Front cabin structure, unibody, and vehicle

Abstract

A front cabin structure (100), comprising a longitudinal structural assembly, the longitudinal structural assembly comprising: longitudinal beam assemblies (1), each longitudinal beam assembly (1) comprising a first longitudinal beam (101) and a second longitudinal beam (102), and the first longitudinal beam (101) and the second longitudinal beam (102) being spaced apart in a first direction and extending in a second direction; torque boxes (2), each torque box (2) being located at one end of each longitudinal beam assembly (1) in the second direction; and first connecting members (3), each first connecting member (3) being located at the other end of each longitudinal beam assembly (1) in the second direction, and connecting the first longitudinal beam (101) and the second longitudinal beam (102). The device can further improve the rigidity and strength of the front cabin structure. Further disclosed are a unibody (1000) and a vehicle.

Description

Front cabin structure, monocoque and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number: 202311127873.4, application date: September 1, 2023, and application number: 202311162317.0, application date: September 8, 2023, and claims the priority of the above-mentioned Chinese patent applications. The entire contents of the above-mentioned Chinese patent applications are hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to a front cabin structure, a load-bearing vehicle body, and a vehicle. Background Art

[0004] As a crucial component of the vehicle body, the front cabin structure is subject to significant impact and deformation during a collision. To ensure passenger safety, the front cabin structure must possess appropriate strength and rigidity. Current vehicle design trends, characterized by short front overhangs, large tires, and short L113, place higher demands on the front cabin structure. Improving its rigidity and strength, while maximizing its collision efficiency, has become a pressing challenge in vehicle design.

[0005] Summary of the Invention

[0006] The embodiments of the present application provide a front cabin structure, a load-bearing vehicle body, and a vehicle, which can effectively improve the overall strength and rigidity of the front cabin structure and improve the collision efficiency of the front cabin structure.

[0007] In a first aspect, an embodiment of the present application provides a front cabin structure, comprising: a longitudinal structural assembly, the longitudinal structural assembly comprising: a longitudinal beam assembly, the longitudinal beam assembly comprising a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam being spaced apart along a first direction and extending along a second direction; a torsion box, the torsion box being located at one end of the longitudinal beam assembly in the second direction; a first connecting member, the first connecting member being located at the other end of the longitudinal beam assembly in the second direction, the first connecting member connecting the first longitudinal beam and the second longitudinal beam.

[0008] In the above technical solution, a longitudinal structural assembly is provided in the front cabin structure. The longitudinal beam assembly within the longitudinal structural assembly includes a first longitudinal beam and a second longitudinal beam spaced apart along a first direction. A torsion box is provided at one end of the first and second longitudinal beams in the second direction, and the other end is connected to a first connector. This allows the longitudinal structural assembly to form a rectangular frame structure, thereby improving the overall strength and rigidity of the front cabin structure. Furthermore, while improving overall strength and rigidity, the longitudinal structural assembly can be relatively small in the second direction, thereby reducing the size of the front cabin structure in the second direction. The longitudinal beam assembly has a relatively large cross-sectional area, which helps reduce the height difference between the upper longitudinal beam of the first and second longitudinal beams and the door sill, thereby meeting the requirements of large tires, a short front overhang, and a short L113.

[0009] In some embodiments of the present application, the torsion box is connected to the first longitudinal beam and / or the second longitudinal beam.

[0010] In the above technical solution, the torsion box can be connected to the first longitudinal beam, the second longitudinal beam, or both. When the first and / or second longitudinal beams are impacted, the collision force is directly transmitted to the torsion box, which then transfers the collision force to the door sill beam and the front crossbeam of the chemical cabin. This ensures the stability of the root of the force transmission structure during the collision, achieving stable crushing of the first and / or second longitudinal beams, absorbing as much collision energy as possible, and achieving a better energy absorption effect.

[0011] In some embodiments of the present application, the longitudinal structural assembly further includes: an energy absorbing member, which is provided on a side of the first connecting member away from the longitudinal beam assembly and is connected to the first connecting member.

[0012] In the above technical solution, by arranging energy-absorbing parts, the energy absorption effect of the longitudinal structural components can be improved, thereby improving the energy absorption effect of the front cabin structure, reducing the deformation of the front cabin structure in the event of a collision, and reducing the probability of damage to the first longitudinal beam and the second longitudinal beam in a low-speed collision. Since the first longitudinal beam and the second longitudinal beam are key components of the front cabin structure, reducing the damage to the first longitudinal beam and the second longitudinal beam is conducive to improving the maintenance economy of low-speed collisions.

[0013] In some embodiments of the present application, a vertical surface passing through the first longitudinal beam and parallel to the second direction is formed, and the energy absorbing member has a first side thrust surface. In the direction from the first connecting member toward the longitudinal beam assembly, the distance between the first side thrust surface and the vertical surface gradually increases.

[0014] In the above technical solution, when the front cabin structure is in a small offset collision, the obstacle avoidance can slide relative to the front cabin structure along the first side thrust surface and increase the side thrust displacement of the obstacle avoidance relative to the front cabin structure, which is beneficial to reduce the deformation of the cockpit and reduce the damage to the people in the vehicle.

[0015] In some embodiments of the present application, the energy absorbing member includes a first energy absorbing portion and a second energy absorbing portion that are spaced apart from each other, and a first side thrust surface is formed on the first energy absorbing portion and the second energy absorbing portion.

[0016] In the above technical solution, by configuring the energy-absorbing member to include a first energy-absorbing portion and a second energy-absorbing portion, on the one hand, the overall energy-absorbing effect of the front cabin structure can be improved. The first energy-absorbing portion, the second energy-absorbing portion, and the first connecting member form a frame structure, which can further improve the overall strength and rigidity of the front cabin structure and improve the structural stability of the front cabin structure.

[0017] In some embodiments of the present application, the longitudinal structural assembly further includes: a second connecting member, the second connecting member connecting the first energy absorbing portion and the second energy absorbing portion.

[0018] In the above technical solution, the second connecting member, the first energy absorbing portion, the second energy absorbing portion, and the first connecting member form a stable rectangular frame structure with relatively good stability and reliability. Furthermore, when one of the first energy absorbing portion and the second energy absorbing portion absorbs energy during a collision, the collision force can be transferred to the other portion via the first connecting member, thereby reducing the load on either portion. This allows both portions to absorb energy simultaneously, thereby enhancing the energy absorption effect.

[0019] In some embodiments of the present application, the longitudinal structural assembly further includes: an upper longitudinal beam, the upper longitudinal beam being located on the upper side of the first longitudinal beam, the upper longitudinal beam having a second side thrust surface, which is a vertical surface passing through the first longitudinal beam and parallel to the second direction, and the distance between the second side thrust surface and the vertical surface gradually increases in the direction from the first connecting member toward the longitudinal beam assembly.

[0020] In the above technical solution, during a small-offset collision, the front cabin structure can slide relative to the front cabin structure along the second thrust surface when the obstacle avoider contacts the upper longitudinal beam, increasing the obstacle avoider's lateral displacement relative to the front cabin structure. This helps reduce deformation of the front cabin structure and minimizes damage to occupants. Furthermore, the second thrust surface and the first thrust surface work together to provide a relatively long lateral thrust stroke, further increasing the obstacle avoider's lateral displacement relative to the front cabin structure, allowing the obstacle avoider to more quickly leave the front cabin structure. This also provides a more stable thrust structure and sufficient lateral thrust, mitigating damage to the cockpit.

[0021] In some embodiments of the present application, a fourth connecting member is provided on the second longitudinal beam, and the second longitudinal beam is connected to the torsion box through the fourth connecting member.

[0022] In the above technical solution, since the first longitudinal beam and the second longitudinal beam are spaced apart, the first longitudinal beam, the second longitudinal beam, the first connecting member, the fourth connecting member and the torsion box can form a rectangular frame structure, and the fourth connecting member can play a connecting role between the second longitudinal beam and the torsion box.

[0023] In some embodiments of the present application, the second longitudinal beam includes a first part, a second part and a third part, one end of the second part is connected to the first part, and the other end is connected to the third part, and the first part is connected to the first connecting member.

[0024] In the above technical solution, by setting the second longitudinal beam to include a first part, a second part and a third part, the first part, the second part and the third part can be manufactured separately, and then the three parts are spliced ​​together to form the second longitudinal beam. The first part of the structure is a closed beam, which can ensure a good energy absorption effect. The second part and the third part are open structures, which are convenient for integrating the fixing points of the swing arm, so that the second longitudinal beam can be arranged as close to the outside of the vehicle as possible, so that the first longitudinal beam and the second longitudinal beam overlap at the root position. In addition, the open structure facilitates the design of induction ribs to achieve the sinking of the electric motor during the collision, reduce the intrusion of the electric motor into the cockpit, and reduce the damage to the people in the vehicle.

