Dash panel for vehicle, front compartment structure, and vehicle

Abstract

A dash panel (13) for a vehicle, being connected to front longitudinal beams (12) of the vehicle. The dash panel is of an integrally formed structure, and a plurality of dash panel structural regions having different thicknesses are formed in the width direction of the vehicle. Dash panel structural regions having a thinner thickness can reduce the weight of the whole vehicle, achieving lightweight of the vehicle; and dash panel structural regions having a thicker thickness can enhance the structural strength and rigidity of the dash panel, so that when the vehicle collides, the dash panel can bear certain impact force without bending. Also provided are a vehicle front compartment structure (100) provided with the dash panel and a vehicle (200). The dash panel and the front compartment structure enable good structural strength and rigidity of the vehicle, improving the safety and reliability of the vehicle in the operating process.

Description

Used for vehicle front bulkhead, front compartment structure and vehicle

[0001] This application claims priority to Chinese patent application No. 202421000769.9, filed on May 9, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to a front bulkhead, front compartment structure, and vehicle for use in a vehicle. Background Technology

[0003] The front bulkhead is an important component of the front of a vehicle. It connects the engine compartment and the passenger compartment and serves as the outer shell of the front of the vehicle. The front compartment structure houses important components such as the engine, cooling system, and steering system. Summary of the Invention

[0004] This disclosure aims to at least address one of the technical problems existing in the related art. To this end, this disclosure proposes a front bulkhead for a vehicle. According to some embodiments of this disclosure, the front bulkhead forms multiple front bulkhead structural regions of varying thicknesses in the width direction of the vehicle. Thinner front bulkhead structural regions can reduce the overall vehicle weight, achieving vehicle lightweighting, while thicker front bulkhead structural regions can enhance the structural strength and rigidity of the front bulkhead, enabling the front bulkhead to withstand a certain impact force without bending during a vehicle collision.

[0005] This disclosure also proposes a front cabin structure having the aforementioned front bulkhead.

[0006] This disclosure also proposes a vehicle having the aforementioned front compartment structure.

[0007] According to this disclosure, the front bulkhead is adapted to be connected to the front longitudinal beam of a vehicle; the front bulkhead is an integrally formed structure, and the front bulkhead has multiple front bulkhead structural areas of varying thicknesses in the width direction of the vehicle.

[0008] According to this disclosure, the front bulkhead is manufactured using an integral molding technology, and the front bulkhead has multiple front bulkhead structural areas of varying thicknesses in the width direction of the vehicle. The thinner front bulkhead structural areas can reduce the overall vehicle weight, achieving vehicle lightweighting, while the thicker front bulkhead structural areas can enhance the structural strength and rigidity of the front bulkhead, enabling the front bulkhead to withstand a certain impact force without bending when the vehicle collides.

[0009] According to some embodiments of this disclosure, in the width direction of the vehicle, the plurality of front bulkhead structural regions of unequal thickness include at least a first region and a second region, wherein the thickness of the first region is not equal to the thickness of the second region.

[0010] According to some embodiments of this disclosure, the first region includes a middle section; the second region includes a first extension section and a second extension section, the first extension section and the second extension section being disposed on both sides of the middle section in the width direction; the first extension section and the second extension section are integrally formed with the middle section, and the thickness of the middle section is less than the thickness of the first extension section and the thickness of the second extension section.

[0011] According to some embodiments of this disclosure, the thickness of the intermediate segment is h1, the thickness of the first extension segment and the thickness of the second extension segment are both h2, and the thicknesses of h1 and h2 satisfy: 0.3≤h1 / h2≤0.75.

[0012] According to some embodiments of this disclosure, the front bulkhead further includes: a front bulkhead transition section, which is disposed on both sides of the intermediate section in the width direction of the vehicle and connected to the first extension section and the second extension section respectively; at least a portion of the thickness of the front bulkhead transition section is greater than the thickness of the intermediate section, and at least a portion of the thickness of the front bulkhead transition section is less than the thickness of the first extension section and the thickness of the second extension section.

[0013] According to some embodiments of this disclosure, the thickness of the front bulkhead transition section gradually increases or increases in steps in the direction away from the middle section.

[0014] According to some embodiments of this disclosure, the width of the vehicle is d, the width of the intermediate section is d1, the width of the first extension section and the second extension section is d2, and the width of the transition section is d3. The d1 and d, d2 and d, and d3 and d respectively satisfy: 30% ≤ d1 / d ≤ 32%; 14% ≤ d2 / d ≤ 18%; and 1% ≤ d3 / d ≤ 3%.

[0015] According to some embodiments of this disclosure, the thickness of the intermediate segment is the average of the thicknesses at multiple sampling points on the intermediate segment; the thickness of the first extension segment is the average of the thicknesses at multiple sampling points on the first extension segment; and the thickness of the second extension segment is the average of the thicknesses at multiple sampling points on the second extension segment.

[0016] The front compartment structure according to this disclosure is briefly described below.

[0017] The front compartment structure of this disclosure is provided with a front bulkhead as described in any of the above embodiments. Since the front compartment structure of this disclosure is provided with a front bulkhead as described in any of the above embodiments, and at least one front longitudinal beam is also provided in the front compartment structure, the at least one front longitudinal beam is connected to the front bulkhead, so that when the vehicle is hit by a collision, the front longitudinal beam can transfer the impact force to the front bulkhead, and then transfer it to other structures in the vehicle body, thereby reducing the impact force on the front bulkhead, reducing the intrusion of the front bulkhead when the vehicle is hit by a collision, and improving the reliability of the front compartment structure.

[0018] According to some embodiments of this disclosure, the front cabin structure includes a front crossbeam disposed on the front side of the front bulkhead, and the front crossbeam is connected to at least one front longitudinal beam and the front bulkhead respectively.

[0019] According to some embodiments of this disclosure, the front crossbeam is formed with a plurality of front crossbeam structural regions of varying thickness in the width direction of the vehicle.

[0020] According to some embodiments of this disclosure, in the width direction of the vehicle, a plurality of front crossbeam structural regions of unequal thickness include a first structural region and a second structural region, wherein the thickness of the first structural region is not equal to the thickness of the second structural region.

[0021] According to some embodiments of this disclosure, the first structural region includes a first segment; the second structural region includes a second segment and a third segment, the second segment and the third segment being disposed at both ends of the first segment along the width direction, and the thickness of the first segment being less than the thickness of the second segment and the thickness of the third segment.

[0022] According to some embodiments of this disclosure, the at least one front longitudinal beam includes two front longitudinal beams, and the two front longitudinal beams are respectively connected to the second segment and the third segment.

[0023] According to some embodiments of this disclosure, the front cabin structure further includes: A-pillars, which are disposed on both sides of the front bulkhead in the width direction and are connected to the front bulkhead.

[0024] According to some embodiments of this disclosure, the two ends of the front crossbeam extending in the width direction are respectively connected to the A-post, the second segment is connected to the A-post, and the third segment is connected to the A-post.

