartment crossbeam, and a front subframe crossbeam; the two ends of the upper crossbeam are respectively connected to the front ends of the two upper side beams; the two ends of the front engine compartment crossbeam are respectively connected to the front ends of the two engine compartment longitudinal beams and form a first annular structure with the upper crossbeam and the first connecting arm; the two ends of the front subframe crossbeam are respectively connected to the front ends of the two subframe longitudinal beams and form a second annular structure with the front engine compartment crossbeam and the second connecting arm.

[0006] In an exemplary embodiment of the present invention, the connection areas of the upper crossbeam and the upper side beam, the connection areas of the front crossbeam of the engine compartment and the longitudinal beam of the engine compartment, and the connection areas of the front crossbeam of the subframe and the longitudinal beam of the subframe at least partially overlap on the projection plane perpendicular to the vehicle height direction.

[0007] In an exemplary embodiment of this utility model, the side portion further includes a shock absorber tower, which is disposed at the rear end of the engine compartment longitudinal beam and connected upward along the vehicle height direction to the rear end of the upper side beam; the connecting portion further includes an engine compartment connecting rod and an engine compartment rear crossbeam, with both ends of the engine compartment connecting rod connected to the upper ends of the two shock absorber towers respectively; both ends of the engine compartment rear crossbeam are connected to the rear ends of the two engine compartment longitudinal beams respectively, and together with the engine compartment connecting rod and the shock absorber towers, they form a third ring structure.

[0008] In an exemplary embodiment of this utility model, the connection areas of the engine compartment connecting rod and the shock absorber tower, as well as the connection areas of the engine compartment rear crossbeam and the engine compartment longitudinal beam, at least partially overlap on a projection plane perpendicular to the vehicle height direction.

[0009] In an exemplary embodiment of the present invention, the connecting part further includes a nacelle inclined connecting rod, the two ends of which are respectively connected to the upper ends of two shock absorber towers; the nacelle inclined connecting rod is inclined backward from both ends to the middle, and the middle part of the nacelle inclined connecting rod is connected to the front bulkhead of the vehicle.

[0010] In an exemplary embodiment of this utility model, the orthographic projection of the line connecting the two ends of the cabin diagonal connecting rod on the horizontal plane is the first reference line, and the orthographic projection of the line connecting the end of the cabin diagonal connecting rod to the central axis of the middle part of the cabin diagonal connecting rod on the horizontal plane is the second reference line. The included angle between the first reference line and the second reference line is α, and the value of α is in the range of 14°~18°.

[0011] In an exemplary embodiment of the present invention, the connecting part further includes a crossbeam in the engine compartment, the two ends of which are respectively connected to two longitudinal beams in the engine compartment and are located between the front crossbeam and the rear crossbeam in the engine compartment in the vehicle length direction.

[0012] In an exemplary embodiment of this utility model, the installation distance between the engine compartment crossbeam and the front engine compartment crossbeam in the vehicle length direction is the first distance, and the installation distance between the engine compartment crossbeam and the rear engine compartment crossbeam in the vehicle length direction is the second distance. The ratio of the first distance to the second distance is β, and the value of β ranges from 1:4 to 1:3.

[0013] In an exemplary embodiment of the present invention, a third connecting arm is provided in the middle of the engine compartment longitudinal beam along the vehicle height direction and is connected to the middle of the subframe longitudinal beam via the third connecting arm; the connecting part also includes a front suspension crossbeam, the two ends of the front suspension crossbeam are respectively connected to the two subframe longitudinal beams, and the connection area of ​​the front suspension crossbeam and the subframe longitudinal beam at least partially overlaps with the third connecting arm on the projection plane perpendicular to the vehicle height direction.

[0014] According to a second aspect of the present invention, a vehicle is provided, including a main anti-collision beam, a secondary anti-collision beam, and the aforementioned front engine compartment structure. The two ends of the main anti-collision beam are provided with main energy-absorbing boxes extending rearward along the vehicle length direction, and are respectively connected to the front end faces of two engine compartment longitudinal beams via the main energy-absorbing boxes. The secondary anti-collision beam is disposed below the main anti-collision beam, and the two ends of the secondary anti-collision beam are provided with secondary energy-absorbing boxes extending rearward along the vehicle length direction, and are respectively connected to the front end faces of two subframe longitudinal beams via the secondary energy-absorbing boxes.

