Front compartment structure and vehicle

Abstract

The application relates to the technical field of vehicle bodies, in particular to a front compartment structure and a vehicle. The front compartment structure comprises a front anti-collision beam assembly, a longitudinal beam and a subframe. The front anti-collision beam assembly is arranged at one end of the longitudinal beam in the length direction. The subframe is arranged below the longitudinal beam. The subframe comprises a subframe front cross beam, a connecting pipe and a subframe side beam. One end of the connecting pipe is connected with the subframe front cross beam in the length direction, and the other end is connected with a footrest mounting area. One end of the subframe side beam is connected with the subframe front cross beam, and the other end of the subframe side beam is connected with the longitudinal beam. The connecting pipe of the subframe is provided with a first recess area on the side far from the ground, so that the subframe can be guided to bend downward in a collision, and the subframe is prevented from invading the passenger compartment upward. Meanwhile, the subframe side beam, the longitudinal beam and the subframe front cross beam form a stable support structure, and the rigidity and the crashworthiness of the whole front compartment are enhanced.

Description

Technical Field

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

[0002] In the field of automotive safety, unibody construction needs to address the safety issues arising from high-speed frontal collisions. The 50km / h full-width frontal crash is one of the key scenarios for evaluating the frontal collision safety performance of a vehicle. Under this condition, the vehicle's collision energy absorption and structural deformation control are directly related to dummy injury indicators, specifically the OLC value. OLC is the dummy's chest load index, a key load indicator in frontal collisions. The OLC value is positively correlated with chest compression; an increased OLC value usually leads to increased chest compression, thus exacerbating the risk of chest injury. Simultaneously, the intrusion into the frontal area and footwell is closely linked to the severity of lower leg injuries. Greater intrusion into the frontal area and footwell often results in higher lower leg injuries. Therefore, optimizing the unibody structure in frontal collisions to balance energy absorption and structural intrusion has become a core requirement for improving the frontal collision safety performance of vehicles.

[0003] Unibody construction typically utilizes protective structures such as longitudinal beams to transfer and absorb collision forces. As the main load-bearing and force-transmitting structure at the front of the vehicle, the longitudinal beams are responsible for dispersing collision forces to other areas of the vehicle, forming the basic framework for frontal collision protection in existing unibody constructions.

[0004] The existing structural design is prone to situations where the engine or motor squeezes the front bulkhead during a collision. The insufficient energy absorption at the front of the longitudinal beams further aggravates the intrusion of the front bulkhead and footwell, resulting in an increase in the OLC value and failing to meet higher frontal collision safety standards. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a front compartment structure and vehicle.

[0007] To achieve the above objectives, in a first aspect, this application provides a forward cabin structure, comprising: Front bumper beam assembly; The longitudinal beam, wherein the front anti-collision beam assembly is disposed at one end of the longitudinal beam in the longitudinal direction; A subframe, wherein the subframe is disposed below the longitudinal beam; the subframe includes: Front crossbeam of the subframe; A connecting tube, one end of which is connected to the front crossbeam of the subframe; wherein the connecting tube has at least one first recessed area, the first recessed area being located on the side of the peripheral wall of the connecting tube away from the ground, for guiding the bending direction of the connecting tube after being impacted; The subframe side beam has one end connected to the front crossbeam of the subframe and the other end connected to the longitudinal beam.

[0008] In the technical solution, by setting a first recessed area at a specific position on the connecting pipe, the structure is guided to bend and deform along a preset path during the collision, effectively dispersing and absorbing the collision energy, avoiding excessive energy concentration in the front area, thereby reducing the intrusion of the front and foot pits.

[0009] The subframe is connected to the vehicle body via connecting tubes, with a recessed area on the side of the connecting tubes away from the ground. This guides the subframe to bend downwards during a collision, preventing it from intruding upwards into the passenger compartment. Simultaneously, the subframe side beams, longitudinal beams, and front crossbeams form a stable support structure, enhancing the overall rigidity and crashworthiness of the front compartment.

[0010] The front bumper beam is the first component to come into contact with a collision, absorbing and dispersing the frontal impact force to avoid localized stress concentration. Its connection design with the longitudinal beam at one end along the length direction can efficiently transfer the unabsorbed collision force along the longitudinal beam to other load-bearing areas of the vehicle body, avoiding concentration in the front compartment and reducing the instantaneous impact load on the front compartment structure in the early stages of a collision, thus creating buffer space for subsequent energy absorption.

[0011] The subframe is located vertically below the longitudinal beams, forming a three-dimensional force transmission structure with the longitudinal beams. When the collision force is transmitted downwards to the subframe, the front crossbeam of the subframe can laterally distribute the load to the side beams of the subframe on both sides, and then transmit it to the longitudinal beams through the side beams, forming a multi-path force transmission path. This avoids energy absorption failure caused by the breakage of a single force transmission path, and further improves the overall energy absorption efficiency.