[0025] According to some embodiments of this disclosure, a front crossbeam transition section is provided between the first segment and the second segment, and between the first segment and the third segment, respectively. At least a portion of the thickness of the front crossbeam transition section is less than the thickness of the second segment and the thickness of the third segment, respectively; at least a portion of the thickness of the front crossbeam transition section is greater than the thickness of the first segment. According to some embodiments of this disclosure, the second segment includes: a second segment body and a first inclined segment, the first inclined segment being connected to the A-pillar, and the thickness of the first inclined segment being greater than the thickness of the second segment body; the third segment includes: a third segment body and a second inclined segment, the second inclined segment being connected to the A-pillar, and the thickness of the second inclined segment being greater than the thickness of the third segment body.

[0026] According to some embodiments of this disclosure, the thickness of the first segment is the average of the thicknesses at multiple sampling points on the first segment; the thickness of the second segment body is the average of the thicknesses at multiple sampling points on the second segment body; the thickness of the third segment body is the average of the thicknesses at multiple sampling points on the third segment body; the thickness of the front crossbeam transition segment is the average of the thicknesses at multiple sampling points on the front crossbeam transition segment; the thickness of the first inclined segment is the average of the thicknesses at multiple sampling points on the first inclined segment; and the thickness of the second inclined segment is the average of the thicknesses at multiple sampling points on the second inclined segment.

[0027] According to some embodiments of this disclosure, in the height direction of the vehicle, the upper part of the front crossbeam is flush with the upper part of the at least one front longitudinal beam.

[0028] According to some embodiments of this disclosure, the plurality of front bulkhead structural areas include at least a first area and a second area, wherein the first structural area is disposed corresponding to the first area and the second area is disposed corresponding to the second structural area.

[0029] According to some embodiments of this disclosure, the front crossbeam is at least partially spaced from the front bulkhead to form a first cavity that extends to the A-pillar in the width direction of the vehicle.

[0030] According to some embodiments of this disclosure, the front compartment structure further includes: a center channel assembly disposed on the rear side of the front bulkhead and connected to the front bulkhead, wherein the projection of the center channel assembly in the vehicle longitudinal direction at least partially overlaps with the projection of the front crossbeam in the vehicle longitudinal direction.

[0031] According to some embodiments of this disclosure, the central channel assembly forms a second inner cavity extending in the front-rear direction, the second inner cavity being directly opposite at least a portion of the projection of the first inner cavity in the front-rear direction; in the projection in the front-rear direction, the projection area of ​​the first inner cavity is S1, the projection area of ​​the second inner cavity is S2, and S1 and S2 satisfy: S1 / S2≥50%.

[0032] According to some embodiments of this disclosure, the front compartment structure further includes a battery pack, the front end of which is connected to the front bulkhead.

[0033] The vehicle according to this disclosure is briefly described below.

[0034] The vehicle according to this disclosure includes the front compartment structure described in any of the above embodiments. Since the vehicle according to this disclosure is provided with the front compartment structure of the above embodiments, the vehicle has good structural strength and rigidity, which makes the vehicle strong in frontal impact or small-sided impact, thereby improving the safety and reliability of the vehicle during operation.

[0035] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0036] At least one of the above or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0037] Figure 1 is a front view of the front cabin structure according to some embodiments of the present disclosure;

[0038] Figure 2 is a bottom view of the front cabin structure according to some embodiments of the present disclosure;

[0039] Figure 3 is a schematic diagram of the front longitudinal beam, the front cross beam, and the front bulkhead according to some embodiments of the present disclosure;

[0040] Figure 4 is a cross-sectional view of the central channel according to some embodiments of the present disclosure;

[0041] Figure 5 is a schematic diagram of the connection between the first inner cavity and the second inner cavity according to some embodiments of the present disclosure;

[0042] Figure 6A is an exploded view of the forward compartment structure according to some embodiments of the present disclosure;

[0043] Figure 6B is a structural diagram of the front cabin structure according to some embodiments of the present disclosure;

[0044] Figure 7 is a structural diagram of the front crossbeam according to some embodiments of the present disclosure;

[0045] Figure 8 is a structural diagram of the front bulkhead according to some embodiments of the present disclosure;

[0046] Figure 9 is a cross-sectional view along line AA in Figure 8;

[0047] Figure 10 is a schematic diagram of the forces acting on the sill beam and the battery pack frame in resisting deformation according to some embodiments of the present disclosure;

[0048] Figure 11 is a schematic diagram of the connection between the battery pack and the rear crossbeam of the seat according to some embodiments of the present disclosure;

[0049] Figure 12 is a block diagram of a vehicle according to some embodiments of the present disclosure.

[0050] Reference numerals: 100, Front compartment structure; 11, Front crossbeam; 111, First section; 112, Second section body; 113, Third section body; 114, First inclined section; 115, Second inclined section; 101, First inner cavity; 116, Front crossbeam transition section; 117, Middle transition section; 12, Front longitudinal beam; 121, Longitudinal beam; 122, Longitudinal beam end plate; 123, Rear section of end plate; 124, Longitudinal beam connecting plate; 13, Front bulkhead; 131, Middle section; 132, First extension section; 133, Second extension section; 134, Front bulkhead transition section; 14, A-pillar; 15, Central tunnel assembly; 102, Second inner cavity; 16, Sill beam; 161, Reinforcing beam; 17, Battery pack; 171, Battery cell; 172, Battery pack crossbeam; 18, Rear seat crossbeam; 200, Vehicle. Detailed Implementation

[0051] The embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this disclosure, and should not be construed as limiting this disclosure.

[0052] In related technologies, in traditional vehicles, in order to achieve better force transmission, the front bulkhead also participates in the front force transmission and has high structural strength, resulting in a large weight of the front bulkhead, which is not conducive to vehicle lightweighting.

[0053] The following description, with reference to the accompanying drawings, describes a front bulkhead for a vehicle according to some embodiments of the present disclosure.

[0054] According to some embodiments of the present disclosure, the front bulkhead 13 is adapted to be connected to the front longitudinal beam of a vehicle; the front bulkhead 13 is an integrally formed structure, and the front bulkhead 13 has a plurality of front bulkhead structural areas of varying thicknesses in the width direction of the vehicle.

[0055] In some embodiments, the front bulkhead 13 is manufactured using a one-piece molding technology, reducing the production steps and lowering the production cost. Furthermore, because the one-piece molding technology utilizes a mold for direct forming, it avoids errors and deformations that may occur in traditional processing, thus significantly improving the precision and quality of the front bulkhead 13. In addition, the front bulkhead 13 has multiple structural areas of varying thicknesses along the width direction of the vehicle. Thinner structural areas can reduce the overall vehicle weight, achieving vehicle lightweighting. In the event of a collision, the thinner structural areas can undergo a certain amount of deformation to reduce injury to passengers in the passenger compartment, while the thicker structural areas have higher structural strength and rigidity, making them less prone to bending under stress. In the event of a collision, the thicker structural areas can withstand a certain amount of impact force and transfer it to other structures on the vehicle body, improving the stability and reliability of the front bulkhead 13 in transmitting force during a collision.

[0056] According to some embodiments of this disclosure, the front bulkhead 13 is manufactured by integral molding technology, and the front bulkhead 13 has multiple front bulkhead structural areas of varying thicknesses in the width direction of the vehicle. The thinner front bulkhead structural areas can reduce the overall vehicle weight and achieve vehicle lightweighting, while the thicker front bulkhead structural areas can enhance the structural strength and rigidity of the front bulkhead 13, so that the front bulkhead 13 can withstand a certain impact force without bending when the vehicle collides.