[0015] This invention improves the uniformity of strength in the height direction of the front part of the front engine compartment structure by arranging an upper crossbeam, a front engine compartment crossbeam, and a front subframe crossbeam at the front end of the front engine compartment structure, and connecting each crossbeam to the upper side beam, the engine compartment longitudinal beam, and the subframe longitudinal beam, respectively. By optimizing the arrangement of each crossbeam, the upper crossbeam, the front engine compartment crossbeam, and the front subframe crossbeam form a double-ring structure through the first and second connecting arms, which improves the Y-direction structural strength of the front engine compartment structure. At the same time, the collision energy generated by the side impact can be dispersed and transferred between the three layers of force transmission structure along the force transmission path of the double-ring structure, thereby effectively improving the side impact performance of the front engine compartment structure.

[0016] The above description is merely an overview of the technical solutions of the present utility model embodiments. In order to better understand the technical means of the present utility model embodiments and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present utility model embodiments more obvious and understandable, specific embodiments of the present utility model are described below. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, 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 utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0018] Figure 1 A structural schematic diagram of the forward cabin structure of this embodiment is shown;

[0019] Figure 2 A front view of the forward cabin structure of this embodiment is shown;

[0020] Figure 3 A cross-sectional view of the forward cabin structure of this embodiment is shown;

[0021] Figure 4 A top view of the forward cabin structure of this embodiment is shown;

[0022] Figure 5The diagram shows a horizontal projection view of the cabin diagonal connecting rod of this embodiment.

[0023] Explanation of icon numbers:

[0024] 1-Side section, 11-Upper beam, 12-Nacelle longitudinal beam, 121-First connecting arm, 122-Second connecting arm, 123-Third connecting arm, 13-Subframe longitudinal beam, 14-Shock absorber tower, 15-Adapter bracket.

[0025] 2-Connecting part, 21-Upper crossbeam, 22-Front crossbeam of engine compartment, 23-Front crossbeam of subframe, 24-Engine compartment connecting rod, 25-Rear crossbeam of engine compartment, 26-Diagonal connecting rod of engine compartment, 261-First reference line, 262-Second reference line, 27-Middle crossbeam of engine compartment, 28-Front suspension crossbeam,

[0026] 3-Front panel,

[0027] 4-Main anti-collision beam, 41-Main energy-absorbing box,

[0028] 5-Secondary anti-collision beam, 51-Secondary energy-absorbing box,

[0029] 100 - First ring structure, 200 - Second ring structure, 300 - Third ring structure.

[0030] α - included angle, d1 - first spacing, d2 - second spacing

[0031] x - vehicle length direction, y - vehicle width direction, z - vehicle height direction.

[0032] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0033] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make the present invention more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0034] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a full understanding of embodiments of the present invention. However, those skilled in the art will recognize that the technical solutions of the present invention can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., may be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of the present invention.

[0035] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0036] Furthermore, the orientations or positional relationships indicated by "front," "rear," "left," "right," "up," and "down" in the embodiments of this utility model are based on the orientations or positional relationships shown in the accompanying drawings; the terms "inner" and "outer" in the embodiments of this application are defined based on the outline of the corresponding component. Specifically, in the accompanying drawings, the x-direction is the vehicle length direction, i.e., the length direction of the vehicle, where the direction pointed by the arrow is "front," and vice versa; the y-direction is the vehicle width direction, i.e., the width direction of the vehicle, where the direction pointed by the arrow is "left," and vice versa; the z-direction is the vehicle height direction, i.e., the height direction of the vehicle, where the direction pointed by the arrow is "up," and vice versa. It is understood that the above-mentioned terms indicating orientations or positional relationships are only for the convenience of describing this utility model 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 this utility model.

