Vehicle body front compartment structure and vehicle having same

Abstract

A vehicle body front compartment structure and a vehicle having same. A vehicle body front compartment structure, comprising a vehicle body front plate (10), a front anti-collision beam (20), two front longitudinal beams (30), an impact block (30), an upper longitudinal beam (50), and a shock absorption tower connecting plate (60), wherein the front anti-collision beam (20) extends in the direction of width of a vehicle, the two front longitudinal beams (30) form an accommodating space (31) for accommodating a power train (200), and two ends of each front longitudinal beam (30) are respectively connected to the front anti-collision beam (20) and the vehicle body front plate (10); and a buffer area (32) is formed between the front longitudinal beams (30) and the front anti-collision beam (20), and the impact block (30) is mounted to an end portion of the front anti-collision beam (20) and is located in the buffer area (32).

Description

Vehicle body front compartment structure and vehicle thereof

[0001] Related applications

[0002] The present application claims priority to the Chinese patent application No. 202411304053.2, filed on September 18, 2024, and entitled "Vehicle body front compartment structure and vehicle thereof", the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present application relates to, but is not limited to, the technical field of vehicles, and in particular to a vehicle body front compartment structure and vehicle thereof. BACKGROUND

[0004] The vehicle body front compartment structure is located at the front end of the vehicle, and generally includes a front longitudinal beam, a front crash beam, and a power assembly and the like. During a frontal collision of the vehicle, the vehicle body front compartment structure is the main defense line for protecting the passenger compartment.

[0005] With the development of the vehicle industry, people pay more and more attention to collision safety. Especially small offset collision (25% frontal small offset collision), in most frontal collision accidents, the overlap rate of the vehicle body and the obstacle is small, such as the collision of the left and right front corners of two vehicle bodies, the collision of the vehicle body and narrow objects (such as trees, power poles, etc.), in these cases, the energy absorption structure of the traditional vehicle body is difficult to play a role, so that the collision force is directly transmitted to the passenger compartment through the tires, causing deformation of the passenger compartment and injury to the passengers.

[0006] In order to avoid the direct transmission of the collision force to the passenger compartment, the traditional vehicle body for small offset collision is provided with multiple force transmission paths to disperse the action in the collision process. However, due to the large number of paths, the corresponding vehicle body structure is also relatively complex, and the weight and cost are increased. SUMMARY

[0007] The following is a summary of the subject matter of the detailed description herein. This summary is not intended to limit the scope of the claims.

[0008] According to various embodiments of the present application, a vehicle body front compartment structure and vehicle thereof are provided.

[0009] The present application provides a vehicle body front compartment structure, which is arranged at the front end in the length direction of a vehicle, and includes a vehicle body front panel, a front crash beam, two front longitudinal beams, an impact block, a shock tower connecting plate, and an upper longitudinal beam, the front crash beam extends along the width direction of the vehicle, and the two front longitudinal beams are arranged in a spaced manner along the width direction of the vehicle and form a containing space for containing a power assembly.

[0010] The front longitudinal beam extends along the length direction of the vehicle, and the two ends of the front longitudinal beam are connected to the front bumper beam and the front body panel, respectively. A buffer zone is formed between the front longitudinal beam and the front bumper beam. The impact block is installed at the end of the front bumper beam and located in the buffer zone. The upper longitudinal beam is installed on the outer side of the front longitudinal beam along the width direction of the vehicle, and extends along the length direction of the front longitudinal beam from the front to the rear of the vehicle and is inclined outward relative to the length direction of the vehicle. The shock tower connecting plate is installed on the front longitudinal beam and connected to the upper longitudinal beam.

[0011] In one embodiment, the upper longitudinal beam comprises an inner plate and an outer plate. One end of the inner plate is connected to the front longitudinal beam, and the other end extends from the front to the rear of the vehicle and is connected to the front body panel. The outer plate covers the outer surface of the inner plate and is connected to the inner plate to form an energy absorption cavity therebetween.

[0012] In one embodiment, the inner plate comprises an inner body plate and first and second front segment plates installed on the inner body plate near the front bumper beam. The first front segment plate is connected to the front longitudinal beam, and the second front segment plate is connected to the outer plate.

[0013] In one embodiment, the inner plate and the outer plate are connected in face-to-face contact.