[0057] According to some embodiments of this disclosure, in the width direction of the vehicle, the plurality of front bulkhead structural areas include at least a first region and a second region, wherein the thickness of the first region is not equal to the thickness of the second region.

[0058] In some embodiments, a plurality of front bulkhead structural regions of varying thickness are provided on the front bulkhead 13 in the width direction of the vehicle. These regions can be divided into at least a first region and a second region. The thickness of the first region is not equal to the thickness of the second region; that is, the thickness of the first region is greater than or less than the thickness of the second region. The first region can be a thinner structural region to reduce the overall vehicle weight, achieving vehicle lightweighting. When a collision occurs, the first region can undergo a certain amount of deformation to reduce injury to passengers in the passenger compartment. The second region can be a thicker structural region with higher structural strength and stiffness, making it less prone to bending under stress. When a collision occurs, the second region can withstand a certain amount of impact force and transfer it to other structures on the vehicle body, improving the stability and reliability of the front bulkhead 13 in transmitting force during a collision.

[0059] Referring to Figures 8 and 9, in some embodiments of the present disclosure, the front panel 13 has a first region being a middle section 131; and a second region being a first extension section 132 and a second extension section 133, which are disposed on both sides of the middle section 131 in the width direction. The first extension section 132 and the second extension section 133 are integrally formed with the middle section 131, and the thickness of the middle section 131 is less than the thickness of the first extension section 132 and the thickness of the second extension section 133.

[0060] In some embodiments, the front bulkhead 13 is composed of a middle section 131, a first extension section 132, and a second extension section 133. The middle section 131 is set as a first region, and the first extension section 132 and the second extension section 133 are set as a second region. The first extension section 132 and the second extension section 133 are respectively disposed on both sides of the middle section 131 in the width direction. The thickness of the first extension section 132 and the second extension section 133 is greater than the thickness of the middle section 131. The thickness of the first extension section 132 can be equal to the thickness of the second extension section 133. That is, within the entire front bulkhead 13, the middle section 131 uses the thinnest part material, and the first extension section 132 and the second extension section 133 use the thickest part material. This design can reduce the overall vehicle weight and achieve vehicle lightweighting. On the other hand, the structural strength of the middle section 131 is lower than that of the first extension section 132 and the second extension section 133. In the event of a collision in the vehicle, the middle section 131 can undergo a certain deformation to reduce the damage to passengers in the passenger compartment.

[0061] Because of the high structural strength and rigidity of the first extension section 132 and the second extension section 133, the first extension section 132 and the second extension section 133 are not easily bent under stress. During a collision, the first extension section 132 and the second extension section 133 can stably and reliably bear the impact force from the front longitudinal beam 12 (see Figure 1) without deformation, and transfer part of the impact force to other structures of the vehicle body, thereby improving the stability and reliability of the front bulkhead 13 in transmitting force during a collision inside the vehicle.

[0062] According to some embodiments of the present disclosure, the thickness of the middle section 131 of the front panel 13 is h1, and the thickness of the first extension section 132 and the second extension section 133 is h2, and the ratio of h1 to h2 is greater than or equal to 0.3 and less than or equal to 0.75 (0.3≤h1 / h2≤0.75).

[0063] When the thickness h1 of the intermediate section 131 and the thickness h2 of the first extension section 132 and the second extension section 133 satisfy the above-mentioned proportional relationship, it can reduce the overall vehicle weight and manufacturing cost while ensuring that the first extension section 132 and the second extension section 133 have high structural strength and rigidity and are not easily bent under stress. This improves the stability and reliability of the front bulkhead 13 in transmitting impact force when a collision occurs inside the vehicle. It also allows the intermediate section 131 to undergo a certain deformation when a collision occurs inside the vehicle, so as to reduce the damage to passengers in the passenger compartment.

[0064] Referring to Figures 8 and 9, the front bulkhead 13 according to some embodiments of the present disclosure further includes a front bulkhead transition section 134, which is disposed on both sides of the intermediate section 131 in the width direction of the vehicle and is connected to the first extension section 132 and the second extension section 133, respectively. At least a portion of the front bulkhead transition section 134 has a thickness greater than the thickness of the intermediate section 131, and at least a portion of the front bulkhead transition section 134 has a thickness less than the thickness of the first extension section 132 and the second extension section 133.

[0065] In some embodiments, a front bulkhead transition section 134 is also provided within the front bulkhead 13. The front bulkhead transition section 134 is disposed between the first extension section 132 and the intermediate section 131. The front bulkhead transition section 134 is also disposed between the second extension section 133 and the intermediate section 131. Since the thicknesses of the first extension section 132, the second extension section 133 and the intermediate section 131 are different, the cross-sectional area of ​​the front bulkhead 13 at different positions will change. This may lead to insufficient strength of the welded joint during the welding process. Therefore, in order to ensure that the welded joint has sufficient strength, additional welding points are needed to enhance the strength of the connection.

[0066] Since the thickness of the first extension section 132 and the thickness of the second extension section 133 are greater than the thickness of the front bulkhead transition section 134, and the thickness of the middle section 131 is less than the thickness of the front bulkhead transition section 134, that is, the thickness of the front bulkhead transition section 134 is between the thickness of the first extension section 132 and the thickness of the middle section 131, and between the thickness of the second extension section 133 and the thickness of the middle section 131, the setting of the front bulkhead transition section 134 makes the cross-sectional area of ​​the front bulkhead 13 more uniform, eliminating the need to add welding points and making the assembly of the front bulkhead 13 more convenient. In addition, it also allows the front bulkhead 13 to have a certain adjustment space during the assembly process as needed.

[0067] As shown in Figure 9, the thickness of the transition section 134 of the front bulkhead can be set to h3, the thickness of the middle section 131 to h1, and the thicknesses of the first extension section 132 and the second extension section 133 to h2. h1, h2, and h3 satisfy the following relationship: h1 < h3 < h2. When h1, h2, and h3 satisfy the above relationship, the cross-sectional area of ​​the front bulkhead 13 can be made more uniform, eliminating the need for additional welding points and making the assembly of the front bulkhead 13 more convenient. In addition, the weight of the front bulkhead 13 can be reduced, achieving vehicle lightweighting while meeting the required structural strength.

[0068] According to some embodiments of the present disclosure, the thickness of the front bulkhead 13 transition section 134 gradually increases or steps away from the intermediate section 131. This ensures the connection strength between the intermediate section and the first extension section 132, and between the intermediate section and the second extension section 133, while making the cross-sectional area of ​​the front bulkhead 13 more uniform. This eliminates the need for additional welding points, making the assembly of the front bulkhead 13 more convenient. Here, "stepping" refers to the thickness of the front bulkhead transition section 134 increasing progressively, and the amount of thickness increase between each level can be a fixed value or a non-fixed value.