[0025] In some embodiments of the present application, the first longitudinal beam has a first end connected to the first connecting member, the second longitudinal beam has a second end connected to the first connecting member, and the second end is located directly below the first end.

[0026] In the above technical solution, the first end may refer to the end of the first longitudinal beam located on the front side of the front cabin structure, and the second end may refer to the end of the second longitudinal beam located on the front side of the front cabin structure. It can be understood that the first end and the second end are aligned, and the offset between the two in the third direction is small or there is no offset. When a small offset collision occurs in the front cabin structure, the first end and the second end simultaneously withstand the collision, dispersing the collision force to the first longitudinal beam and the second longitudinal beam, thereby improving the impact resistance of the longitudinal beam assembly, which is beneficial to small offset collision conditions.

[0027] In some embodiments of the present application, there are two longitudinal structural components, which are spaced apart along the third direction. In the above technical solution, the front cabin structure includes the longitudinal structural components. Since the longitudinal structural components have relatively high strength and rigidity and good stability, the two longitudinal structural components can ensure that both ends of the front cabin structure in the third direction have strong rigidity and strength, thereby improving the overall rigidity and strength of the front cabin structure.

[0028] In some embodiments of the present application, the first direction is a vertical direction, the first longitudinal beam is located on the upper side of the second longitudinal beam, and the front cabin structure also includes: a first cross beam, the first cross beam is located on the upper side of the second longitudinal beam and connects the two torsion boxes; a second cross beam, the second cross beam connects the two second longitudinal beams.

[0029] In the above technical solution, by arranging the first and second longitudinal beams in an up-and-down manner, the two longitudinal beam assemblies can form a rectangular frame structure, thereby improving the strength and rigidity of the front cabin structure at both ends in the third direction. Furthermore, by providing a first crossbeam and a second crossbeam, with the first crossbeam connecting the two torsion boxes and the second crossbeam connecting the two second longitudinal beams, the first crossbeam, the second crossbeam, the two torsion boxes, and the two second longitudinal beams form a rectangular frame structure, thereby improving the strength and rigidity of the front cabin structure at the rear side in the second direction. Thus, by forming a rectangular frame structure in the third and second directions, the front cabin structure can effectively improve its overall strength and rigidity, facilitating stable crush deformation of the front cabin structure during a vehicle collision, thereby enhancing collision efficiency.

[0030] In some embodiments of the present application, the longitudinal structural assembly further includes a vibration-damping tower connected to the upper portion of the first longitudinal beam, and the front cabin structure further includes a third cross beam connecting the two vibration-damping towers.

[0031] In this technical solution, the vibration-damping tower and the third crossbeam form a rectangular frame structure with the first longitudinal beam and the first crossbeam, and also with the two longitudinal beam assemblies and the second crossbeam, further enhancing the strength and rigidity of the front cabin structure. Furthermore, when the front cabin structure is subjected to a collision in the third or second direction, the collision force acting on the first and second longitudinal beams is dispersed upward to the vibration-damping tower and the third crossbeam, reducing the force acting on the first and second longitudinal beams in the third direction and improving their stability during a collision, thereby enhancing the reliability of the front cabin structure.

[0032] In some embodiments of the present application, the front cabin structure further includes: a fourth cross beam, the fourth cross beam connecting the two second longitudinal beams, and the fourth cross beam is located on a side of the second cross beam away from the torsion box.

[0033] In the above technical solution, the fourth crossbeam, the second crossbeam and the two second longitudinal beams constitute a rectangular frame structure, which can improve the stiffness and strength of the lower part of the front cabin structure. When the front cabin structure collides and the collision force is transmitted to the second longitudinal beam, the collision force can be dispersed on the fourth crossbeam, the second crossbeam and the two second longitudinal beams, reducing the force on the second longitudinal beam, thereby improving the stability of the second longitudinal beam during the collision. Since the second longitudinal beam is the main load-bearing component in the front cabin structure, the reliability of the front cabin structure can be improved by improving the stability of the second longitudinal beam during the collision.

[0034] In some embodiments of the present application, a motor suspension fixing portion is provided on the fourth crossbeam and the second crossbeam.

[0035] In the above technical solution, since the motor mount is generally connected to the front sub-frame, it can be seen that the fourth crossbeam and the second crossbeam can integrate the functions of the front sub-frame. Compared with the related art that requires an independent front sub-frame to be connected to the frame, the fourth crossbeam and the second crossbeam integrate part of the front sub-frame functions, which can reduce the number of parts. Moreover, since the fourth crossbeam and the second crossbeam are directly connected to the second longitudinal beam, it is beneficial to reduce the volume of the front cabin structure, reduce the weight of the front cabin structure, and thus reduce costs.

[0036] In some embodiments of the present application, a suspension swing arm fixing portion is provided on the second longitudinal beam.

[0037] In the above technical solution, since the suspension swing arm is generally connected to the front subframe, it can be seen that the second longitudinal beam can integrate the function of the front subframe, that is, the second longitudinal beam can replace the front subframe to install the motor suspension fixing part. Compared with the related art that requires an independent front subframe to be connected to the frame, the second longitudinal beam integrates part of the front subframe function, which can reduce the number of parts, thereby helping to reduce the volume of the front cabin structure, reduce the weight of the front cabin structure, and thus reduce costs.

[0038] In some embodiments of the present application, there are two longitudinal structural components, and the two longitudinal structural components are spaced apart along the third direction. The front cabin structure also includes an anti-collision beam, and the anti-collision beam connects the two energy absorbing parts.

[0039] In the above technical solution, by arranging energy-absorbing parts and anti-collision beams, the energy absorption effect of the front cabin structure can be improved, the deformation of the front cabin structure in the event of a collision can be reduced, and the probability of damage to the first longitudinal beam and the second longitudinal beam in a low-speed collision can be reduced. Since the first longitudinal beam and the second longitudinal beam are key components of the front cabin structure, reducing the damage to the first longitudinal beam and the second longitudinal beam is conducive to improving the maintenance economy of low-speed collisions.

[0040] In some embodiments of the present application, the energy absorbing member includes a first energy absorbing portion and a second energy absorbing portion; the anti-collision beam includes a first beam body and a second beam body, the first beam body connects the two first energy absorbing portions, and the second beam body connects the two second energy absorbing portions.

[0041] In the above technical solution, by configuring the energy-absorbing member to include a first energy-absorbing part and a second energy-absorbing part, and the anti-collision beam to include a first beam body and a second beam body, the overall energy absorption effect of the front cabin structure is improved while reducing component loss, saving materials, and reducing maintenance and manufacturing costs. Moreover, the first energy-absorbing part, the second energy-absorbing part, the first connecting member, the first beam body and the second beam body form a frame structure, which can further improve the overall strength and rigidity of the front cabin structure and improve the structural stability of the front cabin structure.

[0042] In some embodiments of the present application, the front cabin structure further includes: a third connecting member, the energy absorbing member is provided with a third connecting member corresponding to the energy absorbing member, and the second connecting member connects the first beam body and the second beam body.

[0043] In the above technical solution, by providing a third connecting member and connecting the first beam and the second beam, a stable rectangular frame structure can be formed on the front side of the front cabin structure, thereby improving the stiffness and strength of the front side of the front cabin structure. During the MPDB collision process, the first beam and the second beam are contacted at the same time to avoid obstacles, reducing the intrusion amount of the obstacle avoidance and improving the stability of the collision.

[0044] In some embodiments of the present application, the front cabin structure further includes: a fifth cross beam, which connects the two first connecting members and is located on the upper side of the longitudinal beam assembly.

[0045] In the above technical solution, the fifth crossmember and the first connectors at both ends in the third direction form a frame structure, which serves to enhance the strength and rigidity of the front cabin structure. Because the fifth crossmember is located above the first and second longitudinal beams, when the front side of the front cabin structure is impacted, the impact force acting on the longitudinal beam assembly is transmitted upward along the first connectors to the fifth crossmember, dispersing the impact force and reducing the forces acting on the first and second longitudinal beams. This improves the front cabin structure's frontal collision performance and enhances its structural stability.

[0046] In some embodiments of the present application, an air conditioning box fixing portion is provided on the fifth crossbeam.

[0047] In the above technical solution, the fifth crossbeam not only enhances the strength and rigidity, but also serves to install the air-conditioning box. The integrated installation of the air-conditioning box through the fifth crossbeam is conducive to reducing the number of parts, reducing the weight of the front cabin structure, saving materials, and reducing manufacturing costs.

[0048] In a second aspect, an embodiment of the present application further provides a load-bearing vehicle body, which includes the front cabin structure described above.