[0012] A first recessed area is designed on the circumferential sidewall of the connecting pipe away from the ground. Utilizing the principle of preferential deformation in weak areas of structural mechanics, this guides the connecting pipe to bend downwards in a predetermined direction during a collision, rather than deforming upwards or inwards towards the passenger compartment. This directional bending prevents the connecting pipe from deforming randomly without guidance, which could compress the front bulkhead, footwell, and other areas of the passenger compartment, reducing the amount of intrusion into the front bulkhead and the degree of deformation in the footwell, thus lowering the risk of lower leg injury.

[0013] The front crossbeam of the subframe is connected to one end of the connecting pipe and one end of the subframe side beam. The other end of the subframe side beam is connected to the longitudinal beam, and the other end of the connecting pipe is connected to the vehicle body, forming a multi-node connection system. This improves the overall structural rigidity of the front compartment structure and avoids structural disintegration caused by the breakage of a single connection point during a collision. Even if a certain connection node suffers local damage, other nodes can still maintain structural stability and prevent the front compartment components from falling off or shifting and causing secondary damage to the passenger compartment.

[0014] In some embodiments of this application, the front bumper beam assembly includes: Front bumper beam; An energy-absorbing box is disposed at one end of the longitudinal beam along its length, for connecting the front bumper beam and the longitudinal beam; the energy-absorbing box has the following openings: An induction groove is formed on the side wall of the energy-absorbing box; The crumple hole is located on the side wall of the energy-absorbing box near the front bumper beam.

[0015] In this technical solution, the guide grooves on the circumferential sidewalls of the energy-absorbing box, along their width, guide the box to undergo controlled collapse along the direction of the guide grooves during a frontal collision by pre-setting weak areas in the structure. Compared to energy-absorbing boxes without guide structures, which are prone to irregular wrinkles or localized fractures, this design allows the energy-absorbing box to absorb collision energy in a uniform collapse mode, avoiding energy concentration in localized areas that would reduce energy absorption efficiency. It also absorbs the impact energy in high-speed frontal collisions and other similar situations, reducing the proportion of unabsorbed energy transferred to the longitudinal beams and passenger compartment.

[0016] The crumple holes are located on the side wall of the energy-absorbing box near the front bumper beam. They can induce localized deformation in the initial stage of a collision, forming the first energy buffer barrier. The crumple holes can quickly dissipate the instantaneous impact force at the beginning of the collision, reduce the starting load of the overall crumple of the energy-absorbing box, and achieve a stepped energy absorption process of first localized crumple to relieve force, and then uniform energy absorption throughout the box. This further increases the total energy absorbed by the energy-absorbing box and alleviates the impact pressure on the longitudinal beam.

[0017] In some embodiments of this application, the end of the energy-absorbing box connected to the front bumper beam is an inclined surface for adapting to the angle of the front bumper beam; the crumple hole is disposed on the side wall of the energy-absorbing box near the axis of symmetry of the front bumper beam.

[0018] In the technical solution, considering the actual arrangement angle of the front bumper beam at the front of the vehicle body, it is usually tilted inward at both ends to adapt to the overall vehicle shape and the requirements for bearing collision force. The mounting slope of the energy-absorbing box connection end can be preset to fit with the connection end face of the front bumper beam. The crumple holes are opened on the circumferential sidewall near the axis of symmetry of the bumper beam. Placing the crumple holes close to this axis can make the crumple deformation of the energy-absorbing box more balanced, avoid overload on one side of the energy-absorbing box, and thus prevent the longitudinal beam from shifting backward on one side or the root weld point from failing due to unbalanced force.

[0019] In some embodiments of this application, the longitudinal beam has a second recessed area on the sidewall near the tire in the width direction, which is used to guide the bending direction of the longitudinal beam after being hit.

[0020] In the technical solution, the second recessed area is located on the sidewall of the longitudinal beam closest to the tire in the width direction. This area is both the junction of the longitudinal beam and the tire's envelope space and a location where the longitudinal beam is prone to disordered deformation during a frontal collision. By pre-setting a recessed structure at this location, the stiffness of the longitudinal beam's sidewall is locally weakened. This allows for the setting of a priority deformation area for the longitudinal beam without affecting its overall load-bearing capacity, preventing the longitudinal beam from deforming inward toward the passenger compartment or other unexpected directions during a collision due to the lack of a pre-set weak point.

[0021] The second recessed area near the tire sidewall of the longitudinal beam is formed by locally thinning the sidewall or creating grooves, creating a controllable weak point on the longitudinal beam. This second recessed area is the first bending point on the longitudinal beam. In a head-on collision, when the impact force is transmitted to this area along the length of the longitudinal beam, the recessed area, due to its lower stiffness compared to other parts of the longitudinal beam, will preferentially undergo bending deformation. This ensures that the longitudinal beam begins to deform along the preset first bending point from the initial stage of the collision, laying the foundation for the coordinated deformation at the subsequent second bending point.