[0069] According to some embodiments of this disclosure, the width of the vehicle is d, the width of the middle section 131 is d1, the width of the first extension section 132 and the second extension section 133 is d2, and the width of the front bulkhead transition section 134 is d3. d1, d2 and d3 satisfy the following conditions with respect to d: the ratio of d1 to d is greater than or equal to 30% and less than or equal to 32% (30% ≤ d1 / d ≤ 32%); the ratio of d2 to d is greater than or equal to 14% and less than or equal to 18% (14% ≤ d2 / d ≤ 18%); and the ratio of d3 to d is greater than or equal to 1% and less than or equal to 3% (1% ≤ d3 / d ≤ 3%).

[0070] In some embodiments, the width of the vehicle is set to d, the width of the middle section 131 is set to d1, the widths of the first extension section 132 and the second extension section 133 are both set to d2, and the width of the front bulkhead transition section 134 is set to d3. d1 / d, d2 / d, and d3 / d satisfy the following relationships: 30% ≤ d1 / d ≤ 32%; 14% ≤ d2 / d ≤ 18%; 1% ≤ d3 / d ≤ 3%, that is, the middle section 131 accounts for 30% to 32% of the total vehicle width, the first extension section 132 and the second extension section 133 account for 14% to 18% of the total vehicle width, and the front bulkhead transition section 134 accounts for 1% to 3% of the total vehicle width. Understandably, the middle section 131 can cover most of the passenger compartment. When the vehicle is involved in a collision, the middle section 131 can deform to a certain extent to reduce the damage to the passengers in the passenger compartment. The first extension and the second extension section 133 are located on both sides in at least part of the passenger compartment width direction to facilitate connection with the A-pillar for force transmission and reduce the intrusion of the entire front bulkhead 13.

[0071] According to some embodiments of this disclosure, the thickness of the intermediate segment 131 is the average of the thicknesses at multiple sampling points on the intermediate segment 131; the thickness of the first extension segment 132 is the average of the thicknesses at multiple sampling points on the first extension segment 132; and the thickness of the second extension segment 133 is the average of the thicknesses at multiple sampling points on the second extension segment 133. A sampling point refers to any point selected to measure the material thickness at that point. Material thickness refers to the thickness of the material. All thicknesses mentioned throughout this disclosure are the average of the thicknesses at multiple sampling points within the corresponding area. Some embodiments of this disclosure, by selecting multiple sampling points on the intermediate segment 131, multiple sampling points on the first extension segment 132, and multiple sampling points on the second extension segment 133, and calculating the average thickness of each sampling point, can reduce the error present in a single measurement, thereby making the overall value more accurate and improving the accuracy and reliability of the measurement results.

[0072] The following is a brief description of the forward cabin structure 100 according to this disclosure.

[0073] Referring to Figures 1 and 2, the front compartment structure 100 according to some embodiments of the present disclosure is provided with any of the front bulkheads 13 described in the above embodiments. Since the front compartment structure 100 according to some embodiments of the present disclosure is provided with any of the front bulkheads 13 described in the above embodiments, and at least one front longitudinal beam 12 is also provided inside the front compartment structure 100, the front longitudinal beam 12 is connected to the front bulkhead 13, so that when the vehicle is involved in a collision, the front longitudinal beam 12 can transfer the impact force received by it to the front bulkhead 13, and then the front bulkhead 13 can transfer it to other structures inside the vehicle body, thereby reducing the impact force received by the front bulkhead 13, reducing the intrusion of the front bulkhead 13 when the vehicle is involved in a collision, and thus improving the reliability of the front compartment structure 100.

[0074] Referring to Figures 1 to 3, the front cabin structure 100 according to some embodiments of the present disclosure includes a front crossbeam 11, which is disposed on the front side of the front bulkhead 13 and is connected to the front longitudinal beam 12 and the front bulkhead 13.

[0075] In some embodiments, the front crossbeam 11 is disposed on the front side of the front bulkhead 13, the front crossbeam 11 extends in the width direction, the front crossbeam 11 is disposed between the front longitudinal beam 12 and the front bulkhead 13, at least part of the front crossbeam 11 is connected to the front bulkhead 13, and the front longitudinal beam 12 is disposed on the side of the front crossbeam 11 away from the front bulkhead 13. When the vehicle collides, the collision force on the front longitudinal beam 12 is first transmitted to the front crossbeam 11, and then transmitted from the front crossbeam 11 to the front bulkhead 13, thereby reducing the collision force on the front bulkhead 13, reducing the intrusion of the front bulkhead 13, and improving the reliability of the passenger compartment.

[0076] According to some embodiments of this disclosure, the front crossbeam 11 is formed with a plurality of front crossbeam structural regions of varying thickness in the width direction of the vehicle.

[0077] In some embodiments, the front crossbeam 11 has multiple front crossbeam structural areas of varying thicknesses in the width direction of the vehicle. The thinner front crossbeam structural areas can reduce the overall vehicle weight, achieving vehicle lightweighting. The thicker front crossbeam structural areas have higher structural strength and rigidity, and are not easily bent under stress. When the vehicle collides, the thicker front crossbeam structural areas can withstand a certain impact force and transfer the impact force to other structures in the vehicle body, improving the stability and reliability of the front crossbeam 11 in transmitting impact force when the vehicle collides, and ensuring the safety of passengers in the passenger compartment when the vehicle collides.

[0078] According to some embodiments of this disclosure, in the width direction of the vehicle, a plurality of front crossbeam structural regions of unequal thickness include a first structural region and a second structural region, wherein the thickness of the first structural region and the thickness of the second structural region are not equal.

[0079] In some embodiments, multiple front crossbeam structural regions of varying thickness are provided on the front crossbeam 11 in the width direction of the vehicle. These multiple front crossbeam structural regions of varying thickness can be divided into a first structural region and a second structural region. The thickness of the first structural region is not equal to the thickness of the second structural region, that is, the thickness of the first structural region is greater than or less than the thickness of the second structural region. When the first structural region is set to be a thinner structural region, the first structural region can reduce the overall vehicle weight, achieving vehicle lightweighting. When the second structural region is set to be a thicker structural region, the second structural region has higher structural strength and rigidity, and is not easily bent under stress. When the vehicle collides, the second structural region can withstand a certain impact force and transmit the impact force to other structures in the vehicle body, improving the stability and reliability of the front crossbeam 11 in transmitting impact force when the vehicle collides, and ensuring the life safety of passengers in the passenger compartment when the vehicle collides.

[0080] According to some embodiments of this disclosure, the first structural region includes a first segment; the second structural region includes a second segment and a third segment, the second segment and the third segment being disposed at both ends in the width direction of the first segment, and the average thickness of the first segment being less than the average thickness of the second segment and the average thickness of the third segment.

[0081] In some embodiments, referring to FIG7, the front crossbeam 11 is composed of a first segment 111, a second segment, and a third segment. The first segment is configured as a first structural area, and the second and third segments are configured as second structural areas. The second and third segments are respectively disposed at both ends of the width direction of the first segment 111. The front crossbeam 11 is manufactured using hot stamping forming technology. The thickness of the first segment 111 is less than the thickness of the second segment and the thickness of the third segment, that is, the first segment 111 uses the thinnest part material thickness (e.g., 1.0 mm or 1.2 mm), and the second and third segments use the thickest part material thickness (e.g., 2.0 mm, 1.8 mm, or 1.6 mm). On the one hand, the design reduces the overall vehicle weight, achieving vehicle lightweighting. On the other hand, the first segment 111 is positioned directly opposite the passenger compartment. Compared with the second and third extension segments, the structural strength of the first segment 111 is lower. In the event of a collision, the first segment 111 can undergo some deformation to reduce injury to passengers in the passenger compartment. In addition, the second and third segments have high structural strength and rigidity, making them more resistant to bending and compression. During a collision, the second and third segments can stably and reliably bear the impact force generated by the collision and stably transfer the impact force to other parts of the vehicle body.