[0037] like Figures 1 to 3As shown, this embodiment provides a front engine compartment structure, which includes two side sections 1 and a connecting section 2 connecting the two side sections 1. The two side sections 1 are spaced apart along the vehicle width direction y and extend along the vehicle length direction x. The connecting section 2 is arranged between the two side sections 1 along the vehicle width direction y and connects the two side sections 1 together. The side section 1 includes an upper side beam 11, an engine compartment longitudinal beam 12, and a subframe longitudinal beam 13 spaced apart along the vehicle height direction z. The front end of the engine compartment longitudinal beam 12 is provided with a first connecting arm 121 upward along the vehicle height direction z and is connected to the front end of the upper side beam 11 via the first connecting arm 121. The front end of the engine compartment longitudinal beam 12 is provided with a second connecting arm 122 downward along the vehicle height direction z and is connected to the subframe via the second connecting arm 122. The front end of the longitudinal beam 13; the connecting part 2 includes an upper crossbeam 21, a front crossbeam 22 of the engine compartment and a front crossbeam 23 of the subframe. The left and right ends of the upper crossbeam 21 are respectively connected to the front ends of two upper side beams 11; the left and right ends of the front crossbeam 22 of the engine compartment are respectively connected to the front ends of two engine compartment longitudinal beams 12. At this time, the front crossbeam 22 of the engine compartment and the upper crossbeam 21, together with the first connecting arms 121 at the left and right ends, the engine compartment longitudinal beams 12 and the upper side beams 11, form a first ring structure 100; at the same time, the left and right ends of the front crossbeam 23 of the subframe are respectively connected to the front ends of two subframe longitudinal beams 13. At this time, the front crossbeam 23 of the subframe and the front crossbeam 22 of the engine compartment, together with the second connecting arms 122 at the left and right ends, the engine compartment longitudinal beams 12 and the subframe longitudinal beams 13, form a second ring structure 200.

[0038] In this way, by arranging the upper crossbeam 21, the front crossbeam 22 of the engine compartment, and the front crossbeam 23 of the subframe at the front end of the front engine compartment structure, and connecting each crossbeam to the upper side beam 11, the engine compartment longitudinal beam 12, and the subframe longitudinal beam 13 respectively, a force transmission structure with an overall upper, middle, and lower three-layer arrangement is formed, which improves the strength uniformity of the front end of the front engine compartment structure in the height direction; and by optimizing the arrangement of each crossbeam, the upper crossbeam 21, the front crossbeam 22 of the engine compartment, and the front crossbeam 23 of the subframe form a double-layer ring structure through the first connecting arm 121 and the second connecting arm 122, which improves the structural strength of the front engine compartment structure; at the same time, the collision energy generated by the side impact can be dispersed and transferred between the three layers of force transmission structure along the force transmission path of the double-layer ring structure, thereby effectively improving the side impact performance of the front engine compartment structure.

[0039] It is understandable that the connection methods between the above-mentioned crossbeams and longitudinal beams, and between the longitudinal beams and connecting arms, include but are not limited to bolt connection, welding, or connection by overlapping through the adapter bracket 15 and fixing with bolts. The appropriate connection method can be selected according to the specific design requirements, and will not be elaborated here.

[0040] It is also understood that the embodiments described above with reference to the accompanying drawings are exemplary and intended to explain the arrangement and connection methods between the crossbeams and longitudinal beams, and between the longitudinal beams and connecting arms of the first annular structure 100 and the second annular structure 200, and should not be construed as limiting this application. For example, in other embodiments, the upper end of the first connecting arm 121 can be connected to the inner surface of the upper beam 11, and the lower end of the first connecting arm 121 can be connected to the inner surface of the front longitudinal beam 12 of the engine compartment. In this case, the upper crossbeam 21 can be connected to the upper end of the first connecting arm 121 through a transition bracket, and the front crossbeam 22 of the engine compartment can be connected to the lower end of the first connecting arm 121 through a transition bracket. In this way, the front crossbeam 22 of the engine compartment and the upper crossbeam 21, together with the first connecting arms 121 at both ends, can enclose and form the first annular structure 100. Similarly, referring to the above connection method, the second annular structure 200 can also be formed solely by the front crossbeam 23 of the subframe and the front crossbeam 22 of the engine compartment, together with the second connecting arms 122 at both ends. Furthermore, the first connecting arm 121 and the second connecting arm 122 can be extended vertically along the vehicle height direction z until they are joined together, so that the first annular structure 100 and the second annular structure 200 are further formed into a whole. The appropriate arrangement and connection method can be selected according to specific design requirements, which will not be elaborated here.

[0041] In some embodiments, such as Figure 1 and Figure 4 As shown, the connection areas of the upper crossbeam 21 and the upper side beam 11, the connection areas of the engine compartment front crossbeam 22 and the engine compartment longitudinal beam 12, and the connection areas of the subframe front crossbeam 23 and the subframe longitudinal beam 13 at least partially overlap on the projection plane perpendicular to the vehicle height direction z. This ensures that, on the one hand, the upper, middle, and lower force transmission points at the front end of the front engine compartment structure correspond vertically along the height direction, forming a continuous vertical force transmission channel and improving force transmission efficiency; on the other hand, it enhances the Z-axis stiffness of the front end of the front engine compartment structure and its resistance to Z-axis impact forces, reducing vehicle body deformation.