[0022] In some embodiments of this application, a reinforcing plate is provided at one end of the longitudinal beam away from the front bumper beam assembly in the length direction, and the connection between the reinforcing plate and the longitudinal beam is the second bending point of the longitudinal beam.

[0023] In the technical solution, the connection point between the reinforcing plate and the longitudinal beam serves as the second bending point. By designing a mechanically weak zone at this connection point, the longitudinal beam is guided to bend preferentially at this location when the impact force reaches a threshold. Combined with the first bending point of the longitudinal beam near the tire-side depression, a bending pattern is formed where the beam first bends along the first bending point and then along the second bending point, following a preset deformation trajectory. This orderly deformation avoids the twisting deformation or excessive rearward displacement of the longitudinal beam due to the lack of preset bending points, and also disperses the impact energy through multiple bends, improving the energy absorption efficiency of the longitudinal beam.

[0024] In some embodiments of this application, the longitudinal beam is provided with: Reinforcing ribs are provided along the length of the longitudinal beam to enhance its strength. The shrinkage ribs are arranged along the width of the longitudinal beam to guide the shrinkage direction of the longitudinal beam after it is impacted.

[0025] In this technical solution, the reinforcing ribs are arranged in a multi-channel, distributed pattern to achieve a balance between localized strengthening and overall controllable deformation. Multiple narrow reinforcing ribs uniformly enhance the strength of the longitudinal beam sidewalls, ensuring the beams maintain structural integrity during impact to withstand loads without affecting the preferential deformation at pre-set bending points. This prevents premature failure of the longitudinal beams due to insufficient strength and also preserves deformation space for subsequent controllable collapse.

[0026] The crumple rib is used to guide the direction of the longitudinal beam after a collision. The crumple rib along the width direction can form a transverse mechanical guidance groove on the side wall of the longitudinal beam. When the collision force causes the longitudinal beam to deform laterally, the crumple rib will guide the longitudinal beam to collapse to the outside away from the passenger compartment or to the lower part of the vehicle body through its own structural deformation, rather than squeezing the front bulkhead area inward, reducing the amount of front bulkhead intrusion and reducing the risk of lower leg injury.

[0027] In some embodiments of this application, the subframe side beam is a circular tube, including a first bend and a second bend, wherein the first bend and the second bend are integrally formed and connected at a certain angle.

[0028] In the technical solution, the round tube structure is superior to the traditional square tube or plate in terms of bending and torsional stiffness. The circumferential stress distribution of the round tube is uniform, which can avoid the stress concentration problem that is prone to occur at the corners of the square tube. In the event of a frontal collision, it can more evenly bear and transfer the impact force. The material properties of the high-strength round tube can ensure that the side beam is not easy to break when subjected to large impact loads, maintain the overall structural integrity of the subframe, and provide support for the power components.

[0029] The first and second bends are integrally formed, eliminating weak weld areas caused by segmented welding. Traditional welded structures are prone to cracking at the welds under impact forces, leading to failure of the subframe side beams. The integrally formed structure ensures consistent mechanical properties of the side beams, allowing forces to be smoothly transmitted along the bends during a collision, avoiding interruptions in the force transmission path due to weld breakage, and improving the overall force transmission efficiency of the front compartment structure.

[0030] In some embodiments of this application, the end of the connecting pipe away from the front crossbeam of the subframe is provided with at least two mounting points for connecting to the vehicle body.

[0031] In this technical solution, two or more mounting points can form a load-bearing support surface. Compared to line contact force transmission with a single-point connection, multiple mounting points can evenly distribute the impact force borne by the connecting pipe to different load-bearing positions on the vehicle body, avoiding structural deformation caused by localized stress concentration. Multiple mounting points can also limit the multi-directional displacement of the connecting pipe during a collision, stabilizing the overall posture of the subframe. Furthermore, the stable connection formed by at least two mounting points can limit the rearward deformation of the subframe and, by transferring the impact force to the bottom area of ​​the vehicle body, reduce stress transmission from the subframe towards the battery pack. This structurally isolates the compression path between the subframe and the battery pack, meeting the collision safety requirements of the vehicle's high-voltage components.

[0032] In some embodiments of this application, a cabin crossbeam is also included, which connects the two longitudinal beams to enhance the connection strength between the two longitudinal beams.

[0033] In this technical solution, when the frontal collision force is concentrated on the forward compartment side, the cabin crossbeam can transfer part of the collision force from the stressed longitudinal beam to the unstressed longitudinal beam, allowing both longitudinal beams to share the load and preventing premature breakage or excessive deformation of a single longitudinal beam due to overload. This load-balanced design allows the energy-absorbing structures of both longitudinal beams to function simultaneously, reducing the proportion of unabsorbed energy transferred to the passenger compartment and lowering the OLC value and forward bulkhead intrusion.

[0034] In a second aspect, this application provides a vehicle, including a body, the body including a foot pedal mounting area and the front compartment structure described in the first aspect, the front compartment structure being located at the front of the body, and one end of the connecting pipe away from the front crossbeam of the subframe being connected to the foot pedal mounting area.