[0049] In the above technical solution, the structural strength and rigidity of the front cabin structure can be greatly improved by setting the longitudinal beam assembly into a double longitudinal beam structure and forming multiple frame structures inside. The front cabin structure has good impact resistance, which is beneficial to improving collision stability and collision efficiency. While improving the overall strength and rigidity, the length dimension of the front cabin structure can be relatively small, and the longitudinal beam assembly has a relatively large cross-sectional area, which is beneficial to reducing the height difference between the longitudinal beam located on the upper side of the first and second longitudinal beams and the door sill. Therefore, the layout requirements of large tires, short front overhang and short L113 can be met in the overall vehicle design.

[0050] In a third aspect, an embodiment of the present application further provides a vehicle, comprising the front cabin structure described above.

[0051] In the above technical solution, because the longitudinal beam assembly in the front cabin structure or monocoque body is a double longitudinal beam structure and can form multiple frame structures, the front cabin structure or monocoque body can have a front overhang structure with high strength and rigidity, thereby improving the rigidity and strength of the vehicle's front cabin structure, enhancing the vehicle's collision performance, and improving the safety of the vehicle's occupants. Furthermore, because the length of the front overhang structure can be relatively small and the longitudinal beam assembly has a relatively large cross-sectional area, the height difference between the upper longitudinal beam of the first and second longitudinal beams and the door sill can be reduced. Therefore, the overall vehicle design can meet the layout requirements of large tires, a short front overhang, and a short L113. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0053] FIG1 is a first perspective structural diagram of a front cabin structure provided by some embodiments of the present application;

[0054] FIG2 is a front view of a front cabin structure provided by some embodiments of the present application;

[0055] FIG3 is a side view of a front cabin structure provided by some embodiments of the present application;

[0056] FIG4 is a second schematic diagram of the three-dimensional structure of the front cabin structure provided by some embodiments of the present application;

[0057] FIG5 is a third schematic diagram of the three-dimensional structure of the front cabin structure provided by some embodiments of the present application;

[0058] FIG6 is a top view of a front cabin structure provided by some embodiments of the present application;

[0059] FIG7 is a schematic diagram of a three-dimensional structure of a load-bearing vehicle body provided in some embodiments of the present application.

[0060] Icons: 1000, monocoque; 100, front cabin structure; 1, longitudinal beam assembly; 101, first longitudinal beam; 1011, first end portion; 102, second longitudinal beam; 1021, suspension arm fixing portion; 1022, second end portion; 1023, bend; 1024, fourth connecting member; 10201, first portion; 10202, second portion; 10203, third portion; 2, torque box; 3, first connecting member; 4, second cross member; 5, shock tower; 6, third cross member; 7. Fourth crossbeam; 8. Energy-absorbing member; 81. First energy-absorbing portion; 82. Second energy-absorbing portion; 801. First box body; 802. Second box body; 8a. First side thrust surface; 9. Anti-collision crossbeam; 91. First beam body; 92. Second beam body; 10. Second connecting member; 11. Fifth crossbeam; 12. Upper longitudinal beam; 12a. Second side thrust surface; 13. First crossbeam; 14. Third connecting member; 200. A-pillar; 300. Vehicle body frame; Z, first direction; Y, second direction; X, third direction. DETAILED DESCRIPTION

[0061] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0062] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0063] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments.

[0064] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," and "attached" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0065] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0066] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components in different embodiments are omitted. It should be understood that the thickness, length, width, and other dimensions of the various components in the embodiments of this application, as well as the overall thickness, length, width, and other dimensions of the integrated device shown in the drawings are merely illustrative and should not constitute any limitation on this application.

[0067] The term "plurality" used in this application refers to two or more (including two).

[0068] The vehicle frame, as the backbone of the vehicle, is a critical component. When a collision occurs, the frame experiences significant impact and deformation. Severe frame deformation can impact the safety of vehicle door members. To ensure the safety of passengers, the frame must possess adequate strength and rigidity. Therefore, further improving the rigidity of the front cabin structure has become a pressing issue in current vehicle design.

[0069] In a typical front cabin structure, the front cabin structure primarily consists of longitudinal beams and transverse beams. The longitudinal beams enhance the overall strength and rigidity of the vehicle frame, supporting the impact forces during a collision. However, in most front cabin structures, the longitudinal beams are typically arranged on either side of the vehicle's length, with each side consisting of a separate longitudinal beam. Consequently, the strength and rigidity of the front cabin structure depend on the strength and rigidity of each longitudinal beam, but this structure limits the overall strength and rigidity of the vehicle frame, resulting in poor overall strength and rigidity.

[0070] Based on the above considerations, in order to solve the problem of poor strength and stiffness of the front cabin structure, the inventors designed a front cabin structure, including: a longitudinal structural component, the longitudinal structural component including: a longitudinal beam component, a torsion box and a first connecting member, the longitudinal beam component including a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam are spaced apart along the first direction and extend along the second direction; the torsion box is located at one end of the longitudinal beam component in the second direction; the first connecting member is located at the other end of the longitudinal beam component in the second direction, and the first connecting member connects the first longitudinal beam and the second longitudinal beam.

[0071] In this front cabin structure, a longitudinal structural assembly is provided within the front cabin structure, wherein the longitudinal beam assembly includes a first longitudinal beam and a second longitudinal beam spaced apart along a first direction. A torsion box is provided at one end of the first and second longitudinal beams in the second direction, and the other end is connected to a first connector. This allows the longitudinal structural assembly to form a rectangular frame structure, thereby improving the overall strength and rigidity of the front cabin structure. Furthermore, while improving overall strength and rigidity, the longitudinal structural assembly can be relatively small in the second direction, thereby reducing the size of the front cabin structure in the second direction. Furthermore, the longitudinal beam assembly has a relatively large cross-sectional area, which helps reduce the height difference between the upper longitudinal beam of the first and second longitudinal beams and the door sill, thereby meeting the requirements of large tires, a short front overhang, and a short L113.

[0072] The front cabin structure disclosed in the embodiments of this application can be used, but is not limited to, in fuel vehicles and new energy vehicles, including but not limited to vans, trucks, sedans, and SUVs. Vehicles employing this front cabin structure can improve the structural strength and rigidity of the vehicle body, thereby enhancing vehicle safety.

[0073] According to some embodiments of the present application, referring to FIG. 1 , FIG. 1 illustrates a front cabin structure 100 provided in some embodiments of the present application, comprising a longitudinal structural assembly, the longitudinal structural assembly comprising a longitudinal beam assembly 1, a torsion box 2, and a first connector 3. The longitudinal beam assembly 1 comprises a first longitudinal beam 101 and a second longitudinal beam 102, which are spaced apart along a first direction Z and extend along a second direction Y. The torsion box 2 is located at one end of the longitudinal beam assembly 1 in the second direction Y. The first connector 3 is located at the other end of the longitudinal beam assembly 1 in the second direction Y, connecting the first longitudinal beam 101 and the second longitudinal beam 102.

[0074] 1 , the first direction Z, the second direction Y, and the third direction X may be perpendicular to each other. Specifically, the first direction Z may refer to the height direction of the front cabin structure 100, the second direction Y may refer to the length direction of the front cabin structure 100, and the third direction X may refer to the width direction of the front cabin structure 100.

[0075] The torsion box 2 can refer to a component that generates torque and prevents deformation, and has the advantages of high hardness, strong impact resistance, and effective resistance to deformation. Specifically, the torsion box 2 can be understood as a box structure or a beam structure extending along the third direction X. The torsion box 2 can be a curved beam, thereby achieving a relatively good buffering and energy absorption effect.

[0076] The first connecting member 3 may refer to a component connecting the first longitudinal beam 101 and the second longitudinal beam 102 , and the first connecting member 3 may be, but is not limited to, a tubular component and a plate component. For example, the first connecting member 3 may be a hollow tube or a plate.

[0077] The first longitudinal beam 101 and the second longitudinal beam 102 may be, but are not limited to, tubular or columnar components. For example, the first longitudinal beam 101 and the second longitudinal beam 102 may be square tubes or square columns. The connection methods among the first longitudinal beam 101, the second longitudinal beam 102, the torque box 2, and the first connector 3 may include, but are not limited to, welding, bolting, and hot riveting.

[0078] In the aforementioned front cabin structure 100, because the longitudinal beam assembly 1 includes a first longitudinal beam 101 and a second longitudinal beam 102, i.e., the longitudinal beam assembly 1 is a dual-longitudinal beam structure, the first longitudinal beam 101, the second longitudinal beam 102, the torsion box 2, and the first connector 3 form a rectangular frame structure. When the front cabin structure 100 is subjected to a collision, the rectangular frame structure can disperse the impact force along the frame's side beams, thereby reducing concentrated force. Therefore, the rectangular frame structure has relatively good stability and rigidity, effectively improving the strength and rigidity of the front cabin structure 100, reducing deformation of the front cabin structure 100 during a vehicle collision, and improving the structural stability of the front cabin structure 100.