[0042] In some embodiments, such as Figure 1 , Figure 3 and Figure 4As shown, the side portion 1 also includes a shock absorber tower 14, which is located at the rear end of the engine compartment longitudinal beam 12 and connected upward along the vehicle height direction z to the rear end of the upper side beam 11; the connecting portion 2 also includes an engine compartment connecting rod 24 and an engine compartment rear crossbeam 25, with the left and right ends of the engine compartment connecting rod 24 respectively connected to the upper ends of the two shock absorber towers 14; the left and right ends of the engine compartment rear crossbeam 25 are respectively connected to the rear ends of the two engine compartment longitudinal beams 12. Through the arrangement of the engine compartment connecting rod 24 and the engine compartment rear crossbeam 25, the front engine compartment structure can be strengthened at the rear. The overall stiffness at the end position is improved, and a lateral force transmission channel is formed between the two shock absorber towers 14 on the left and right sides to improve the transmission and dispersion effect of collision energy. At the same time, the rear crossbeam 25 of the cabin and the cabin connecting rod 24, together with the shock absorber towers 14 at the left and right ends and the cabin longitudinal beam 12, form a third ring structure 300, which can improve the strength uniformity of the rear part of the front cabin structure in the height direction and avoid the collision force from being concentrated on a single beam, thereby reducing the deformation risk of the shock absorber tower 14 and the upper beam 11 and other areas.

[0043] It is understandable that the connection methods between the aforementioned nacelle connecting rod 24 and the shock absorber tower 14, and between the rear crossbeam 25 of the nacelle and the longitudinal beam 12 of the nacelle, include, but are not limited to, bolt connection or connection by means of adapter bracket 15 and bolt fixing, etc. The appropriate connection method can be selected according to the specific design requirements, and will not be elaborated here.

[0044] It is also understood that the embodiments described above with reference to the accompanying drawings are exemplary and intended to explain the arrangement and connection methods between the nacelle connecting rod 24 and the shock absorber tower 14, and between the nacelle rear crossbeam 25 and the nacelle longitudinal beam 12, and should not be construed as limiting this application. For example, in other embodiments, the left and right ends of the nacelle rear crossbeam 25 can be connected to the lower ends of the two shock absorber towers 14 respectively through adapter brackets. In this way, the nacelle rear crossbeam 25, the nacelle connecting rod 24, and the shock absorber towers 14 at the left and right ends can form a third ring structure 300. Appropriate arrangement and connection methods can be selected according to specific design requirements, which will not be elaborated here.

[0045] In some embodiments, such as Figure 1 and Figure 4 As shown, the connection areas of the engine compartment connecting rod 24 and the shock absorber tower 14, and the connection areas of the engine compartment rear crossbeam 25 and the engine compartment longitudinal beam 12, at least partially overlap on the projection plane perpendicular to the vehicle height direction z. This ensures that the upper and middle force transmission points at the rear end of the front engine compartment structure correspond vertically along the height direction, forming a continuous vertical force transmission channel and guaranteeing the structural strength of the rear end portion of the front engine compartment structure in the height direction.

[0046] Understandably, since the upper end of the shock absorber tower 14 is connected to the rear end of the upper side beam 11, the nacelle connecting rod 24, the upper crossbeam 21, and the upper side beams 11 at both ends will also form a ring structure in the horizontal direction. In this way, the collision energy generated by the side impact can be transmitted and dispersed along the force transmission path of the ring structure. Similarly, the front crossbeam 22, the rear crossbeam 25, and the longitudinal beams 12 at both ends of the nacelle also form a ring structure in the horizontal direction, so that the collision energy generated by the side impact can be transmitted and dispersed along the force transmission path of the ring structure, thereby improving the side impact performance of the forward nacelle structure.