[0035] In this technical solution, the front compartment structure is not independent of the vehicle body. Instead, it forms an integrated load-bearing structure with the rear end of the longitudinal beams, the front bulkhead frame, the subframe connecting tubes, and the foot pedal mounting area. This structure allows the energy absorbed by the front compartment structure during a collision to be transferred to the overall vehicle body structure through multiple paths, rather than being concentrated in a localized area of ​​the front compartment. This prevents the front compartment from disintegrating due to energy overload and disperses the collision force by leveraging the overall load-bearing capacity of the vehicle body, thereby improving the overall vehicle's collision resistance performance.

[0036] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the overall structure of the forward cabin; Figure 2 This is another perspective of the overall structure of the forward cabin; Figure 3 This is another perspective of the overall structure of the forward cabin; Figure 4 yes Figure 2 Enlarged view of a partial structure of the front bumper beam assembly at point A; Figure 5 yes Figure 2 Enlarged view of the partial structure of the front longitudinal beam at point B; Figure 6 This is an enlarged view of the subframe side beam structure of the front compartment; Figure 7 yes Figure 3 Enlarged view of the connecting pipe structure at point C.

[0038] In the above figures: 1. Front bumper beam assembly; 11. Front bumper beam; 12. Energy-absorbing box; 121. Guide groove; 122. Crushing hole; 123. Mounting ramp; 2. Longitudinal beam; 21. Second recessed area; 22. Reinforcing plate; 23. Reinforcing bar; 24. Contraction bar; 3. Subframe; 31. Front crossbeam of subframe; 32. Connecting pipe; 321. First recessed area; 322. Connecting pipe mounting point; 33. Side beam of subframe; 331. First bend; 332. Second bend; 4. Cabin crossbeam; 5. Foot pedal installation area. Detailed Implementation

[0039] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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 application.

[0040] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," 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, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0041] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0042] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0043] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0044] It is important to note that in the field of automotive safety, unibody construction needs to address the safety issues arising from high-speed frontal collisions. The 50km / h full-width frontal crash is one of the key scenarios for evaluating the frontal collision safety performance of a vehicle. Under this condition, the vehicle's collision energy absorption and structural deformation control are directly related to dummy injury indicators, specifically the OLC value. OLC is the dummy's chest load index, a critical load indicator in frontal collisions. The OLC value is positively correlated with chest compression; an increased OLC value usually leads to increased chest compression, thus exacerbating the risk of chest injury. Simultaneously, the intrusion into the frontal area and footwell is closely linked to the severity of lower leg injuries. Greater intrusion into the frontal area and footwell often results in higher lower leg injuries. Therefore, optimizing the unibody structure in the 50km / h full-width frontal crash to balance energy absorption and structural intrusion is a core requirement for improving the frontal collision safety performance of vehicles.

[0045] Existing monocoque chassis, when facing a 50km / h full-width frontal collision, are typically equipped with core protective structures such as energy-absorbing boxes, longitudinal beams, and subframes to transmit and absorb collision forces. Among these, the energy-absorbing box, as an initial buffer against the collision force, absorbs some of the collision energy through crumpling deformation; the longitudinal beams, as the main load-bearing and force-transmitting structures at the front of the vehicle, are responsible for dispersing the collision force to other areas of the vehicle; and the subframe supports power components such as the engine or electric motor and assists in connecting the longitudinal beams with other body structures, forming a preliminary frontal collision protection system. These structures together constitute the basic architecture of frontal collision protection for existing monocoque chassis.

[0046] However, existing monocoque body structures still have shortcomings in 50km / h full-width frontal collision conditions, making it difficult to effectively control injury indicators. Existing energy-absorbing boxes have limited energy absorption efficiency and lack targeted guiding structures and crumple designs, failing to achieve stable and efficient crumple energy absorption, resulting in insufficient energy absorption in the initial stage of the collision. The longitudinal beams suffer from insufficient lateral stiffness and are prone to failure at the root welds, and the bending deformation path of the longitudinal beams has not been optimized, making it difficult to disperse the collision force through reasonable deformation. The existing subframe structural design does not adequately support and control the deformation of power components, making it easy for the engine or motor to squeeze the front bulkhead during a collision. At the same time, the insufficient energy absorption at the front of the longitudinal beams will further aggravate the intrusion of the front bulkhead and footwell, leading to an increase in OLC value and an increased risk of chest and lower leg injuries to the dummy, failing to meet higher frontal collision safety standards.

[0047] Based on this, this application proposes a front compartment structure and vehicle. By setting specific induction and collapse mechanisms in the collaborative structure of the front anti-collision beam assembly, longitudinal beams and subframe, including induction grooves and collapse holes on the energy absorption box, bending points and reinforcing ribs on the longitudinal beams, and recessed areas and multiple mounting points on the subframe connecting pipes, it achieves efficient absorption and controllable transfer of collision energy, effectively guides the longitudinal beams to bend and deform as expected, and the subframe to sink and deform, thereby reducing the intrusion amount and OLC value of the front bulkhead and footwell. It solves the problem of increased risk of chest and lower leg injuries to occupants in existing monocoque vehicles in a 50km / h full-width frontal collision due to insufficient structural energy absorption and unreasonable deformation path.