[0079] On the other hand, in order to improve the competitiveness of vehicles, the overall layout of most vehicles currently tends to adopt large tires, short front overhangs and short L113 solutions.

[0080] The dual-beam structure of longitudinal beam assembly 1 not only improves strength and rigidity, but also increases its cross-sectional area, thereby enhancing the cross-sectional force of longitudinal beam assembly 1. Compared to a typical single-beam structure, the dual-beam longitudinal beam assembly 1 can, while maintaining high strength and rigidity, enable the cross-section of the upper longitudinal beam of first and second longitudinal beams 101 and 102 to be smaller. This helps reduce the height difference between the upper longitudinal beam and the door sill in the first direction Z, facilitating the design requirements of large tires.

[0081] Secondly, compared to a single longitudinal beam structure, in typical front cabin structures, to meet strength and stiffness requirements, and to maximize energy absorption, a single longitudinal beam is typically made longer, which is not conducive to meeting the design requirements for a short front overhang. In the aforementioned front cabin structure 100, the longitudinal beam assembly 1 of the dual longitudinal beam structure, while meeting strength and stiffness requirements and achieving relatively good energy absorption, can have a relatively small dimension of the first longitudinal beam 101 and the second longitudinal beam 102 in the second direction Y. That is, the length of the first longitudinal beam 101 and the second longitudinal beam 102 is relatively small. This can help reduce the length of the vehicle's front overhang structure and help meet the short front overhang design requirements. Furthermore, because the dimensions of the first and second longitudinal beams 101, 102 in the second direction Y are relatively small, the distance between the wheels and the accelerator pedal in the passenger compartment can be reduced in the vehicle's front overhang structure, thereby meeting the short L113 requirement.

[0082] That is to say, in the above-mentioned front cabin structure 100, the Y dimension in the second direction can be relatively small, the height difference between the longitudinal beam assembly 1 and the door sill is small, and the overall structural strength and rigidity are relatively high, so that the front suspension structure of the vehicle can meet the demanding layout requirements of large tires, short front overhang and short L113, which is conducive to improving the competitiveness of the vehicle.

[0083] Furthermore, because the dual-beam structure formed by the first and second longitudinal beams 101, 102 increases the cross-sectional area of ​​the longitudinal beam assembly 1, the MPDB operating condition requires that the longitudinal beam cross-sectional force be limited to a minimum (e.g., the longitudinal beam cross-sectional force generally cannot exceed 148 kN) from a penetration-prevention perspective, constrained by the obstacle avoidance reaction force. This requirement is difficult to meet with a single longitudinal beam structure. In the front cabin structure 100 of the present application, the cross-sectional area of ​​the longitudinal beam assembly 1 can be made larger than that of a single longitudinal beam structure. This helps reduce the longitudinal beam cross-sectional force during a collision, thereby meeting the MPDB operating condition requirements.

[0084] In the above technical solution, a longitudinal structural assembly is provided in the front cabin structure. The longitudinal beam assembly 1 in the longitudinal structural assembly includes a first longitudinal beam 101 and a second longitudinal beam 102 spaced apart along a first direction Z. A torsion box 2 is provided at one end of the first and second longitudinal beams 101, 102 in the second direction Y, and the other end is connected to a first connector 3. This allows the longitudinal structural assembly to form a rectangular frame structure, thereby improving the overall strength and rigidity of the front cabin structure 100. Furthermore, while improving overall strength and rigidity, the longitudinal structural assembly can be relatively small in the second direction Y, thereby reducing the size of the front cabin structure 100 in the second direction Y. The longitudinal beam assembly 1 has a relatively large cross-sectional area, which helps reduce the height difference between the upper longitudinal beam 101 and the second longitudinal beam 102 and the door sill, thereby meeting the requirements of large tires, a short front overhang, and a short L113.

[0085] In some embodiments of the present application, as shown in FIG1 , the torsion box 2 is connected to the first longitudinal beam 101 and / or the second longitudinal beam 102. In the above technical solution, the torsion box 2 can be connected to the first longitudinal beam 101, can be connected to the second longitudinal beam 102, or can be connected to the first longitudinal beam 101 and the second longitudinal beam 102 at the same time. When the first longitudinal beam 101 and / or the second longitudinal beam 102 is collided, the collision force can be directly transmitted to the torsion box 2, and the torsion box 2 then transmits the collision force to the door sill beam and the front crossbeam of the chemical cabin. In the process of collision, the stability of the root of the force transmission structure is ensured, the stable crushing of the first longitudinal beam 101 and / or the second longitudinal beam 102 is achieved, and as much collision energy as possible is absorbed, resulting in a better energy absorption effect.

[0086] In some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , the longitudinal structural assembly further includes an energy absorbing member 8 , which is disposed on a side of the first connecting member 3 away from the longitudinal beam assembly 1 and is connected to the first connecting member 3 .

[0087] Energy absorbing member 8 can refer to a component capable of absorbing energy. For example, energy absorbing member 8 can be a hollow shell component or a component filled with a cushioning material. Connection methods between energy absorbing member 8 and first connector 3 include, but are not limited to, welding, bolting, and hot riveting. When the front side of the front cabin structure 100 is impacted, the impact force is transmitted to energy absorbing member 8, which absorbs the impact energy and reduces the impact force on the first longitudinal beam 101 and the second longitudinal beam 102. This, in turn, reduces the degree of deformation of the front cabin structure 100, which helps reduce maintenance costs.

[0088] In the above technical solution, by providing the energy-absorbing member 8, the energy-absorbing effect of the front cabin structure 100 can be improved, the deformation of the front cabin structure 100 in the event of a collision can be reduced, and the probability of damage to the first longitudinal beam 101 and the second longitudinal beam 102 in a low-speed collision can be reduced. Since the first longitudinal beam 101 and the second longitudinal beam 102 are key components of the front cabin structure 100, reducing the damage to the first longitudinal beam 101 and the second longitudinal beam 102 is beneficial to improving the maintenance economy of a low-speed collision.

[0089] In some embodiments of the present application, as shown in Figures 4, 5, and 6, a vertical plane passing through the first longitudinal beam 101 and parallel to the second direction Y is made, and the energy absorbing member 8 has a first side thrust surface 8a. In the direction from the first connecting member 3 toward the longitudinal beam assembly 1, the distance between the first side thrust surface 8a and the vertical plane gradually increases.

[0090] The first side pushing surface 8a may be, but is not limited to, an inclined surface and an arcuate surface.

[0091] In the above technical solution, when the front cabin structure 100 is in a small offset collision, the obstacle avoider can slide relative to the front cabin structure 100 along the first side thrust surface 8a, and increase the side thrust displacement of the obstacle avoider relative to the front cabin structure 100, thereby helping to reduce the degree of deformation of the cockpit and reduce damage to the occupants.

[0092] In some embodiments of the present application, as shown in FIG. 4 , the energy absorbing member 8 includes a first energy absorbing portion 81 and a second energy absorbing portion 82 that are spaced apart from each other. A first side thrust surface 8 a is formed on the first energy absorbing portion 81 and the second energy absorbing portion 82 .

[0093] In the above technical solution, by configuring the energy absorbing member 8 to include a first energy absorbing portion 81 and a second energy absorbing portion 82, on the one hand, the overall energy absorption effect of the front cabin structure 100 can be improved. The first energy absorbing portion 81, the second energy absorbing portion 82, and the first connecting member 3 form a frame structure, which can further improve the overall strength and rigidity of the front cabin structure 100 and improve the structural stability of the front cabin structure 100.

[0094] In some embodiments of the present application, as shown in FIG4 , the first energy absorbing portion 81 and the second energy absorbing portion 82 are energy absorbing boxes, which include a first box body 801 and a second box body 802, which are connected to each other, and a first side thrust surface 8a is formed on the second box body 802. In this technical solution, by configuring the energy absorbing box as a two-part component, the manufacturing difficulty of the energy absorbing box can be reduced, which is conducive to improving the yield rate of the energy absorbing box. At the same time, if one of the first box body 801 and the second box body 802 is damaged, only the damaged part needs to be replaced, which can save maintenance costs and improve maintenance efficiency.

[0095] In some embodiments of the present application, the longitudinal structural assembly further includes: a second connecting member 10 , which connects the first energy absorbing portion 81 and the second energy absorbing portion 82 .