[0047] In some embodiments, such as Figure 1 , Figure 4 and Figure 5 As shown, the connecting part 2 also includes a nacelle inclined connecting rod 26, the left and right ends of which are respectively connected to the upper ends of the two shock absorber towers 14; the nacelle inclined connecting rod 26 is inclined rearward from both ends toward the middle, and the middle part of the nacelle inclined connecting rod 26 is connected to the front bulkhead 3 of the vehicle. In this way, the nacelle inclined connecting rod 26 can disperse and transfer the collision impact force (including but not limited to side collision, frontal collision and offset collision, etc.) from the shock absorber towers 14 to the front bulkhead 3, and then to the vehicle body through the front bulkhead 3, thereby improving the collision performance of the front nacelle structure and reducing the risk of local deformation.

[0048] Specifically, such as Figure 1 and Figure 4 As shown, in this embodiment, the ends of the nacelle diagonal connecting rod 26 are arranged side by side with the ends of the nacelle connecting rod 24 and are fixed to the upper side of the shock absorber tower 14 by bolts. The middle part of the nacelle diagonal connecting rod 26 is fixed to the front side of the front bulkhead 3 by bolts. The connection area between the nacelle diagonal connecting rod 26 and the front bulkhead 3 extends along the vehicle width direction y. At this time, the nacelle diagonal connecting rod 26 forms a stable structure similar to a trapezoid between the shock absorber tower 14 and the front bulkhead 3, which can meet the aforementioned requirements for transmitting collision energy and improving collision performance. It can also increase the contact area between the nacelle diagonal connecting rod 26 and the front bulkhead 3 and reduce the pressure exerted by the nacelle diagonal connecting rod 26 on the front bulkhead 3.

[0049] Furthermore, such as Figure 5As shown, the plane formed by the vehicle length direction x and the vehicle width direction y is taken as the horizontal plane. The orthographic projection of the line connecting the two ends of the engine compartment inclined connecting rod 26 on this horizontal plane is the first reference line 261. The orthographic projection of the line from the end of the engine compartment inclined connecting rod 26 to the central axis of the middle part of the engine compartment inclined connecting rod 26 on this horizontal plane is the second reference line 262. The included angle α between the first reference line 261 and the second reference line 262 is the tilt angle of the engine compartment inclined connecting rod 26. The included angle α is in the range of 14°~18°, preferably 16°. By limiting the tilt angle of the engine compartment inclined connecting rod 26 to the above angle range, the Y-direction stiffness of the engine compartment inclined connecting rod 26 can be improved, and the collision force can be transmitted smoothly along the axial direction of the engine compartment inclined connecting rod 26, avoiding stress concentration.

[0050] In some embodiments, such as Figure 1 , Figure 3 and Figure 4 As shown, the connecting part 2 also includes a crossbeam 27 in the engine compartment. The left and right ends of the crossbeam 27 are respectively connected to two longitudinal beams 12 in the engine compartment. The connection method can be to overlap the upper side of the longitudinal beams 12 in the engine compartment via an adapter bracket 15 and fix it with bolts. The crossbeam 27 in the engine compartment is located between the front crossbeam 22 and the rear crossbeam 25 in the vehicle length x direction. Through the arrangement of the crossbeam 27 in the engine compartment, a lateral force transmission channel can be formed in the middle position of the front engine compartment structure, increasing the Y-direction stiffness of the front engine compartment structure in the middle position and further improving the transmission and dispersion effect of collision energy.

[0051] Furthermore, such as Figure 3 and Figure 4 As shown, the installation distance between the middle crossbeam 27 and the front crossbeam 22 in the vehicle length direction x is the first distance d1, and the installation distance between the middle crossbeam 27 and the rear crossbeam 25 in the vehicle length direction x is the second distance d2. The ratio of the first distance d1 to the second distance d2 is β, and the value of the ratio β is in the range of 1:4 to 1:3. In this way, the middle crossbeam 27 is arranged relatively close to the front crossbeam 22, which can meet the aforementioned requirements for transmitting collision energy and improving collision performance. It can also be combined with the front crossbeam 22 to form a crossbeam structure with intervals. Under the 25% small offset collision condition, it provides Y-direction support to the outer support of the longitudinal beam 12 in the engine compartment, reducing the deformation of the longitudinal beam 12 bending inward.