[0014] In one embodiment, the outer plate comprises an outer body plate and a connecting skirt. The connecting skirt is arranged circumferentially on the outer body plate, and the connecting skirt is connected to the inner plate in face-to-face contact.

[0015] In one embodiment, the shock tower connecting plate comprises a shock tower body plate, a front connecting plate, and a side connecting plate. The shock tower body plate is installed on the front longitudinal beam. The front connecting plate is installed on the front longitudinal beam, and the circumferential direction of the front connecting plate is connected to the shock tower body plate and the inner plate, respectively. The side connecting plate is arranged on the side of the shock tower body plate in the width direction of the vehicle and connected to the shock tower body plate and the outer plate, respectively.

[0016] In one embodiment, the side connecting plate is arranged in an "L" shape.

[0017] In one embodiment, the front connecting plate is connected to the inner plate in face-to-face contact, and / or the side connecting plate is connected to the outer plate in face-to-face contact.

[0018] In one embodiment, a gap is arranged between the front longitudinal beam and the power assembly in the width direction of the vehicle, and the size of the gap is arranged to be between 15 mm and 20 mm.

[0019] A vehicle comprising a front body compartment structure.

[0020] The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the application will be apparent from the description, drawings, and claims.

[0021] Other aspects can become apparent to those of ordinary skill in the art upon reading and understanding the following detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0022] To better describe and illustrate those embodiments and / or examples of the inventions disclosed herein, reference can be made to one or more drawings. Additional details or examples used to describe the drawings should not be considered as limiting the scope of any of the disclosed inventions, presently described embodiments and / or examples, and the best mode presently contemplated of these inventions.

[0023] Fig. 1 is a structural schematic diagram of a vehicle body front compartment structure according to an embodiment of the present application.

[0024] Fig. 2 is a structural schematic diagram of the vehicle body front compartment structure when impacted by an obstacle according to an embodiment of the present application.

[0025] Fig. 3 is a structural schematic diagram of an upper longitudinal beam according to an embodiment of the present application.

[0026] Fig. 4 is an exploded schematic diagram of the upper longitudinal beam according to an embodiment of the present application.

[0027] Fig. 5 is a schematic diagram of the connection between an inner plate, a front longitudinal beam, and a shock tower connecting plate according to an embodiment of the present application.

[0028] Fig. 6 is an exploded schematic diagram of the inner plate according to an embodiment of the present application.

[0029] Fig. 7 is an exploded schematic diagram of the shock tower connecting plate according to an embodiment of the present application. DETAILED DESCRIPTION

[0030] As shown in Figs. 1-7, the present application provides a vehicle body front compartment structure 100, which is arranged at the front end in the length direction x of the vehicle, i.e., the vehicle body front compartment structure 100 is located at the front end of the vehicle. Here, the vehicle can be a hybrid vehicle, a pure fuel vehicle, etc.

[0031] In the prior art, the vehicle front compartment structure 100 generally includes an engine, a gearbox, front longitudinal beams, and a front anti-collision beam, etc. The engine and the gearbox constitute a power assembly of the vehicle to provide power for the movement of the vehicle, and the front longitudinal beams and the front anti-collision beam are used as load-bearing and reinforcing structures of the vehicle to provide safety protection for the driver and passengers. When a collision occurs at the front end of the vehicle, especially a small offset (25% frontal small offset collision), the strength of the front end structure of the vehicle and the layout of each component directly affect the safety of the driver and passengers. To solve the safety of the passenger compartment in a small offset collision, various force transmission structures are designed in the related art to avoid the intrusion of the obstacle 300 or the structure of the vehicle body itself into the passenger compartment. However, the design of various force transmission structures not only avoids the intrusion of the obstacle 300 or the structure of the vehicle body itself into the passenger compartment, but also brings a complex structure and increases the weight of the vehicle body structure. To this end, the vehicle front compartment structure 100 provided by the present application can fully utilize the front engine compartment parts to simplify the force transmission path, make the vehicle body structure more efficient, and achieve lightweight of the vehicle body.