[0096] The second connecting member 10 may be, but is not limited to, a tubular member, a columnar member, or a plate-shaped member. The connection between the second connecting member 10, the first energy absorbing portion 81, and the second energy absorbing portion 82 may include, but is not limited to, welding, bolting, and hot riveting.

[0097] It can be understood that the number of second connectors 10 and energy absorbing members 8 is equal and corresponds one to one. Referring to Figures 1 to 3 , the second connector 10 can be connected to the first energy absorbing portion 81 at one end and to the second energy absorbing portion 82 at the other end. This allows the second connector 10, the first energy absorbing portion 81, the second energy absorbing portion 82, and the first connector 3 to form a rectangular frame structure, further enhancing the structural strength of the front side of the front cabin structure 100.

[0098] In the above technical solution, the second connecting member 10, the first energy absorbing portion 81, the second energy absorbing portion 82, and the first connecting member 3 form a stable rectangular frame structure with good stability and reliability. Furthermore, when one of the first energy absorbing portion 81 and the second energy absorbing portion 82 is subjected to a collision and absorbs energy, the collision force can be transferred to the other via the first connecting member 3, thereby reducing the load on either the first energy absorbing portion 81 or the second energy absorbing portion 82. This allows both the first energy absorbing portion 81 and the second energy absorbing portion 82 to absorb energy simultaneously, thereby improving the energy absorption effect.

[0099] In some embodiments of the present application, as shown in Figures 5 and 6, the front cabin structure 100 also includes an upper longitudinal beam 12, which is located on the upper side of the first longitudinal beam 101. The upper longitudinal beam 12 has a second side thrust surface 12a, which is a vertical surface passing through the first longitudinal beam 101 and parallel to the second direction Y. In the direction from the first connecting member 3 toward the longitudinal beam assembly 1, the distance between the second side thrust surface 12a and the vertical surface gradually increases.

[0100] The upper longitudinal beam 12 can be a hollow tube located at both ends of the vehicle body along the third direction X, capable of withstanding collision forces during a small offset collision. The end of the upper longitudinal beam 12 remote from the first connector 3 can be connected to the A-pillar 200 of the vehicle body. The second side thrust surface 12a can be, but is not limited to, an inclined surface or a curved surface. Alternatively, the second side thrust surface 12a can be a smooth curved surface.

[0101] In the above technical solution, during a small-offset collision, the front cabin structure 100 can slide relative to the front cabin structure 100 along the second thrust surface 12a when the obstacle avoider contacts the upper longitudinal beam 12, thereby increasing the obstacle avoider's lateral displacement relative to the front cabin structure 100. This helps reduce deformation of the front cabin structure 100 and minimizes harm to occupants. Furthermore, the second thrust surface 12a and the first thrust surface 8a cooperate to provide a relatively long lateral thrust stroke, further increasing the obstacle avoider's lateral displacement relative to the front cabin structure 100, allowing the obstacle avoider to more quickly leave the front cabin structure 100. This also provides a more stable lateral thrust structure and sufficient lateral thrust, mitigating damage to the front cabin structure 100.

[0102] In some embodiments of the present application, as shown in FIG. 4 , a fourth connecting member 1024 is provided on the second longitudinal beam 102 , and the second longitudinal beam 102 is connected to the torsion box 2 via the fourth connecting member 1024 .

[0103] In the above technical solution, since the first longitudinal beam 101 and the second longitudinal beam 102 are spaced apart, the first longitudinal beam 101, the second longitudinal beam 102, the first connecting member 3, the fourth connecting member 1024 and the torsion box 2 can form a rectangular frame structure, and the fourth connecting member 1024 can play a connecting role between the second longitudinal beam 102 and the torsion box 2.

[0104] In some embodiments of the present application, as shown in Figure 3, the second longitudinal beam 102 includes a first part 10201, a second part 10202 and a third part 10203, one end of the second part 10202 is connected to the first part 10201, and the other end is connected to the third part 10203, and the first part 10201 is connected to the first connecting member 3.

[0105] In the above technical solution, by setting the second longitudinal beam 102 to include a first part 10201, a second part 10202 and a third part 10203, the first part 10201, the second part 10202 and the third part 10203 can be manufactured separately, and then the three parts are spliced ​​together to form the second longitudinal beam 102. The first part 10201 of the structure is a closed beam, which can ensure a good energy absorption effect. The second part 10202 and the third part 10203 are open structures, which are convenient for integrating the fixing points of the swing arm, so that the second longitudinal beam 102 can be arranged as close to the outside of the vehicle as possible, so that the first longitudinal beam 101 and the second longitudinal beam 102 overlap at the root position. In addition, the open structure facilitates the design of induced ribs to achieve the sinking of the electric motor during a collision, reduce the intrusion of the electric motor into the cockpit, and reduce damage to people in the vehicle. In some embodiments of the present application, as shown in Figures 1 and 3, the first longitudinal beam 101 has a first end 1011 connected to the first connecting member 3, and the second longitudinal beam 102 has a second end 1022 connected to the first connecting member 3, and the second end 1022 is located directly below the first end 1011.

[0106] In the above technical solution, the second direction Y may refer to the front and rear direction of the front cabin structure 100, and the first end 1011 may refer to the end of the first longitudinal beam 101 located on the front side of the front cabin structure 100. Similarly, the second end 1022 may refer to the end of the second longitudinal beam 102 located on the front side of the front cabin structure 100. It can be understood that the first end 1011 and the second end 1022 are aligned, and the offset between the two in the first direction Z is small or there is no offset. When a small offset collision occurs in the front cabin structure 100, the first end 1011 and the second end 1022 are subjected to the collision at the same time, dispersing the collision force to the first longitudinal beam 101 and the second longitudinal beam 102, thereby improving the impact resistance of the longitudinal beam assembly 1 and facilitating small offset collision conditions.

[0107] In some embodiments of the present application, as shown in FIG1 , there are two longitudinal structural components, which are spaced apart along the third direction X. In the above technical solution, the front cabin structure 100 includes the longitudinal structural components. Since the longitudinal structural components have relatively high strength and rigidity and good stability, the two longitudinal structural components can ensure that both ends of the front cabin structure 100 in the third direction X have relatively strong rigidity and strength, thereby improving the overall rigidity and strength of the front cabin structure 100.

[0108] In some embodiments of the present application, as shown in Figures 1, 4, and 5, the first direction Z is a vertical direction, the first longitudinal beam 101 is located on the upper side of the second longitudinal beam 102, and the front cabin structure 100 also includes a first cross beam 13 and a second cross beam 4. The first cross beam 13 is located on the upper side of the second longitudinal beam 102 and connects the two torsion boxes 2; the second cross beam 4 connects the two second longitudinal beams 102.

[0109] In other words, the first longitudinal beam 101 and the second longitudinal beam 102 are arranged vertically, with the first longitudinal beam 101 being the upper longitudinal beam and the second longitudinal beam 102 being the lower longitudinal beam. This arrangement helps reduce the size of the longitudinal beam assembly 1 in the third direction X, thereby increasing the space between the two longitudinal beam assemblies 1 in the third direction X. This provides ample space for arranging more components or larger components between the two longitudinal beam assemblies 1. Furthermore, at both ends in the third direction X, the first longitudinal beam 101, the second longitudinal beam 102, the torsion box 2, and the first connector 3 form a rectangular frame structure, which improves the strength and rigidity of the front cabin structure 100 in the third direction X.

[0110] The first crossbeam 13 and the second crossbeam 4 may be, but are not limited to, tubular, plate-like, or columnar components. Because the first crossbeam 13 is connected to the two torsion boxes 2, and the second crossbeam 4 is connected to the two second longitudinal beams 102, the first crossbeam 13, the second crossbeam 4, the two torsion boxes 2, and the two second longitudinal beams 102 form a vertically arranged rectangular frame structure, enhancing the strength and rigidity of the rear side of the front cabin structure 100. The connection methods between the first crossbeam 13, the second crossbeam 4, the second longitudinal beams 102, and the torsion boxes 2 may include, but are not limited to, welding, bolting, and hot riveting.

[0111] In the above technical solution, by arranging the first longitudinal beam 101 and the second longitudinal beam 102 in an up-and-down arrangement, the two longitudinal beam assemblies 1 can form a rectangular frame structure, thereby improving the strength and rigidity of the front cabin structure 100 at both ends in the third direction X. Furthermore, by providing the first crossbeam 13 and the second crossbeam 4, with the first crossbeam 13 connecting the two torsion boxes 2 and the second crossbeam 4 connecting the two second longitudinal beams 102, the first crossbeam 13, the second crossbeam 4, the two torsion boxes 2, and the two second longitudinal beams 102 form a rectangular frame structure, thereby improving the strength and rigidity of the front cabin structure 100 at the rear side in the second direction Y. Thus, by forming a rectangular frame structure in the third direction X and the second direction Y, the front cabin structure 100 can effectively improve its overall strength and rigidity, thereby facilitating stable crush deformation of the front cabin structure 100 during a vehicle collision and enhancing collision efficiency.