[0048] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0049] As attached Figures 1 to 7 As shown in the schematic embodiment of the front compartment structure of this application, the front compartment structure includes a front bumper beam assembly 1. The front bumper beam assembly 1 is the first component to contact the vehicle during a collision, absorbing and dispersing the frontal impact force to avoid localized stress concentration. Its connection design with the longitudinal beam 2 at one end along its length allows for the efficient transfer of unabsorbed collision force along the length of the longitudinal beam 2 to other load-bearing areas of the vehicle body, preventing concentration in the front compartment and reducing the instantaneous impact load on the front compartment structure in the initial stage of a collision, thus creating buffer space for subsequent energy absorption. The length direction of the longitudinal beam 2 is as follows... Figure 1 As shown.

[0050] In some embodiments, the front compartment structure includes a longitudinal beam 2, with a front bumper beam assembly 1 disposed at one end of the longitudinal beam 2 along its length. The longitudinal beam 2 receives the frontal collision force transmitted by the front bumper beam assembly 1 and stably transmits the force along its own length to other load-bearing areas of the vehicle body, preventing the collision force from concentrating in a localized area of ​​the front compartment and providing a path for subsequent energy dispersion.

[0051] In some embodiments, the front compartment structure includes a subframe 3, which is disposed below the longitudinal beam 2. The subframe 3 is located vertically below the longitudinal beam 2, and the longitudinal beam 2 and the subframe 3 form a three-dimensional force transmission structure. When the collision force is transmitted downward to the subframe 3, the front crossbeam 31 of the subframe can laterally distribute the load to the side beams 33 of the subframe on both sides, and then transmit it to the longitudinal beam 2 through the side beams, forming a multi-path force transmission path. This avoids energy absorption failure caused by the breakage of a single force transmission path and further improves the overall energy absorption efficiency.

[0052] In some embodiments, the subframe 3 includes a subframe front crossbeam 31, a connecting tube 32, and a subframe side beam 33. The connecting tube 32 is connected to the subframe front crossbeam 31 at one end along its length and to the vehicle body at its rear end; wherein, the length direction of the connecting tube 32 is as follows... Figure 7 As shown. The connecting pipe 32 has at least one first recessed area 321, which is located on the side of the peripheral wall of the connecting pipe 32 away from the ground, and is used to guide the bending direction of the connecting pipe 32 after being impacted. One end of the subframe side beam 33 is connected to the front crossbeam 31 of the subframe, and the other end of the subframe side beam 33 is connected to the longitudinal beam 2.

[0053] Through the above embodiments, by setting a first recessed area 321 at a specific position on the connecting pipe 32, the structure is guided to bend and deform along a preset path during the collision process, effectively dispersing and absorbing the collision energy, avoiding excessive energy concentration in the front area, thereby reducing the intrusion amount of the front and foot pits.

[0054] In addition, the subframe 3 is connected to the vehicle body via a connecting pipe 32, and a recessed area is provided on the side of the connecting pipe 32 away from the ground. This can guide the subframe 3 to bend downwards during a collision, preventing it from intruding upwards into the passenger compartment. At the same time, the subframe side beam 33, together with the longitudinal beam 2 and the subframe front crossbeam 31, forms a stable support structure, enhancing the overall rigidity and crashworthiness of the front compartment.

[0055] Furthermore, a first recessed area 321 is provided on the circumferential sidewall of the connecting pipe 32 away from the ground. Utilizing the principle of preferential deformation in weak areas in structural mechanics, this guides the connecting pipe 32 to bend downwards in a predetermined direction during a collision, rather than deforming towards the upper or inner side of the passenger compartment. This directional bending prevents the connecting pipe 32 from deforming randomly without guidance, thereby compressing the front bulkhead, footwell, and other areas of the passenger compartment, reducing the amount of intrusion into the front bulkhead and the degree of deformation in the footwell, and lowering the risk of lower leg injury.

[0056] It should be noted that the front crossbeam 31 of the subframe is connected to one end of the connecting pipe 32 and one end of the subframe side beam 33, the other end of the subframe side beam 33 is connected to the longitudinal beam 2, and the rear end of the connecting pipe 32 is connected to the foot pedal mounting area 5 of the vehicle body, forming a multi-node connection system, which improves the overall structural rigidity of the front compartment structure and avoids structural disintegration caused by the breakage of a single connection point during a collision; even if a certain connection node is partially damaged, other nodes can still maintain structural stability and prevent the front compartment components from falling off or shifting and causing secondary damage to the passenger compartment.