[0052] In some embodiments, such as Figure 1 , Figure 3 and Figure 4As shown, a third connecting arm 123 is provided at the middle of the engine compartment longitudinal beam 12 along the vehicle height direction z downwards, and is connected to the middle of the subframe longitudinal beam 13 via the third connecting arm 123; the connecting part 2 also includes a front suspension crossbeam 28, the left and right ends of the front suspension crossbeam 28 are respectively connected to the two subframe longitudinal beams 13, and the connection area of ​​the front suspension crossbeam 28 and the subframe longitudinal beam 13 at least partially overlaps with the third connecting arm on the projection plane perpendicular to the vehicle height direction z. In this way, the third connecting arm 123 can play a role in force transmission between the engine compartment longitudinal beam 12 and the subframe longitudinal beam 13, improving the resistance of the middle part of the front engine compartment structure to Z-direction impact force; at the same time, through the arrangement of the front suspension crossbeam 28, a lateral force transmission channel can be formed at the middle position of the subframe longitudinal beam 13, increasing the Y-direction stiffness of the front engine compartment structure at the middle position.

[0053] It is understandable that the connection methods between the subframe longitudinal beam 13 and the third connecting arm 123, and between the front suspension crossbeam 28 and the subframe longitudinal beam 13, include, but are not limited to, bolt connection, welding, or connection by overlapping through the adapter bracket 15 and fixing with bolts. The appropriate connection method can be selected according to the specific design requirements, and will not be elaborated here.

[0054] Furthermore, in another embodiment, a vehicle is also provided, including a main anti-collision beam 4, a secondary anti-collision beam 5, and the front engine compartment structure described in the above embodiments, such as... Figure 1 and Figure 3 As shown, the main anti-collision beam 4 has main energy-absorbing boxes 41 at both ends along the vehicle length x direction rearward, and is connected to the front end faces of the two engine compartment longitudinal beams 12 via the main energy-absorbing boxes 41. The secondary anti-collision beam 5 is located below the main anti-collision beam 4, and has secondary energy-absorbing boxes 51 at both ends along the vehicle length x direction rearward, and is connected to the front end faces of the two subframe longitudinal beams 13 via the secondary energy-absorbing boxes 51. In this way, the main anti-collision beam 4, the engine compartment front crossbeam 22, and the main energy-absorbing boxes 41 and engine compartment longitudinal beams 12 at both ends will also form a ring structure in the horizontal direction, so that the collision energy generated by the side impact can be transmitted and dispersed along the force transmission path of the ring structure. Similarly, the secondary anti-collision beam 5, the subframe front crossbeam 23, and the secondary energy-absorbing boxes 51 and subframe longitudinal beams 13 at both ends will also form a ring structure in the horizontal direction, so that the collision energy generated by the side impact can be transmitted and dispersed along the force transmission path of the ring structure, thereby improving the side impact performance of the front engine compartment structure.

[0055] It is understood that for other structures and working principles of the front engine compartment structure, please refer to the above description of the embodiments of the front engine compartment structure; for other structures of the vehicle, please refer to the prior art; since the front engine compartment structure has the above-mentioned technical effects, the vehicle with this front engine compartment structure should also have the corresponding technical effects, which will not be repeated here.

[0056] It is understood that, in this utility model, unless otherwise explicitly specified and limited, the terms "assembly," "connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0057] Furthermore, 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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. "A plurality of" means two or more, unless otherwise explicitly specified. The terms "some embodiments," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this utility model.

[0058] The illustrative expressions of the terms used above do not necessarily refer to the same embodiments or examples. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, those skilled in the art can combine and integrate the different embodiments or examples described herein, as well as the features of those different embodiments or examples, without contradiction.

[0059] Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make modifications, substitutions and variations to the above embodiments within the scope of the present invention. Therefore, any changes or modifications made in accordance with the claims and description of the present invention should fall within the scope of the patent coverage of the present invention.

Claims

1. A forward engine compartment structure, characterized in that, include: Two side portions spaced apart along the vehicle width direction and a connecting portion connecting the two side portions; The side portion includes an upper side beam, an engine compartment longitudinal beam, and a subframe longitudinal beam that are spaced apart along the vehicle height direction. The front end of the engine compartment longitudinal beam is provided with a first connecting arm that moves upward along the vehicle height direction and is connected to the front end of the upper side beam via the first connecting arm. The front end of the engine compartment longitudinal beam is provided with a second connecting arm that moves downward along the vehicle height direction and is connected to the front end of the subframe longitudinal beam via the second connecting arm. The connecting part includes an upper crossbeam, a front crossbeam of the engine compartment, and a front crossbeam of the subframe. The two ends of the upper crossbeam are respectively connected to the front ends of the two upper side beams. The two ends of the front crossbeam of the engine compartment are respectively connected to the front ends of the two engine compartment longitudinal beams, and together with the upper crossbeam and the first connecting arm, they form a first ring structure. The two ends of the front crossbeam of the subframe are respectively connected to the front ends of the two subframe longitudinal beams, and together with the front crossbeam of the engine compartment and the second connecting arm, they form a second ring structure.