[0112] In some embodiments of the present application, as shown in Figures 1, 2, 3, 4, and 5, the longitudinal structural assembly further includes a vibration damping tower 5, and the front cabin structure 100 further includes a third cross beam 6, which connects the two vibration damping towers 5.

[0113] The vibration tower 5 is a key component connecting the shock absorber and the vehicle body, responsible for transmitting collision forces and vehicle body torsion caused by uneven force on the left and right wheels, thereby ensuring vehicle stability and safety. The connection between the vibration tower 5 and the third crossbeam 6 can include, but is not limited to, welding, bolting, and hot riveting.

[0114] The third crossbeam 6 rigidly connects the two vibration-damping towers 5, improving the stability and reliability of the connection between the vibration-damping towers 5 and the first longitudinal beam 101. When one of the two vibration-damping towers 5 is impacted, the third crossbeam 6 transmits the impact force to the other vibration-damping tower 5, thereby dispersing the impact force. This helps reduce the force on each vibration-damping tower 5 and mitigates deformation of each vibration-damping tower 5, thereby reducing the chance of damage to the vibration-damping tower 5 and lowering maintenance costs.

[0115] Furthermore, referring to the aforementioned embodiment, after the front cabin structure 100 includes the first crossbeam 13 and the second crossbeam 4, the vibration-damping tower 5 and the third crossbeam 6 are provided. The vibration-damping tower 5, the third crossbeam 6, the first longitudinal beam 101, and the first crossbeam 13 form a rectangular frame structure, while the vibration-damping tower 5, the third crossbeam 6, the two longitudinal beam assemblies 1, and the second crossbeam 4 form another rectangular frame structure. In other words, by providing more rectangular frame structures in the front cabin structure 100, the strength and rigidity of the front cabin structure 100 can be further improved.

[0116] In the above technical solution, the vibration-damping tower 5 and the third crossbeam 6 can form a rectangular frame structure with the first longitudinal beam 101 and the first crossbeam 13, and can also form a rectangular frame structure with the two longitudinal beam assemblies 1 and the second crossbeam 4, further enhancing the strength and rigidity of the front cabin structure 100. Furthermore, when the front cabin structure 100 is subjected to a collision in the third direction X or the second direction Y, the collision force applied to the first and second longitudinal beams 101 and 102 can be dispersed upward to the vibration-damping tower 5 and the third crossbeam 6, reducing the force applied to the first and second longitudinal beams 101 and 102 in the third direction X, improving the stability of the first and second longitudinal beams 101 and 102 during a collision, and thereby enhancing the reliability of the front cabin structure 100.

[0117] In some embodiments of the present application, as shown in Figures 1, 4, and 5, the front cabin structure 100 also includes a fourth crossbeam 7, which connects the two second longitudinal beams 102 and is located on a side of the second crossbeam 4 away from the torsion box 2.

[0118] The fourth cross beam 7 may be, but is not limited to, a tubular component, a plate component, or a columnar component. The connection between the fourth cross beam 7 and the second longitudinal beam 102 may be, but is not limited to, welding, bolting, and hot riveting.

[0119] In the above technical solution, the fourth crossbeam 7, the second crossbeam 4 and the two second longitudinal beams 102 constitute a rectangular frame structure, which can improve the stiffness and strength of the lower part of the front cabin structure 100. When the front cabin structure 100 collides and the collision force is transmitted to the second longitudinal beam 102, the collision force can be dispersed on the fourth crossbeam 7, the second crossbeam 4 and the two second longitudinal beams 102, reducing the force on the second longitudinal beam 102, thereby improving the stability of the second longitudinal beam 102 during the collision. Since the second longitudinal beam 102 is the main load-bearing component in the front cabin structure 100, the reliability of the front cabin structure 100 can be improved by reducing the damage to the second longitudinal beam 102.

[0120] In some embodiments of the present application, a motor suspension fixing portion (not shown) is provided on the fourth crossbeam 7 and the second crossbeam 4 .

[0121] The motor mount fixing portion may refer to a structure for mounting the motor mount. For example, the motor mount fixing portion may include, but is not limited to, a mounting hole and a connecting bolt. When the motor mount fixing portion is a mounting hole, the bolt on the motor mount may be installed in the mounting hole, thereby securing the motor mount to the fourth crossbeam 7 and the second crossbeam 4. When the motor mount fixing portion is a bolt, the bolt may directly engage with the hole on the motor mount.

[0122] In the above technical solution, since the motor mount is generally connected to the front sub-frame, it can be seen that the fourth crossbeam 7 and the second crossbeam 4 can integrate the functions of the front sub-frame. Compared with the related art that requires an independent front sub-frame to be connected to the frame, the fourth crossbeam 7 and the second crossbeam 4 integrate some of the functions of the front sub-frame, which can reduce the number of parts. Moreover, since the fourth crossbeam 7 and the second crossbeam 4 are directly connected to the second longitudinal beam 102, it is beneficial to reduce the volume of the front cabin structure 100, reduce the weight of the front cabin structure 100, and thus reduce costs.

[0123] In some embodiments of the present application, as shown in FIG1 , a suspension swing arm fixing portion 1021 is provided on the second longitudinal beam 102 .

[0124] The suspension arm fixing portion 1021 may refer to a structure for connecting the suspension arm. For example, the motor suspension fixing portion may be, but is not limited to, a mounting hole and a mounting support.

[0125] In the above technical solution, since the suspension swing arm is generally connected to the front sub-frame, it can be seen that the second longitudinal beam 102 can integrate the function of the front sub-frame, that is, the second longitudinal beam 102 can replace the front sub-frame to install the motor suspension fixing part. Compared with the related art that requires an independent front sub-frame to be connected to the frame, the second longitudinal beam 102 integrates part of the front sub-frame function, which can reduce the number of parts, thereby helping to reduce the volume of the front cabin structure 100, reduce the weight of the front cabin structure 100, and thus reduce costs.

[0126] In some embodiments of the present application, as shown in FIG1 , the second longitudinal beam 102 has a bent portion 1023 that bends toward the center of the front cabin structure 100. The bent portion 1023 can form an avoidance space on the outer side of the second longitudinal beam 102, thereby reducing interference with the installation of other components in the vehicle and facilitating the assembly of the entire vehicle.

[0127] In some embodiments of the present application, as shown in Figures 1, 4 and 5, there are two longitudinal structural components, which are spaced apart along the third direction X. The front cabin structure 100 also includes an anti-collision beam 9, which connects the two energy absorbing parts 8.

[0128] The anti-collision beam 9 may be, but is not limited to, a tubular component, a plate component, or a columnar component. The connection methods among the energy absorbing member 8, the anti-collision beam 9, and the first connecting member 3 include, but are not limited to, welding, bolting, and hot riveting.

[0129] When the front side of the front cabin structure 100 is impacted, the anti-collision beam 9 is impacted first and transfers the collision force to the energy absorbing member 8. The energy absorbing member 8 absorbs the collision energy, reducing the collision force on the first longitudinal beam 101 and the second longitudinal beam 102. Furthermore, because the anti-collision beam 9 is connected to the energy absorbing member 8, when the anti-collision beam 9 is impacted, the collision force is transferred to the two energy absorbing members 8 along the length of the anti-collision beam 9. This disperses the collision force, reducing the collision force on the energy absorbing member 8 and the anti-collision beam 9, and thus reduces the deformation of the front cabin structure 100, which helps reduce maintenance costs.

[0130] In the above technical solution, by arranging the energy-absorbing parts 8 and the anti-collision beam 9, the energy-absorbing effect of the front cabin structure 100 can be improved, the deformation of the front cabin structure 100 in the case of collision can be reduced, and the probability of damage to the first longitudinal beam 101 and the second longitudinal beam 102 in a low-speed collision can be reduced. Since the first longitudinal beam 101 and the second longitudinal beam 102 are key components of the front cabin structure 100, reducing the damage to the first longitudinal beam 101 and the second longitudinal beam 102 is conducive to improving the maintenance economy of low-speed collisions.

[0131] In some embodiments of the present application, as shown in Figures 1, 3, 4, and 5, the energy absorbing member 8 includes a first energy absorbing portion 81 and a second energy absorbing portion 82, and the anti-collision beam 9 includes a first beam body 91 and a second beam body 92, the first beam body 91 connects the two first energy absorbing portions 81, and the second beam body 92 connects the two second energy absorbing portions 82.