[0057] In some embodiments, such as Figure 4 As shown, the front bumper beam assembly 1 includes a front bumper beam and an energy-absorbing box 12. The energy-absorbing box 12 is located at one end of the longitudinal beam 2 along its length and is used to connect the front bumper beam 11 and the longitudinal beam 2.

[0058] Furthermore, an induction groove 121 is provided on the energy-absorbing box 12. The induction groove 121 is formed on the circumferential sidewall of the energy-absorbing box 12 and along the width direction of the energy-absorbing box 12; the length direction of the induction groove 121 formed on the sidewall of the energy-absorbing box 12 is consistent with the width or height direction of the energy-absorbing box 12, the length direction of the energy-absorbing box 12 is the same as the length direction of the longitudinal beam 2, the width direction of the energy-absorbing box 12 is a horizontal direction perpendicular to the length direction of the energy-absorbing box 12, and the height direction of the energy-absorbing box 12 is a vertical direction. By pre-setting a weak area in the structure, the energy-absorbing box 12 can be guided to undergo controllable collapse along the direction of the induction groove 121 during a frontal collision. The length direction of the induction groove 121 is as follows: Figure 4 As shown. Compared to the energy-absorbing box 12 without a guiding structure, which is prone to irregular wrinkles or local fractures, this design allows the energy-absorbing box 12 to absorb collision energy in a uniform collapse mode, avoiding energy concentration in a local area that leads to a decrease in energy absorption efficiency. It can withstand the impact energy under high-speed frontal conditions such as head-on collisions and reduce the proportion of unabsorbed energy transferred to the longitudinal beam 2 and the passenger compartment.

[0059] Furthermore, the energy-absorbing box 12 is provided with a crumple zone 122. The crumple zone 122 is located on the side wall of the energy-absorbing box 12 near the front bumper beam 11. The crumple zone 122, located on the side wall of the energy-absorbing box 12 near the front bumper beam 11, can generate local deformation in the initial stage of the collision, forming the first energy buffer barrier. The crumple zone 122 can quickly dissipate the instantaneous impact force at the initial stage of the collision, reduce the starting load of the overall crumple of the energy-absorbing box 12, and realize a stepped energy absorption process of first local crumple to relieve force, and then uniform energy absorption, further increasing the total energy absorption of the energy-absorbing box 12 and alleviating the impact pressure on the longitudinal beam 2.

[0060] In some embodiments, one end of the energy-absorbing box 12 connected to the front bumper beam 11 is a mounting ramp 123, which is used to adapt to the angle of the front bumper beam 11; the crumple hole 122 is provided on the side wall of the energy-absorbing box near the axis of symmetry of the bumper beam.

[0061] Through the above embodiments, combined with the actual arrangement angle of the front bumper beam 11 at the front of the vehicle body, it is usually inclined inward at both ends to adapt to the overall vehicle shape and the requirements of collision force bearing. The mounting slope 123 of the energy-absorbing box 12 connection end can be fitted with the connection end face of the front bumper beam 11 by a preset tilt angle. The crumple hole 122 is opened on the circumferential side wall near the axis of symmetry of the front bumper beam 11. Arranging the crumple hole 122 close to this axis can make the crumple deformation of the energy-absorbing box 12 more balanced, avoid the energy-absorbing box 12 being overloaded on one side, and thus prevent the longitudinal beam 2 from shifting backward on one side or the root weld point from failing due to unbalanced force.

[0062] In some embodiments, the longitudinal beam 2 has a second recessed area 21 on its sidewall near the tire in the width direction, and the second recessed area 21 is the first bending point. The longitudinal beam 2 is positioned as follows: Figure 1 As shown, the width direction of the longitudinal beam 2 is a horizontal direction perpendicular to its length direction. This area is both the junction of the longitudinal beam 2 and the tire envelope space, and also a location where the longitudinal beam 2 is prone to disordered deformation during a frontal collision. By pre-setting a recessed structure at this location, the sidewall stiffness of the longitudinal beam 2 is locally weakened. This allows for the setting of a priority deformation area for the longitudinal beam 2 without affecting its overall load-bearing capacity, preventing the longitudinal beam 2 from deforming inward toward the passenger compartment or other unexpected directions during a collision due to the lack of a pre-set weak point.

[0063] In addition, the second recessed area 21 near the tire side of the longitudinal beam 2 is formed into a controllable weak area on the longitudinal beam 2 by locally thinning the sidewall thickness or setting grooves. In a frontal collision, when the impact force is transmitted to this area along the length of the longitudinal beam 2, the recessed area will preferentially undergo bending deformation because its stiffness is lower than other parts of the longitudinal beam 2. This ensures that the longitudinal beam 2 starts to deform along the preset first bending point from the initial stage of the collision, laying the foundation for the coordinated deformation at the subsequent second bending point.

[0064] In some embodiments, a reinforcing plate 22 is provided at one end of the longitudinal beam 2 away from the front bumper beam 11 assembly in the length direction, and the connection between the reinforcing plate 22 and the longitudinal beam 2 is the second bending point of the longitudinal beam.