[0082] According to some embodiments of the present disclosure, at least one front longitudinal beam 12 includes two front longitudinal beams 12, which are respectively connected to the second segment and the third segment.

[0083] In some embodiments, at least one front longitudinal beam 12 includes two front longitudinal beams 12, one of which is disposed on the second segment and the other of which is disposed on the third segment. The two front longitudinal beams 12 are respectively disposed on the second and third segments with the greatest thickness of the front crossbeam 11. On the one hand, the two front longitudinal beams 12 are arranged separately to disperse stress and reduce the possibility of single-point failure. On the other hand, the second and third segments have higher structural strength and are less prone to bending under stress, so that the force can be smoothly transmitted to the next level.

[0084] Furthermore, referring to Figures 1, 3, 6A, and 6B, each front longitudinal beam 12 consists of a longitudinal beam and a longitudinal beam end plate 122. A front bulkhead connecting portion is formed at the connection between each front longitudinal beam 12 and the front transverse beam 11. Each front bulkhead connecting portion is composed of a rear end plate section 123 and a longitudinal beam connecting plate 124. The longitudinal beam is smoothly connected to the front surface of the second or third section via the longitudinal beam connecting plate 124. The longitudinal beam end plate 122 is smoothly connected to the front surface of the second or third section via the rear end plate section 123. The longitudinal beam connecting plate 124 and the rear end plate section 123 extend in opposite directions along the width direction of the front transverse beam 11. This increases the contact area between the front longitudinal beam 12 and the front transverse beam 11, improving the strength and stability of the connection between the front longitudinal beam 12 and the front bulkhead. Furthermore, when a vehicle collision occurs, the impact force on the front longitudinal beam 12 is transmitted to the front cross beam 11 via the rear section 123 of the end plate and the longitudinal beam connecting plate 124. The force transmitted from the rear section 123 of the end plate to the front cross beam 11 is transmitted along the width direction of the front cross beam 11, and the force transmitted from the longitudinal beam connecting plate 124 to the front cross beam 11 is also transmitted along the width direction of the front cross beam 11. However, the transmission direction of the force transmitted from the rear section 123 of the end plate to the front cross beam 11 on the front cross beam 11 is opposite to the transmission direction of the force transmitted from the longitudinal beam connecting plate 124 to the front cross beam 11 on the front cross beam 11. The force can be more dispersed and stably transmitted between the front longitudinal beam 12, the front cross beam 11, and the front bulkhead 13, thereby improving the force transmission effect between the front longitudinal beam 12 and the front cross beam 11.

[0085] Referring to Figures 1 to 4, the front cabin structure 100 according to some embodiments of the present disclosure further includes A-pillars 14, which are disposed on both sides of the front bulkhead 13 in the width direction and are connected to the front bulkhead 13.

[0086] In some embodiments, the front compartment structure is also provided with A-pillars 14, which are pillars located on both sides of the vehicle's windshield, typically between the engine compartment and the driver's compartment. The A-pillars 14 are located on both sides of the front bulkhead 13 in the width direction and are connected to the front bulkhead 13. When the vehicle collides, the collision force received by the front bulkhead 13 can be transmitted to the A-pillars 14 in the width direction. The A-pillars 14 can help the front bulkhead bear most of the collision force, thereby reducing the final collision force received by the front bulkhead 13.

[0087] According to some embodiments of this disclosure, the two ends of the front crossbeam 11 extending in the width direction are respectively connected to the A-pillar, the second segment is connected to the A-pillar 14, and the third segment is connected to the A-pillar 14.

[0088] In some embodiments, the front crossbeam 11 extends in the width direction, and the A-pillars are disposed at both ends of the front crossbeam 11 in the width direction. The second and third sections are respectively connected to the A-pillars. When the vehicle is involved in a frontal collision, the impact force on the two front longitudinal beams 12 can be transmitted to the A-pillars 14 through the second and third sections respectively, reducing the impact force transmitted from the front longitudinal beams 12 to the front bulkhead 13, reducing the intrusion of the front bulkhead 13, and ensuring the safety of passengers in the passenger compartment when the vehicle is involved in a collision.

[0089] According to some embodiments of this disclosure, referring to FIG7, a front crossbeam transition section 116 is provided between the first segment 111 and the second segment body 112 and the third segment body, respectively. The thickness of at least a portion of the front crossbeam transition section 116 is less than the thickness of the second segment body 112 and the average thickness of the third segment body 113, respectively, and the thickness of at least a portion of the front crossbeam transition section 116 is greater than the average thickness of the first segment 111.

[0090] In some embodiments, a front crossbeam transition section 116 is used to transition between the first segment 111 and the second segment, and between the first segment 111 and the third segment. The average thickness of the front crossbeam transition section 116 is greater than the average thickness of the first segment 111, and less than the average thickness of the second segment and the third segment. Since the thickness of the front crossbeam 11 varies at different positions, the cross-sectional area of ​​the front crossbeam 11 will change at different positions. This may lead to insufficient strength of the welded joint during the welding process. In order to ensure that the welded joint has sufficient strength, additional welding points are needed to enhance the strength of the connection. The front crossbeam transition section 116 makes the cross-sectional area of ​​the front crossbeam 11 more uniform, eliminating the need to add welding points, making the assembly of the front crossbeam 11 more convenient. In addition, it also allows the front crossbeam 11 to have a certain adjustment space during the assembly process as needed.

[0091] In addition, referring to Figure 7, an intermediate transition section 117 is provided between the second body 112 and the first inclined section 114, and between the third body 113 and the second inclined section 115.

[0092] The width of the first segment 111 is set to 20% to 22% of the vehicle width, the width of the second segment 112 and the third segment 113 is set to 15% to 18% of the vehicle width, the width of the first inclined segment 114 and the second inclined segment 115 are set to 6% to 10% of the vehicle width, and the width of the front crossbeam transition segment 116 and the middle transition segment are set to 1% to 3% of the vehicle width.

[0093] Understandably, the second segment is positioned directly behind a front longitudinal beam assembly, meaning it completely encloses the cross-sectional area of ​​the front longitudinal beam assembly in the height direction, or in other words, its width is greater than the width of the front longitudinal beam assembly. The third segment is positioned directly behind another front longitudinal beam assembly, meaning it completely encloses the cross-sectional area of ​​the other front longitudinal beam assembly in the height direction, or in other words, its width is greater than the width of the other front longitudinal beam assembly. Furthermore, the second and third segments are positioned as the thickest areas, ensuring that when the two front longitudinal beam assemblies transmit force rearward, the second and third segments can stably and reliably bear the impact force from the two front longitudinal beam assemblies and stably transmit the impact force to the A-pillar 14, thereby achieving effective transmission and dispersion of the collision force during a frontal collision.