[0032] Specifically, please refer to FIG. 1 and FIG. 2, the vehicle front compartment structure 100 includes a vehicle front plate 10, a front anti-collision beam 20, two front longitudinal beams 30, an impact block 40, an upper longitudinal beam 50, and a shock tower connecting plate 60. The front anti-collision beam 20 extends along the width direction y of the vehicle (as shown in FIG. 1), and the two front longitudinal beams 30 are arranged in a spaced manner along the width direction y of the vehicle and form a containing space 31 for containing the power assembly 200. Each front longitudinal beam 30 extends along the length direction x of the vehicle, and the two ends of the front longitudinal beam 30 are connected to the front anti-collision beam 20 and the vehicle front plate 10, respectively. A buffer zone 32 is formed between the front longitudinal beam 30 and the front anti-collision beam 20, the impact block 40 is installed at the end of the front anti-collision beam 20 and located in the buffer zone 32. The upper longitudinal beam 50 is installed on the outer side of the front longitudinal beam 30 along the width direction y of the vehicle, and extends along the length direction x of the front longitudinal beam 30 (as shown in FIG. 1) from the front to the rear of the vehicle and is inclined outward relative to the length direction x of the vehicle. The shock tower connecting plate 60 is installed on the front longitudinal beam 30 and connected to the upper longitudinal beam 50.

[0033] It can be understood that the embodiment forms a complete transmission path among the shock tower connecting plate 60, the upper longitudinal beam 50 and the front longitudinal beam 30 by mounting the upper longitudinal beam 50 on the front longitudinal beam 30 and connecting the shock tower connecting plate 60 with the front longitudinal beam 30 and the upper longitudinal beam 50. Thus, in the small offset collision process, when the obstacle 300 hits the end of the front crash beam 20, the end of the front crash beam 20 will be bent and drive the impact block 40 to hit the end of the upper longitudinal beam 50 close to the front crash beam 20, and under the impact of the impact block 40, the front longitudinal beam 30 will be bent at the impact point of the impact block 40, and the bent front longitudinal beam 30 will hit the power assembly 200 (refer to the direction indicated by the arrow in FIG. 2) to be extruded with the power assembly 200; correspondingly, the power assembly 200 will also give the front longitudinal beam 30 a reaction force in the width direction y of the vehicle, and the reaction force will be transmitted to the upper longitudinal beam 50 through the shock tower connecting plate 60 to resist the upper longitudinal beam 50 and prevent the upper longitudinal beam 50 from deforming excessively. Therefore, under the action of the upper longitudinal beam 50, the obstacle 300 slides out along the extension direction of the upper longitudinal beam 50, which reduces the impact of the obstacle 300 on the A-pillar and reduces the intrusion amount of the front wall to the passenger compartment, thereby protecting the occupants. As can be seen, after the obstacle 300 hits the front longitudinal beam 30, the arrangement of the above structure can fully utilize the parts in the front of the engine compartment to simplify the force transmission path, make the vehicle body structure more efficient, and at the same time, the force transmission path is a straight line, thereby realizing the lightweight of the vehicle body.

[0034] In an embodiment, the vehicle body front plate 10 is used to separate the passenger compartment and the power assembly 200. The vehicle body front plate 10, the front crash beam 20 and the front longitudinal beam 30 jointly enclose a containing space 31.

[0035] Please refer to FIG. 1, two front longitudinal beams 30 are arranged according to the left and right of the vehicle width direction. Each front longitudinal beam 30 and the end of the front crash beam 20 enclose a buffer zone 32. Correspondingly, each buffer zone 32 is provided with an impact block 40. The shock tower connecting plate 60 and the upper longitudinal beam 50 are both provided with two, and each shock tower connecting plate 60 and upper longitudinal beam 50 correspond to one front longitudinal beam 30. Thus, the left and right sides of the vehicle in the width direction y are ensured to have good small offset impact collision effect. Here, the structure of the left and right sides of the vehicle is consistent, so the left or right side of the vehicle is taken as the object of description, and the specific structure and corresponding layout of the vehicle body front compartment structure 100 are described in detail.

[0036] In an embodiment, referring to FIG. 1 and FIG. 2, a gap is provided between the front longitudinal beam 30 and the power assembly 200 along the width direction y of the vehicle, and the size of the gap is set to be between 15mm and 20mm. Here, the gap should not be too large, or the front longitudinal beam 30 would need to deform greatly to contact the power assembly 200 during a collision, and when the impact block 40 collides with the upper longitudinal beam 50, the force on the upper longitudinal beam 50 is transmitted to the front longitudinal beam 30, which needs to deform greatly to contact the power assembly 200. Therefore, if the gap is too large, the upper longitudinal beam 50 and the front longitudinal beam 30 would both deform greatly after a small offset collision, which would not achieve the purpose of energy absorption and providing a reaction force. At the same time, the gap should not be too small, or the power assembly 200 would be too close to the front longitudinal beam 30, making it difficult to assemble the power assembly 200. Therefore, while ensuring the ease of assembly of the power assembly 200, the front longitudinal beam 30 and the upper longitudinal beam 50 can achieve the purpose of better energy absorption and providing a reaction force, and the size of the gap is set to be between 15mm and 20mm in this embodiment.