[0132] The cross-sections of the first energy absorbing portion 81 and the second energy absorbing portion 82 may be, but are not limited to, square, cylindrical, or the like. Alternatively, the shapes of the first energy absorbing portion 81 and the second energy absorbing portion 82 may be, but are not limited to, arcuate or columnar. For example, the first energy absorbing portion 81 and the second energy absorbing portion 82 may be columnar components extending along the second direction Y.

[0133] The first beam body 91 and the second beam body 92 may be, but are not limited to, tubular components, columnar components, and plate-shaped components. The connection methods among the first energy absorbing portion 81, the second energy absorbing portion 82, the first beam body 91, and the second beam body 92 may include, but are not limited to, welding, bolting, and hot riveting.

[0134] It can be understood that by configuring the energy absorbing member 8 to include a first energy absorbing portion 81 and a second energy absorbing portion 82, rather than a single, larger component, the processing difficulty and manufacturing cost of the energy absorbing member 8 can be reduced, while also reducing assembly complexity. When the cabin structure 100 is impacted, the probability of both the first energy absorbing portion 81 and the second energy absorbing portion 82 being struck simultaneously is relatively low, given the varying angles of impact each time. If only one of the first energy absorbing portion 81 and the second energy absorbing portion 82 is impacted, the other can remain intact or suffer minimal damage. Therefore, during repair, only the most severely damaged component can be replaced, improving repair efficiency.

[0135] Secondly, by configuring the anti-collision beam 9 to include a first beam body 91 and a second beam body 92, rather than configuring it as a single component of larger volume, the volume of the first beam body 91 and the second beam body 92 can be reduced, making assembly easier. The first beam body 91 and the second beam body 92 are relatively small in size, which can save materials and reduce costs. When the front cabin structure 100 is hit, considering that the collision position is different each time it is hit, the probability of the first beam body 91 and the second beam body 92 being hit at the same time is relatively low. When only one of the first beam body 91 and the second beam body 92 is hit, the other can be guaranteed to be intact or less damaged. Therefore, during maintenance, it is sufficient to replace the severely damaged component, which can improve the economic efficiency of maintenance.

[0136] Secondly, the first energy absorbing part 81, the second energy absorbing part 82, the first connecting part 3, and the first beam body 91 and the second beam body 92 at both ends of the second direction Y form a cage-like structure, which can improve the strength and rigidity of the front side of the front cabin structure 100, reduce the degree of deformation during collision, and thereby improve the overall reliability of the front cabin structure 100.

[0137] In the above technical solution, by configuring the energy absorbing member 8 to include a first energy absorbing portion 81 and a second energy absorbing portion 82, and the anti-collision beam 9 to include a first beam body 91 and a second beam body 92, the overall energy absorption effect of the front cabin structure 100 is improved while reducing component loss, saving materials, and reducing maintenance and manufacturing costs. Moreover, the first energy absorbing portion 81, the second energy absorbing portion 82, the first connecting member 3, the first beam body 91 and the second beam body 92 form a frame structure, which can further improve the overall strength and rigidity of the front cabin structure 100 and improve the structural stability of the front cabin structure 100.

[0138] In some embodiments of the present application, as shown in FIG. 4 and FIG. 5 , the front cabin structure 100 further includes a third connecting member 14 , which connects the first beam body 91 and the second beam body 92 .

[0139] The third connecting member 14 may be, but is not limited to, a tubular member, a columnar member, or a plate-shaped member. The connection between the third connecting member 14, the first beam 91, and the second beam 92 may be, but is not limited to, welding, bolting, and hot riveting.

[0140] It can be understood that the number of third connectors 14 and energy-absorbing members 8 is equal and corresponds one to one. Referring to Figures 4 and 5 , the third connector 14 can also be connected to the first beam 91 at one end and to the second beam 92 at the other end, so that the third connector 14, the first beam 91, and the second beam 92 form a rectangular frame structure. This can also improve the structural strength of the front side of the front cabin structure 100, reduce the probability of significant deformation of the first beam 91 and the second beam 92, and improve the collision performance of the front cabin structure 100.

[0141] In the above technical solution, by providing the third connecting member 14, during the MPDB collision process, the first beam body 91 and the second beam body 92 are simultaneously in contact with the obstacle, thereby reducing the intrusion amount of the obstacle avoidance and improving the collision stability.

[0142] In some embodiments of the present application, as shown in FIG. 4 , FIG. 5 , and FIG. 6 , the front cabin structure 100 further includes a fifth cross beam 11 , which connects the two first connecting members 3 and is located on the upper side of the longitudinal beam assembly 1 .

[0143] The fifth cross beam 11 may be, but is not limited to, a tubular component, a columnar component, or a plate-shaped component. The connection between the fifth cross beam 11 and the first connector 3 may be, but is not limited to, welding, bolting, and hot riveting.

[0144] In the above technical solution, the fifth cross member 11 and the first connectors 3 at both ends in the third direction X form a frame structure, which serves to enhance the strength and rigidity of the front cabin structure 100. Because the fifth cross member 11 is located above the first longitudinal beams 101 and the second longitudinal beams 102, when the front side of the front cabin structure 100 is impacted, the impact force applied to the longitudinal beam assembly 1 is transmitted upward along the first connectors 3 to the fifth cross member 11, dispersing the impact force and reducing the force applied to the first longitudinal beams 101 and the second longitudinal beams 102. This improves the frontal impact performance of the front cabin structure 100 and enhances its structural stability.

[0145] In some embodiments of the present application, an air conditioning box fixing portion is provided on the fifth crossbeam 11 .

[0146] The air conditioning box fixing portion may refer to a component that can fix the air conditioning box. For example, the air conditioning box fixing portion may include but is not limited to a mounting hole and a mounting seat, etc.

[0147] In the above technical solution, the fifth cross beam 11 not only enhances the strength and rigidity, but also serves to install the air-conditioning box. The integrated installation of the air-conditioning box by the fifth cross beam 11 is beneficial to reducing the number of parts, reducing the weight of the front cabin structure 100, saving materials, and reducing manufacturing costs.

[0148] According to the embodiment provided in the present application, a front cabin structure 100, based on the original single longitudinal beam structure, adds a second longitudinal beam 102 below the first longitudinal beam 101, and integrates a subframe at the same time. The first longitudinal beam 101 and the second longitudinal beam 102 are connected as a whole through the first connecting member 3 and the torsion box 2.

[0149] In the front cabin structure 100, the third direction X is the left-right direction, the second direction Y is the front-back direction, and the first direction Z is the up-down direction. The upper left first longitudinal beam 101 is welded to the upper left torsion box 2 as a whole, the lower left second longitudinal beam 102 is welded to the lower portion of the upper left torsion box 2 as a whole, and the upper left torsion box 2 is connected to the rear portion of the lower left second longitudinal beam 102 by spot welding and welding. The upper right first longitudinal beam 101 is welded to the upper right torsion box 2 as a whole, the lower right second longitudinal beam 102 is welded to the lower portion of the upper right torsion box 2 as a whole, and the upper right torsion box 2 is connected to the rear portion of the lower right second longitudinal beam 102 by spot welding and welding. The first connecting member 3 includes two front and rear end plates. The left front end plate is connected to the front portion of the upper left first longitudinal beam 101 and the front portion of the lower left second longitudinal beam 102 by welding, and the right front end plate is connected to the front portion of the upper right first longitudinal beam 101 and the front portion of the lower right second longitudinal beam 102 by welding.

[0150] The first energy absorbing portion 81 and the second energy absorbing portion 82 are energy absorbing boxes. The upper left and upper right first energy absorbing portions 81 and 81 are welded to the first beam body 91. The lower left and lower right second energy absorbing portions 82 and 82 are welded to the second beam body 92. The second beam body 92 is a calf beam. The second connecting member 10 is a vertical beam. The left and right second connecting members 10 are welded to the front of the first energy absorbing portion 81 and the second energy absorbing portion 82. The left rear end plate is welded to the rear of the upper left first energy absorbing portion 81 and the lower left second energy absorbing portion 82. The right rear end plate is welded to the rear of the upper right first energy absorbing portion 81 and the lower right second energy absorbing portion 82.

[0151] The front end plate and the rear end plate are connected into a whole by bolts.

[0152] The fourth crossbeam 7 and the second crossbeam 4 are welded to the lower left second longitudinal beam 102 and the lower right second longitudinal beam 102. The first crossbeam 13 is spot welded and welded to the upper left torsion box 2 and the upper right torsion box 2. The left vibration damping tower 5 is welded and bolted to the upper left first longitudinal beam 101, and the right vibration damping tower 5 is welded and bolted to the upper right first longitudinal beam 101. The third crossbeam 6 is bolted to the left vibration damping tower 5 and the right vibration damping tower 5.