[0094] Referring to Figure 7, according to some embodiments of this disclosure, the second segment includes a second segment body 112 and a first inclined segment 114. The second segment body 112 is connected to the first segment 111, and the first inclined segment 114 is connected to the A-pillar 14. The thickness of the first inclined segment 114 is greater than the thickness of the second segment body 112. The third segment includes a third segment body 113 and a second inclined segment 115. The third segment body 113 is connected to the first segment 111, and the second inclined segment 115 is connected to the A-pillar 14. The thickness of the second inclined segment 115 is greater than the thickness of the third segment body 113.

[0095] In some embodiments, the second segment consists of a second segment body 112 and a first inclined segment 114. The second segment body 112 is connected to the first segment 111. The first end of the first inclined segment 114 can be connected to the second segment body 112, and the second end of the first inclined segment 114 is connected to the A-pillar 14. At least a portion of the front longitudinal beam 12 is provided on the first inclined segment 114 and the second segment body 112, respectively. The force on the second segment body 112 needs to be transmitted to the first inclined segment 114 first, and then transmitted to the A-pillar by the first inclined segment 114. Therefore, the force on the first inclined segment 114 is greater than the force on the second segment body 112. The average thickness of the first inclined segment 114 is greater than the average thickness of the second segment body 112, so as to improve the structural strength and stiffness of the first inclined segment 114 and prevent the first inclined segment 114 from bending during the force transmission process. In addition, the mass of the front crossbeam 11 can also be reduced.

[0096] Referring to Figure 7, the third segment consists of a third segment body 113 and a second inclined segment 115. The third segment body 113 is connected to the first segment 111. The first end of the second inclined segment 115 can be connected to the third segment body 113, and the second end of the second inclined segment 115 is connected to the A-pillar 14. At least a portion of the front longitudinal beam 12 is provided on the second inclined segment 115 and the third segment body 113, respectively. The force on the third segment body 113 needs to be transmitted to the second inclined segment 115 first, and then transmitted to the A-pillar by the second inclined segment 115. Therefore, the force on the second inclined segment 115 is greater than the force on the third segment body 113. The average thickness of the second inclined segment 115 is greater than the average thickness of the third segment body 113, so as to improve the structural strength and stiffness of the second inclined segment 115 and prevent the second inclined segment 115 from bending during the force transmission process. In addition, the mass of the front crossbeam 11 can also be reduced.

[0097] According to some embodiments of this disclosure, the thickness of the first segment is the average thickness of multiple sampling points of the first segment; the thickness of the second segment body is the average thickness of any point in the width direction of the second segment body; the thickness of the third segment body is the average thickness of any point in the width direction of the third segment body; the thickness of the front crossbeam transition segment is the average thickness of any point in the width direction of the front crossbeam transition segment; the thickness of the first inclined segment is the average thickness of any point in the width direction of the first inclined segment; the thickness of the second inclined segment is the average thickness of any point in the width direction of the second inclined segment. Here, a sampling point refers to arbitrarily selecting a point to measure the material thickness at that point. Material thickness refers to the thickness of the material. In the front compartment structure of a vehicle according to some embodiments of this disclosure, by selecting multiple sampling points on the first segment, multiple sampling points on the second segment body, multiple sampling points on the third segment body, and multiple sampling points on the first and second inclined segments, and calculating the average thickness of the multiple sampling points respectively, the error existing in a single measurement can be reduced, thereby making the overall value more accurate and improving the accuracy and reliability of the measurement results.

[0098] According to some embodiments of this disclosure, the first structural region is configured corresponding to the first area, and the second area is configured corresponding to the second structural region.

[0099] In some embodiments, since the first region does not have a front longitudinal beam 12, the first region does not bear most of the impact force caused by a vehicle collision. The first region is constructed as a thinner front transverse beam structure area. The first structural area needs to undergo a certain amount of deformation. The first structural area is constructed as a thinner front bulkhead structure area. The second region has a front longitudinal beam 12, and the second region bears most of the impact force generated during a collision. The second region is constructed as a thicker front transverse structure area. The second structural area needs to transmit force with the A-pillar 14 during a vehicle collision. The second structural area is constructed as a thicker front bulkhead structure area. Therefore, the first region is correspondingly set with the first structural area, and the second region is correspondingly set with the second structural area. This can ensure that the front compartment structure has sufficient structural strength and ensure the safety of the passenger compartment during a vehicle collision, while also achieving the goal of lightweighting and reducing the overall weight of the vehicle.

[0100] According to some embodiments of this disclosure, referring to Figures 2 to 5, the front crossbeam 11 is at least partially spaced from the front bulkhead to form a first inner cavity 101. The first inner cavity 101 extends to the A-pillar in the width direction of the vehicle, so that the first inner cavity 101 can cover the entire passenger compartment. When the vehicle is involved in a frontal collision, the front longitudinal beam 12 transmits the collision force to the front crossbeam 11. Due to the arrangement of the first cavity 101, the front crossbeam 11 has a certain buffer space for movement toward the front bulkhead 13, which reduces the force exerted on the front bulkhead 13 by the crossbeam body (e.g., the front crossbeam body) when the front crossbeam 11 collides with the front bulkhead 13, thereby achieving comprehensive protection in the width direction of the vehicle.

[0101] Furthermore, the front crossbeam 11 has a reinforcing flange on at least one edge in the height direction that fits against the front bulkhead 13. By increasing the dimension of the front crossbeam 11 in the height direction, the reinforcing flange effectively improves the structural strength and stiffness of the front crossbeam 11, enhancing its bending and compressive resistance. This allows the front crossbeam 11 to better withstand the forces from the front longitudinal beam 12. The reinforcing flange fits tightly against the front bulkhead and is also tightly connected to the front bulkhead 13 by welding or other connection methods, forming a complete first cavity 101 between the front bulkhead 13 and the front crossbeam 11. The first cavity 101 reduces structural weight. In addition, when the vehicle is involved in a collision, the first cavity 101 can disperse and mitigate the impact force from the front longitudinal beam 12 and guide the impact force to the A-pillar 14. Therefore, this design not only ensures the stability of the passenger compartment but also simplifies the force transmission path and achieves a good weight reduction effect.

[0102] According to some embodiments of this disclosure, in the vehicle height direction, the upper part of the front crossbeam is flush with the upper part of the front longitudinal beam to ensure better force transmission during the transition between the front crossbeam and the front longitudinal beam, and to avoid the formation of structural weaknesses that could lead to instability during a collision.

[0103] According to some embodiments of this disclosure, the front compartment structure 100 further includes a center channel assembly 15, which is disposed on the rear side of the front bulkhead and connected to the front bulkhead. The projection of the center channel assembly in the vehicle longitudinal direction at least partially overlaps with the projection of the front crossbeam 11 in the vehicle longitudinal direction.