[0037] Alternatively, the gap between the front longitudinal beam 30 and the power assembly 200 can be set to 15mm, 16mm, 17mm, 18mm, 19mm, 20mm, etc. Of course, it is not limited thereto, and the gap between the front longitudinal beam 30 and the power assembly 200 can also be selected and set according to actual conditions within the range of values.

[0038] In an embodiment, referring to FIG. 3 and FIG. 4, the upper longitudinal beam 50 includes an inner plate 51 and an outer plate 52. One end of the inner plate 51 is connected to the front longitudinal beam 30, and the other end extends from the front to the rear of the vehicle and is connected to the vehicle body front plate 10. The outer plate 52 covers the outer surface of the inner plate 51 and is connected to the inner plate 51 and forms an energy absorption cavity 52a therebetween, thereby improving the overall energy absorption capacity of the upper longitudinal beam 50.

[0039] Further, the inner plate 51 and the outer plate 52 are surface-to-surface bonded. Here, the surface-to-surface bonding between the inner plate 51 and the outer plate 52 can improve the connection strength between the inner plate 51 and the outer plate 52.

[0040] Further, the inner plate 51 and the outer plate 52 are connected by one or more of welding connection, riveting connection, and bolt connection. Here, part of the inner plate 51 and the outer plate 52 are connected by welding, and part of them are also connected by bolts. In this way, the local welding and bolt connection of the inner plate 51 and the outer plate 52 can greatly improve the structural strength of the direct connection between them.

[0041] Of course, it is not limited thereto, and the inner plate 51 and the outer plate 52 can also be connected by a combination of welding and riveting, which will not be described in detail here.

[0042] In an embodiment, referring to FIGS. 5 and 6, the inner plate 51 includes an inner body plate 511, a first front section plate 512 and a second front section plate 513, the first front section plate 512 and the second front section plate 513 are installed on the inner body plate 511 near one end of the front anti-collision beam 20; and the first front section plate 512 is connected with the front longitudinal beam 30, and the second front section plate 513 is connected with the outer plate 52. Optionally, the first front section plate 512 and the front longitudinal beam 30 are overlap-connected.

[0043] Further, referring to FIG. 4, the outer plate 52 includes an outer body plate 521 covering the outer side of the inner body plate 511, and a connecting skirt 522 arranged in the circumferential direction of the outer body plate 521, and the connecting skirt 522 is connected with the inner plate 51 in a face-to-face manner.

[0044] As shown in FIGS. 1 and 2, the shock tower connecting plate 60 is used to install a shock tower (not shown in the figure). The shock tower is a common component on a vehicle, and its main function is to improve the rigidity and structural strength of the vehicle body, especially when the vehicle is driving on a curve, it can significantly improve the stability and balance of the vehicle. The shock tower maintains the consistency of the forces on both sides by connecting two shock absorbers, thereby helping the vehicle to maintain stability when driving at high speed or making sharp turns, reducing the risk of rolling and overturning. In addition, the shock tower can also suppress the deformation of the vehicle body, further improving the handling and ride comfort of the vehicle.

[0045] Referring to FIGS. 1 and 7, the shock tower connecting plate 60 includes a shock tower body plate 61, a front connecting plate 62 and a side connecting plate 63, the shock tower body plate 61 is installed on the front longitudinal beam 30, the front connecting plate 62 is installed on the front longitudinal beam 30, and the circumferential direction of the front connecting plate 62 is connected with the shock tower body plate 61 and the upper longitudinal beam 50 respectively, and the front connecting plate 62 is arranged in front of the shock tower body plate 61 in the vehicle length direction x, that is, the front connecting plate 62 is close to the vehicle head direction; the side connecting plate 63 is arranged on the side of the shock tower body plate 61 in the vehicle width direction y, and is connected with the shock tower body plate 61 and the upper longitudinal beam 50 respectively. In this way, the front longitudinal beam 30, the upper longitudinal beam 50 and the shock tower body plate 61 are connected together through the front connecting plate 62 and the side connecting plate 63, thereby forming a complete force transmission path, and the force is transmitted along the transmission path when a collision occurs.