[0065] In the above scheme, the connection point between the reinforcing plate 22 and the longitudinal beam 2 serves as the second bending point. By setting a mechanically weak area at the connection point, the longitudinal beam is guided to bend preferentially at this point when the collision force reaches a threshold. The first bending point of the longitudinal beam 2 near the tire-side depression area can form a bending pattern along the first bending point and then along the second bending point. Following a preset deformation trajectory, the orderly deformation avoids the torsional deformation or excessive rearward displacement of the longitudinal beam 2 due to the lack of a preset bending point, and also disperses the collision energy through multiple bends, thereby improving the energy absorption efficiency of the longitudinal beam 2.

[0066] In some embodiments, the longitudinal beam 2 is provided with reinforcing ribs 23, which are arranged along the length of the longitudinal beam 2 to increase the strength of the longitudinal beam 2. The reinforcing ribs 23 achieve a balance between local strengthening and overall controllable deformation through a multi-channel, distributed layout. The multiple narrow reinforcing ribs 23 can uniformly enhance the strength of the sidewall of the longitudinal beam 2, enabling the longitudinal beam 2 to maintain structural integrity to withstand the load during a collision, without affecting the preferential deformation at the preset bending point. This avoids premature failure of the longitudinal beam 2 due to insufficient strength and reserves deformation space for subsequent controllable collapse.

[0067] In some embodiments, the longitudinal beam 2 is provided with a crumple rib 24, which is arranged along the width direction of the longitudinal beam 2 to guide the crumple direction of the longitudinal beam 2 after a collision. The crumple rib 24 is used to guide the crumple direction of the longitudinal beam 2 after a collision. The crumple rib 24 along the width direction can form a transverse mechanical guidance groove on the side wall of the longitudinal beam 2. When the collision force causes the longitudinal beam 2 to have a tendency to deform laterally, the crumple rib 24 will guide the longitudinal beam 2 to crumple away from the passenger compartment to the outside or towards the lower part of the vehicle body through its own structural deformation, rather than squeezing the front bulkhead area inward, thereby reducing the amount of front bulkhead intrusion and reducing the risk of lower leg injury.

[0068] It should be noted that the grooves or protrusions set in the length direction of the longitudinal beam 2 are reinforcing ribs 23, and the grooves or protrusions set in the width direction of the longitudinal beam 2 are shrinkage ribs 24. The reinforcing ribs 23 and shrinkage ribs 24 have different orientations on the longitudinal beam 2 and play different roles.

[0069] In some embodiments, such as Figure 5 As shown, the subframe side beam 33 is a round tube. Compared with traditional square tubes or sheet metal, the round tube structure is superior in terms of bending and torsional stiffness. The round tube has a uniform circumferential stress distribution, which can avoid the stress concentration problem that is prone to occur at the corners of square tubes. In the event of a frontal collision, it can more evenly bear and transfer the impact force. The material properties of the high-strength round tube can ensure that the side beam is not easy to break when subjected to large impact loads, maintain the overall structural integrity of the subframe 3, and provide support for the power components.

[0070] In some embodiments, such as Figure 5 As shown, the subframe side beam 33 includes a first bend 331 and a second bend 332. The first bend 331 and the second bend 332 are integrally formed and connected at a certain angle. This angle is determined according to the position of the connected longitudinal beam 2 and the subframe front crossbeam 31. The integral connection of the first bend 331 and the second bend 332 can eliminate the weak weld areas caused by segmented welding. Traditional welded structures are prone to cracking at the weld under impact force, leading to the failure of the subframe side beam 33. The integrally formed structure can make the overall mechanical properties of the side beam consistent, allowing the force to be smoothly transmitted along the bend during a collision, avoiding the interruption of the force transmission path due to weld breakage, and improving the overall force transmission efficiency of the front compartment structure.

[0071] In some embodiments, the end of the connecting pipe 32 furthest from the front crossbeam 31 of the subframe has at least two mounting points for connection to the vehicle body. Specifically, the two mounting points are used to connect to the foot pedal mounting area 5. Two or more mounting points can form a load-bearing support surface. Compared with the line contact force transmission of a single-point connection, multiple mounting points can evenly distribute the collision force borne by the connecting pipe 32 to different load-bearing positions of the vehicle body, avoiding structural deformation caused by local stress concentration in the vehicle body. Multiple mounting points can limit the multi-directional displacement of the connecting pipe 32 during a collision, which can stabilize the overall posture of the subframe 3. The stable connection formed by at least two mounting points can limit the rearward deformation of the subframe 3. At the same time, by transferring the collision force to the bottom area of ​​the vehicle body, the stress transmission of the subframe 3 towards the battery pack is reduced, and the compression path between the subframe 3 and the battery pack is structurally isolated, meeting the collision safety requirements of the vehicle's high-voltage components.