2. The forward cabin structure according to claim 1, characterized in that, The connection areas of the upper crossbeam and the upper side beam, the connection areas of the front crossbeam of the engine compartment and the longitudinal beam of the engine compartment, and the connection areas of the front crossbeam of the subframe and the longitudinal beam of the subframe overlap at least partially on the projection plane perpendicular to the vehicle height direction.

3. A forward cabin structure according to claim 1 or 2, characterized in that, The side portion also includes a shock absorber tower, which is located at the rear end of the engine compartment longitudinal beam and connected upwards along the vehicle height direction to the rear end of the upper side beam; the connecting portion also includes an engine compartment connecting rod and an engine compartment rear crossbeam, with both ends of the engine compartment connecting rod connected to the upper ends of the two shock absorber towers respectively; both ends of the engine compartment rear crossbeam are connected to the rear ends of the two engine compartment longitudinal beams respectively, and together with the engine compartment connecting rod and the shock absorber towers, they form a third ring structure.

4. The forward cabin structure according to claim 3, characterized in that, The connection areas of the nacelle connecting rod and the shock absorber tower, as well as the connection areas of the rear crossbeam of the nacelle and the longitudinal beam of the nacelle, at least partially overlap on the projection plane perpendicular to the vehicle height direction.

5. A forward engine compartment structure according to claim 3, characterized in that, The connecting part also includes a nacelle inclined connecting rod, the two ends of which are respectively connected to the upper ends of the two shock absorber towers; the nacelle inclined connecting rod is inclined backward from both ends to the middle, and the middle part of the nacelle inclined connecting rod is connected to the front bulkhead of the vehicle.

6. A forward cabin structure according to claim 5, characterized in that, The orthographic projection of the line connecting the two ends of the cabin diagonal connecting rod onto the horizontal plane is the first reference line. The orthographic projection of the line from the end of the cabin diagonal connecting rod to the central axis of the middle part of the cabin diagonal connecting rod onto the horizontal plane is the second reference line. The angle between the first reference line and the second reference line is α, and the value of α is in the range of 14°~18°.

7. A forward cabin structure according to claim 3, characterized in that, The connecting part also includes a cabin crossbeam, the two ends of which are respectively connected to the two cabin longitudinal beams and are located between the front cabin crossbeam and the rear cabin crossbeam in the vehicle length direction.

8. A forward cabin structure according to claim 7, characterized in that, The installation distance between the middle crossbeam and the front crossbeam of the engine compartment in the vehicle length direction is the first distance, and the installation distance between the middle crossbeam and the rear crossbeam of the engine compartment in the vehicle length direction is the second distance. The ratio of the first distance to the second distance is β, and the value of β ranges from 1:4 to 1:

3.

9. A forward cabin structure according to claim 1, characterized in that, The middle part of the engine compartment longitudinal beam is provided with a third connecting arm downward along the vehicle height direction, and is connected to the middle part of the subframe longitudinal beam via the third connecting arm; the connecting part also includes a front suspension crossbeam, the two ends of the front suspension crossbeam are respectively connected to the two subframe longitudinal beams, and the connection area of ​​the front suspension crossbeam and the subframe longitudinal beam at least partially overlaps with the third connecting arm on the projection plane perpendicular to the vehicle height direction.

10. A vehicle, characterized in that, The system includes a main anti-collision beam, a secondary anti-collision beam, and a front engine compartment structure as described in any one of claims 1-9. The main anti-collision beam has main energy-absorbing boxes at both ends extending rearward along the vehicle length direction, and is respectively connected to the front end faces of the two engine compartment longitudinal beams via the main energy-absorbing boxes. The secondary anti-collision beam is located below the main anti-collision beam, and the secondary anti-collision beam has secondary energy-absorbing boxes at both ends extending rearward along the vehicle length direction, and is respectively connected to the front end faces of the two subframe longitudinal beams via the secondary energy-absorbing boxes.

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