[0153] The lower left second longitudinal beam 102 and the lower right second longitudinal beam 102 are integrated with the fixing points of the suspension swing arms, and the fourth crossbeam 7 and the second crossbeam 4 are integrated with the fixing points of the motor suspension.

[0154] The upper first longitudinal beam 101 and the lower second longitudinal beam 102 are connected as a whole via end plates, vertical beams, and cross beams, forming a cage-like structure. By adjusting the cross-sections of the first and second longitudinal beams 101, 102, the cross-sectional forces of the first and second longitudinal beams 101, 102 are maintained at a reasonable level to meet collision regulations. This structure can meet the demanding requirements of large tires, short front overhangs, and short L113. Furthermore, compared to traditional single-beam structures, the cross-section of the first longitudinal beam 101 is significantly reduced, thereby reducing the height difference between the first longitudinal beam 101 and the door sill in the first Z direction, thereby improving collision stability. Furthermore, the integrated design of the body and chassis subframe reduces weight while improving the overall structural rigidity of the front compartment.

[0155] In a second aspect, as shown in FIG7 , an embodiment of the present application further provides a load-bearing vehicle body 1000 , comprising the front cabin structure 100 described above.

[0156] 7 , it should be noted that the monocoque 1000 may further include a body frame 300, and the front cabin structure 100 is connected to the front side of the body frame 300. Other structures and operations of the monocoque 1000 are known to those skilled in the art and will not be described in detail here.

[0157] A monocoque 1000 vehicle has no frame. Instead, the body serves as the mounting base for the engine and chassis assemblies, acting as both a frame and bearing all loads. Therefore, collision damage to a monocoque requires replacement of the entire vehicle, which is costly. By enhancing the structural strength and rigidity of a monocoque, the likelihood of replacement can be reduced, thus lowering costs.

[0158] In the above technical solution, the front cabin structure 100 can greatly improve its structural strength and rigidity by setting the longitudinal beam assembly 1 as a double longitudinal beam structure and forming multiple frame structures inside. The front cabin structure 100 has better impact resistance, which improves collision stability and collision efficiency. While improving the overall strength and rigidity, the length dimension of the front cabin structure 100 can be relatively small, and the longitudinal beam assembly 1 has a relatively large cross-sectional area, which is conducive to reducing the height difference between the longitudinal beam located on the upper side of the first longitudinal beam 101 and the second longitudinal beam 102 and the door sill. Therefore, it can meet the layout requirements of large tires, short front overhang and short L113 in the overall vehicle design.

[0159] In a third aspect, an embodiment of the present application further provides a vehicle, comprising the front cabin structure 100 or the load-bearing body 1000 described above.

[0160] In the above technical solution, because the longitudinal beam assembly 1 in the front cabin structure 100 or the load-bearing body 1000 is a double longitudinal beam structure and can form multiple frame structures, the front cabin structure 100 or the load-bearing body 1000 can have a front overhang structure with high strength and rigidity, thereby improving the rigidity and strength of the vehicle's front cabin structure, enhancing the vehicle's collision performance, and improving the safety of the vehicle's occupants. At the same time, because the length of the front overhang structure can be relatively small and the longitudinal beam assembly 1 has a relatively large cross-sectional area, it is beneficial to reduce the height difference between the upper longitudinal beam of the first longitudinal beam 101 and the second longitudinal beam 102 and the door sill, thereby meeting the layout requirements of large tires, a short front overhang, and a short L113 in the overall vehicle design.

[0161] It should be noted that, unless there is any conflict, the embodiments and features in the embodiments of this application can be combined with each other.

[0162] The above are merely preferred embodiments of the present application and are not intended to limit the present application. Persons skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A front cabin structure, wherein: include: A longitudinal structural component, the longitudinal structural component comprising: a longitudinal beam assembly, the longitudinal beam assembly comprising a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam being spaced apart in a first direction and extending in a second direction; a torsion box, the torsion box being located at one end of the longitudinal beam assembly in the second direction; A first connecting member is located at the other end of the longitudinal beam assembly in the second direction, and the first connecting member connects the first longitudinal beam and the second longitudinal beam.

2. The front cabin structure according to claim 1, wherein: The torsion box is connected to the first longitudinal beam and / or the second longitudinal beam.

3. The front cabin structure according to claim 1 or 2, wherein: The longitudinal structural assembly further includes an energy absorbing member, which is disposed on a side of the first connecting member away from the longitudinal beam assembly and connected to the first connecting member.

4. The front cabin structure according to claim 3, wherein: A vertical plane passes through the first longitudinal beam and is parallel to the second direction. The energy absorbing member has a first side thrust surface. In the direction from the first connecting member toward the longitudinal beam assembly, the distance between the first side thrust surface and the vertical plane gradually increases.

5. The front cabin structure according to claim 4, wherein: The energy absorbing member includes a first energy absorbing portion and a second energy absorbing portion that are spaced apart from each other, and the first energy absorbing portion and the second energy absorbing portion are formed with the first side thrust surface.

6. The front cabin structure according to claim 5, wherein: The longitudinal structural assembly further includes a second connecting member, wherein the second connecting member connects the first energy absorbing portion and the second energy absorbing portion.

7. The front cabin structure according to any one of claims 1 to 6, wherein: The longitudinal structural component also includes: an upper longitudinal beam, which is located on the upper side of the first longitudinal beam, and the upper longitudinal beam has a second side thrust surface, which is a vertical surface passing through the first longitudinal beam and parallel to the second direction, and in the direction from the first connecting member toward the longitudinal beam assembly, the distance between the second side thrust surface and the vertical surface gradually increases.

8. The front cabin structure according to any one of claims 1 to 7, wherein: The second longitudinal beam is provided with a fourth connecting member, and the second longitudinal beam is connected to the torsion box via the fourth connecting member.

9. The front cabin structure according to any one of claims 1 to 8, wherein: The second longitudinal beam includes a first part, a second part and a third part. One end of the second part is connected to the first part, and the other end is connected to the third part. The first part is connected to the first connecting member.

10. The front cabin structure according to any one of claims 1 to 9, wherein: The first longitudinal beam has a first end connected to the first connecting member, and the second longitudinal beam has a second end connected to the first connecting member, and the second end is located directly below the first end.

11. The front cabin structure according to any one of claims 1 to 10, wherein: There are two longitudinal structural components, and the two longitudinal structural components are spaced apart along the third direction.

12. The front cabin structure according to claim 11, wherein: The first direction is a vertical direction, the first longitudinal beam is located on the upper side of the second longitudinal beam, and the front cabin structure further includes: a first cross beam, the first cross beam being located on an upper side of the second longitudinal beam and connecting the two torsion boxes; A second cross beam, wherein the second cross beam connects the two second longitudinal beams.

13. The front cabin structure according to claim 12, wherein: The longitudinal structural assembly further includes a vibration-damping tower, which is connected to the upper portion of the first longitudinal beam. The front cabin structure further includes a third cross beam, which connects two vibration-damping towers.

14. The front cabin structure according to claim 12 or 13, wherein: The front cabin structure further includes: a fourth cross beam, the fourth cross beam connects the two second longitudinal beams, and the fourth cross beam is located on a side of the second cross beam away from the torsion box.

15. The front cabin structure according to claim 14, wherein: The fourth cross beam and the second cross beam are provided with motor suspension fixing parts.

16. The front cabin structure according to any one of claims 12 to 15, wherein: The second longitudinal beam is provided with a suspension swing arm fixing portion.

17. The front cabin structure according to claim 3, wherein: There are two longitudinal structural components, which are spaced apart along a third direction. The front cabin structure further includes an anti-collision beam, which connects the two energy absorbing parts.

18. The front cabin structure according to claim 17, wherein: The energy absorbing member includes a first energy absorbing portion and a second energy absorbing portion, and the anti-collision beam includes a first beam body and a second beam body, wherein the first beam body connects two of the first energy absorbing portions, and the second beam body connects two of the second energy absorbing portions.

19. The front cabin structure according to claim 18, wherein: The front cabin structure further includes: a third connecting member, the energy absorbing member is provided with the third connecting member corresponding to the energy absorbing member, and the third connecting member connects the first beam body and the second beam body.

20. The front cabin structure according to any one of claims 11 to 19, wherein: The front cabin structure also includes: a fifth cross beam, which connects the two first connecting members and is located on the upper side of the longitudinal beam assembly.

21. The front cabin structure according to claim 20, wherein: An air conditioning box fixing portion is provided on the fifth cross beam.

22. A load-bearing vehicle body, wherein: The invention comprises a front cabin structure as claimed in any one of claims 1 to 21.

23. A vehicle, wherein: It comprises the front cabin structure as claimed in any one of claims 1 to 21, or the load-bearing body as claimed in claim 22.

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