[0072] In some embodiments, the forward compartment structure also includes a cabin crossbeam 4, which connects the two longitudinal beams 2 to enhance the connection strength of the two longitudinal beams 2. When a frontal collision force is concentrated on one side of the forward compartment, the cabin crossbeam 4 can transfer part of the collision force of the stressed longitudinal beam 2 to the unstressed longitudinal beam 2, allowing the two longitudinal beams 2 to share the load and preventing premature breakage or excessive deformation of a single longitudinal beam 2 due to overload. This load-balanced design allows the energy-absorbing structures of the two longitudinal beams 2 to function simultaneously, reducing the proportion of unabsorbed energy transferred to the passenger compartment and lowering the OLC value and forward bulkhead intrusion.

[0073] A second aspect of this application provides a vehicle, including a body, comprising a foot pedal mounting area 5 and a front compartment structure as described in the first aspect. The front compartment structure is located at the front of the body, with one end of a connecting pipe away from the subframe front crossbeam 31 connected to the foot pedal mounting area 5. The front compartment structure is not independent of the body but is connected to the front bulkhead frame of the body via the rear end of a longitudinal beam 2, the subframe 3, and the foot pedal mounting area 5 via a connecting pipe 32. The foot pedal mounting area 5 refers to a high-rigidity structural region located at the junction of the front compartment and the passenger compartment, below the front bulkhead and lateral to the footwell. This structure allows the energy absorbed by the front compartment structure during a collision to be transferred to the overall body structure through multiple paths, rather than being concentrated in a localized area of ​​the front compartment. This avoids structural disintegration of the front compartment due to energy overload, and utilizes the overall load-bearing capacity of the body to disperse the collision force, thereby improving the overall vehicle's collision resistance performance.

[0074] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A forward cabin structure, characterized in that, include: Front bumper beam assembly (1); The longitudinal beam (2) is provided at one end of the longitudinal beam (2) in the longitudinal direction; Subframe (3), which is disposed below the longitudinal beam (2); The subframe (3) includes: Front crossbeam of the subframe (31); A connecting pipe (32) is provided, one end of which is connected to the front crossbeam (31) of the subframe along its length. The connecting pipe (32) is provided with at least one first recessed area (321), which is located on the side of the peripheral wall of the connecting pipe (32) away from the ground, and is used to guide the bending direction of the connecting pipe (32) after being hit. Subframe side beam (33), one end of which is connected to the front crossbeam (31) of the subframe, and the other end of which is connected to the longitudinal beam (2).

2. The forward cabin structure according to claim 1, characterized in that, The front bumper beam assembly (1) includes: Front bumper beam (11); An energy-absorbing box (12) is disposed at one end of the longitudinal beam (2) along its length, for connecting the front anti-collision beam (11) and the longitudinal beam (2); the energy-absorbing box (12) has the following openings: An induction groove (121) is formed on the side wall of the energy-absorbing box (12); A crumple hole (122) is provided on the side wall of the energy-absorbing box (12) near the front bumper beam (11).

3. The forward cabin structure according to claim 2, characterized in that, The end of the energy-absorbing box (12) connected to the front bumper beam (11) is a mounting ramp (123) to adapt to the angle of the front bumper beam (11); the crumple hole (122) is set on the side wall of the energy-absorbing box (12) near the axis of symmetry of the front bumper beam (11).

4. The forward cabin structure according to claim 1, characterized in that, The longitudinal beam (2) has a second recessed area (21) on the side wall near the tire in the width direction, which is used to guide the bending direction of the longitudinal beam (2) after being hit.

5. The forward cabin structure according to claim 4, characterized in that, The longitudinal beam (2) has a reinforcing plate (22) at one end away from the front anti-collision beam assembly (1) in the length direction. The connection between the reinforcing plate (22) and the longitudinal beam (2) is the second bending point of the longitudinal beam (2).

6. The forward cabin structure according to claim 1, characterized in that, The longitudinal beam (2) is provided with: A reinforcing rib (23) is provided along the length of the longitudinal beam (2) to enhance the strength of the longitudinal beam (2); Collapse reinforcement (24) is provided along the width direction of the longitudinal beam (2) to guide the collapse direction of the longitudinal beam (2) after being hit.

7. The forward cabin structure according to claim 1, characterized in that, The subframe side beam (33) is a round tube, including a first bent portion (331) and a second bent portion (332), which are integrally formed and connected.

8. The forward cabin structure according to claim 1, characterized in that, At least two mounting points are provided on the end of the connecting pipe (32) away from the front crossbeam (31) of the subframe.

9. The forward cabin structure according to claim 1, characterized in that, It also includes a cabin crossbeam (4), which is connected between the two longitudinal beams (2) to enhance the connection strength of the two longitudinal beams (2).

10. A vehicle, characterized in that, The vehicle body includes a foot pedal mounting area (5) and a front compartment structure as described in any one of claims 1 to 9, the front compartment structure being located at the front of the vehicle body, and one end of the connecting pipe away from the front crossbeam (31) of the subframe being connected to the foot pedal mounting area (5).

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