[0104] In some embodiments, referring to Figures 1 to 5, a central channel assembly 15 is also provided in the front cabin structure 100. The first end of the central channel assembly 15 is connected to the rear side of the front bulkhead 13, and the second end is connected to the front crossbeam 11 of the seat. The central channel assembly 15 is located between two front longitudinal beams 12. The projection of the central channel assembly 15 in the vehicle longitudinal direction at least partially overlaps with the projection of the front crossbeam 11 in the vehicle longitudinal direction. Since the material thickness of the first section 111 of the front crossbeam 11 and the middle section 131 of the front bulkhead is relatively thin, the force transmitted from the two front longitudinal beams 12 to the first section 111 and the middle section 131 may become unstable. Therefore, the arrangement of the central channel assembly 15 allows the force transmitted from the two front longitudinal beams 12 to the first section 111 and the middle section 131 to be transmitted rearward through the central channel assembly 15, thereby avoiding the problem of instability in the middle of the front bulkhead and the front crossbeam 11.

[0105] Referring to Figures 3 to 5, the central channel assembly 15 according to some embodiments of the present disclosure has a second inner cavity 102 extending in the front-rear direction. The second inner cavity 102 is directly opposite to at least a portion of the projection of the first inner cavity 101 in the front-rear direction. In the projection in the front-rear direction, the projection area of ​​the first inner cavity 101 is S1, and the projection area of ​​the second inner cavity 102 is S2, and the following condition is met: S1 / S2≥50%.

[0106] In some embodiments, in the projection in the front-to-back direction, a second inner cavity 102 is formed inside the middle channel assembly 15. The second inner cavity 102 extends from front to back. The projected area of ​​the first inner cavity 101 in the front-to-back direction is S1, and the projected area of ​​the second inner cavity 102 in the front-to-back direction is S2. S1 / S2 satisfies the following relationship: S1 / S2≥50%.

[0107] When the projected area S1 of the first inner cavity 101 in the front-rear direction and the projected area S2 of the second inner cavity 102 in the front-rear direction satisfy the above-mentioned proportional relationship, the force transmitted from the front longitudinal beam 12 to the front cross beam 11 can be better transmitted from the first inner cavity 101 to the second inner cavity 102 through the overlapping part of the first inner cavity 101 and the second inner cavity 102, and the force is then transmitted and dispersed from the second inner cavity 102 to the rear, thereby greatly reducing the impact force during frontal collisions and minor side collisions. In addition, the larger the overlapping area of ​​the projections of the first inner cavity 101 and the second inner cavity 102 in the front-rear direction, the better the force transmission effect between the first inner cavity 101 and the second inner cavity 102.

[0108] Referring to Figures 10 and 11, the front compartment structure 100 according to some embodiments of the present disclosure also includes a battery pack 17, which is disposed on the rear side of the front bulkhead 13 and connected to the front bulkhead 13. When a vehicle collision occurs, the battery pack 17 can work together with the front bulkhead 13 to resist the impact force of the vehicle collision.

[0109] In some embodiments, referring to FIG11, a sill beam 16 and a reinforcing beam 161 are also provided in the front compartment structure 100. The sill beam 16 is provided on both sides in the width direction of the battery pack 17, and the sill beam 16 is connected to the A-pillar 14 respectively. When the vehicle collides, the impact force is transmitted along the front longitudinal beam 12, through the front cross beam 11 that overlaps with the front longitudinal beam 12 to the A-pillar 14, and then continues to be transmitted to the rear of the vehicle along the sill beam 16 and the battery pack frame 17 that overlap at the lower end of the A-pillar 14 and releases the energy, thereby ensuring the safety of the passengers in the passenger compartment.

[0110] However, in a minor collision, the impact force on the vehicle cannot be transmitted through the front longitudinal beam 12. Instead, it needs to be resisted by the A-pillar 14, the sill beam 16, and the battery pack frame 17. A reinforcing beam 161 is also provided inside the sill beam 16 and fits against the side of the sill beam 16 closest to the battery pack frame 17. The design of the reinforcing beam 161 can improve the structural strength and stiffness of the sill beam 16, effectively reduce the deformation of the sill beam 16, absorb the collision energy more effectively, reduce the direct impact on the passenger compartment and the battery pack, and improve the reliability of the vehicle during operation. The shape of the reinforcing beam 161 is not limited here, and the shape of the reinforcing beam 161 can be adjusted according to the needs of the vehicle structure.

[0111] Here, "minor collision" can refer to a situation where a vehicle deviates at a small angle or is not impacted head-on during a collision.

[0112] In other embodiments, referring to FIG11, battery cells 171 extending in the front-rear direction are formed within the battery pack 17. The battery cells 171 are arranged longitudinally, which reduces unnecessary gaps and makes the battery pack 17 more compact. A large surface of the battery cell 171 is formed on one side in the thickness direction. The large surface of the battery cell 171 is a larger surface formed on one side in the thickness direction. The large surface of the battery cell 171 is positioned facing the sill beam 16. The battery cell 171 and the sill beam 16 can jointly resist the impact force during a minor collision. The battery cell 171 can enhance the local stiffness of the sill beam 16 to a certain extent and improve the structural strength of the vehicle side. The large surface of the battery cell 171 is positioned facing the sill beam 16 so that the impact force can be transmitted to the battery cell 171 in a more dispersed manner from the sill beam 16, effectively preventing the battery cell 171 from being damaged due to excessive force at a certain point.

[0113] In addition, at least one battery pack crossbeam 172 is provided inside the battery pack 17. Multiple fixing points are provided on the battery pack crossbeam 172. The battery pack frame 17 is bolted to the rear crossbeam 18 of the vehicle seat through the fixing points, so that the battery pack 17 is connected to the vehicle body as a whole to jointly resist the side impact force, thereby increasing the overall rigidity of the vehicle body and the battery pack 17.

[0114] The following is a brief description of the vehicle 200 according to this disclosure.

[0115] Referring to FIG12, the vehicle 200 according to some embodiments of the present disclosure includes the front compartment structure 100 described in any of the above embodiments. Since the vehicle according to the present disclosure is provided with the front compartment structure 100 of the above embodiments, the vehicle has good structural strength and rigidity, which makes the vehicle strong in frontal impact or small side impact, and improves the reliability of the vehicle during operation.

[0116] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0117] In the description of this disclosure, "first feature" and "second feature" may include one or more of the features.

[0118] In the description of this disclosure, "multiple" means two or more.

[0119] In the description of this disclosure, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0120] In the description of this disclosure, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0121] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0122] Although embodiments of this disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A front bulkhead for a vehicle, adapted to be connected to the front longitudinal beam of the vehicle; The front bulkhead (13) is an integrally formed structure, and the front bulkhead (13) has multiple front bulkhead structural areas of varying thicknesses in the width direction of the vehicle.

2. The front bulkhead (13) for a vehicle according to claim 1, wherein, In the width direction of the vehicle, the plurality of front bulkhead structural areas of unequal thickness include at least a first region and a second region, wherein the thickness of the first region is not equal to the thickness of the second region.

3. The front bulkhead (13) for a vehicle according to claim 2, wherein, The first region includes the middle segment (131); The second region includes a first extension segment (132) and a second extension segment (133), the first extension segment (132) and the second extension segment (133) being disposed on both sides of the middle segment (131) along the width direction; The first extension segment (132), the second extension segment (133), and the middle segment (131) are integrally formed. The thickness of the middle segment (131) is less than the thickness of the first extension segment (132) and the thickness of the second extension segment (133).

4. The front bulkhead (13) for a vehicle according to claim 3, wherein, The thickness of the intermediate segment (131) is h1, and the thicknesses of the first extension segment (132) and the second extension segment (133) are both h2, and h1 and h2 satisfy: 0.3≤h1 / h2≤0.

75.

5. The front bulkhead (13) for a vehicle according to claim 4, further comprising: Front bulkhead transition section (134), in the width direction of the vehicle, the front bulkhead transition section (134) is disposed on both sides of the middle section (131) and is connected to the first extension section (132) and the second extension section (133) respectively; The thickness of at least a portion of the front bulkhead transition section (134) is greater than the thickness of the middle section (131), and the thickness of at least a portion of the front bulkhead transition section (134) is less than the thickness of the first extension section (132) and the thickness of the second extension section (133).

6. The front bulkhead (13) for a vehicle according to claim 5, wherein, The thickness of the front panel transition section (134) gradually increases or increases in steps in the direction away from the middle section (131).

7. The front bulkhead (13) for a vehicle according to claim 5 or 6, wherein, The width of the vehicle is d, the width of the middle section (131) is d1, the width of the first extension section (132) and the second extension section (133) is d2, and the width of the front panel transition section (134) is d3. The d1 and d, d2 and d, and d3 and d satisfy the following conditions: 30% ≤ d1 / d ≤ 32%; 14% ≤ d2 / d ≤ 18%; 1% ≤ d3 / d ≤ 3%.

8. The front bulkhead (13) for a vehicle according to any one of claims 3 to 7, wherein the thickness of the intermediate section (131) is the average of the thicknesses at a plurality of sampling points on the intermediate section (131); The thickness of the first extension segment (132) is the average of the thicknesses at multiple sampling points on the first extension segment (132); The thickness of the second extension segment (133) is the average of the thicknesses at multiple sampling points on the second extension segment (133).

9. A front compartment structure (100) for a vehicle, comprising: Front bulkhead (13), said front bulkhead (13) being the front bulkhead (13) according to any one of claims 1 to 8; as well as At least one front longitudinal beam (12) is connected to the front bulkhead (13).

10. The front compartment structure (100) for a vehicle according to claim 9, further comprising: A front crossbeam (11) is disposed on the front side of the front bulkhead (13) and is connected to at least one front longitudinal beam and the front bulkhead (13).

11. The front compartment structure (100) for a vehicle according to claim 10, wherein, The front crossbeam (11) has multiple front crossbeam structural areas of varying thickness in the width direction of the vehicle.

12. The front compartment structure (100) for a vehicle according to claim 11, wherein, In the width direction of the vehicle, the plurality of front crossbeam structural areas of varying thicknesses include a first structural area and a second structural area, wherein the thickness of the first structural area is not equal to the thickness of the second structural area.

13. The front compartment structure (100) for a vehicle according to claim 12, wherein, The first structural region includes: a first segment (111); The second structural region includes a second segment and a third segment, which are disposed at both ends of the first segment (111) along the width direction, wherein the thickness of the first segment (111) is less than the thickness of the second segment and the thickness of the third segment.

14. The front compartment structure (100) for a vehicle according to claim 13, wherein, The at least one front longitudinal beam (12) includes two front longitudinal beams (12), and the two front longitudinal beams (12) are respectively connected to the second segment and the third segment.

15. The front compartment structure (100) for a vehicle according to claim 13 or 14, further comprising: A-pillar (14) is provided on both sides of the front bulkhead (13) along the width direction and is connected to the front bulkhead (13).

16. The front compartment structure (100) for a vehicle according to claim 15, wherein, The two ends of the front crossbeam (11) extending in the width direction are respectively connected to the A-pillar (14); The second segment is connected to column A (14), and the third segment is connected to column A (14).

17. The front compartment structure (100) for a vehicle according to any one of claims 14 to 16, wherein, A front crossbeam transition section (116) is provided between the first segment and the second segment, and between the first segment and the third segment, respectively. The thickness of at least a portion of the front crossbeam transition section (116) is less than the thickness of the second segment and the thickness of the third segment, respectively; the thickness of at least a portion of the front crossbeam transition section (116) is greater than the thickness of the first segment (111).

18. The front compartment structure (100) for a vehicle according to claim 15 or 16, wherein, The second segment includes: a second segment body (112) and a first inclined segment (114), the second segment body (112) is connected to the first segment (111), the first inclined segment (114) is connected to the A-pillar, and the thickness of the first inclined segment (114) is greater than the thickness of the second segment body (112). The third segment includes a third segment body (113) and a second inclined segment (115). The third segment body (113) is connected to the first segment (111), and the second inclined segment (115) is connected to the A-pillar. The thickness of the second inclined segment (115) is greater than the thickness of the third segment body (113).

19. The front compartment structure (100) for a vehicle according to claim 18, wherein, The thickness of the first segment (111) is the average of the thicknesses at multiple sampling points on the first segment (111); The thickness of the second body segment (112) is the average of the thicknesses at multiple sampling points on the second body segment (112); The thickness of the third body segment (113) is the average of the thicknesses at multiple sampling points on the third body segment (113); The thickness of the front crossbeam transition section (116) is the average of the thicknesses at multiple sampling points on the front crossbeam transition section (116); The thickness of the first inclined segment (114) is the average of the thicknesses at multiple sampling points on the first inclined segment (114); The thickness of the second inclined segment (115) is the average of the thicknesses at multiple sampling points on the second inclined segment (115).

20. The front compartment structure (100) for a vehicle according to any one of claims 14 to 19, wherein, In the height direction of the vehicle, the upper part of the front crossbeam (11) is flush with the upper part of the at least one front longitudinal beam (12).

21. The front compartment structure (100) for a vehicle according to any one of claims 12 to 20, wherein, The plurality of front bulkhead structural areas include at least a first area and a second area, wherein the first structural area is provided corresponding to the first area and the second area is provided corresponding to the second structural area.

22. The front compartment structure (100) for a vehicle according to claim 10, wherein, The front crossbeam (11) is at least partially spaced from the front bulkhead (13) to form a first cavity (101) that extends to the A-pillar in the width direction of the vehicle.

23. The front compartment structure (100) for a vehicle according to claim 22, further comprising: A central channel assembly (15) is disposed on the rear side of the front bulkhead (13) and connected to the front bulkhead (13). The projection of the central channel assembly (15) in the longitudinal direction of the vehicle at least partially overlaps with the projection of the front crossbeam (11) in the longitudinal direction of the vehicle.

24. The front compartment structure (100) for a vehicle according to claim 23, wherein, The central channel assembly has a second inner cavity (102) extending in the front-rear direction, and the second inner cavity (102) is at least partially opposite to the projection of the first inner cavity (101) in the front-rear direction; In the projection in the front-back direction, the projection area of ​​the first inner cavity (101) is S1, the projection area of ​​the second inner cavity (102) is S2, and S1 and S2 satisfy: S1 / S2≥50%.

25. The front compartment structure (100) for a vehicle according to any one of claims 9 to 24, further comprising: Battery pack (17), the front end of which is connected to the front bulkhead (13).

26. A vehicle (200) comprising a front compartment structure (100) according to any one of claims 9 to 25.

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