[0046] In an embodiment, the front connecting plate 62 is face-to-face connected with the inner plate 51, and the side connecting plate 63 is face-to-face connected with the outer plate 52. In this way, the face-to-face connection can increase the contact area between the front connecting plate 62 and the inner plate 51, and the contact area between the side connecting plate 63 and the outer plate 52, thereby improving the connection strength.

[0047] Further, the side connecting plate 63 is arranged in an "L" shape. In this way, one side of the side connecting plate 63 is attached to the shock tower body plate 61, and the other side is attached to the outer plate 52.

[0048] The application also provides a vehicle comprising the vehicle body front compartment structure 100 in any of the above embodiments.

[0049] The technical features of the above embodiments can be combined in any manner. To make the description concise, all possible combinations of the technical features in the above embodiments are not described, but as long as the combinations of the technical features do not contradict, they should be considered within the scope of the present application.

[0050] The above embodiments only express several implementation manners of the present application, and the description is relatively specific and detailed, but it should not be understood as a limitation on the patent scope of the application. It should be pointed out that for ordinary skilled persons in the art, several modifications and improvements can be made without departing from the concept of the present application, and these are within the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A vehicle front underbody structure disposed at a front end in a longitudinal direction of a vehicle, the vehicle front underbody structure comprising: A front body panel, a front anti-collision beam, two front longitudinal beams, a crash block, a shock tower connecting plate and an upper longitudinal beam, the front anti-collision beam extends along the width direction of the vehicle, the two front longitudinal beams are arranged in the width direction of the vehicle and form a containing space for containing a power assembly; Wherein, each front longitudinal beam extends along the length direction of the vehicle, and the two ends of the front longitudinal beam are connected with the front anti-collision beam and the front body panel respectively; a buffer zone is formed between the front longitudinal beam and the front anti-collision beam, the crash block is installed at the end of the front anti-collision beam and located in the buffer zone; the upper longitudinal beam is installed on the outer side of the front longitudinal beam along the width direction of the vehicle, and extends from the front to the rear of the vehicle along the length direction of the front longitudinal beam and inclines outwardly relative to the length direction of the vehicle; the shock tower connecting plate is installed on the front longitudinal beam and connected with the upper longitudinal beam.

2. The vehicle body front compartment structure according to claim 1, wherein The upper longitudinal beam comprises an inner plate and an outer plate, one end of the inner plate is connected with the front longitudinal beam, and the other end extends from the front to the rear of the vehicle and is connected with the front body panel; the outer plate covers the outer surface of the inner plate and is connected with the inner plate and forms an energy absorption cavity between the inner plate and the outer plate.

3. The vehicle front compartment structure according to claim 2, wherein The inner plate comprises an inner body plate and a first front segment plate and a second front segment plate, the first front segment plate and the second front segment plate are installed on one end of the inner body plate close to the front anti-collision beam; and the first front segment plate is connected with the front longitudinal beam, and the second front segment plate is connected with the outer plate.

4. The vehicle front compartment structure according to claim 2, wherein The inner plate and the outer plate are connected in face-to-face contact.

5. The vehicle front compartment structure according to claim 2 or 4, wherein The outer plate comprises an outer body plate and a connecting skirt, the connecting skirt is arranged on the circumference of the outer body plate, and the connecting skirt is connected with the inner plate in face-to-face contact.

6. The vehicle front compartment structure according to claim 2, wherein The shock tower connecting plate comprises a shock tower body plate, a front connecting plate and a side connecting plate, the shock tower body plate is installed on the front longitudinal beam, the front connecting plate is installed on the front longitudinal beam, and the circumference of the front connecting plate is connected with the shock tower body plate and the inner plate respectively; the side connecting plate is arranged on the side of the shock tower body plate in the width direction of the vehicle and connected with the shock tower body plate and the outer plate respectively.

7. The vehicle front compartment structure according to claim 6, wherein The side connecting plate is arranged in an "L" shape.

8. The vehicle front compartment structure according to claim 6, wherein The front connecting plate is connected with the inner plate in face-to-face contact; and / or the side connecting plate is connected with the outer plate in face-to-face contact.

9. The vehicle front compartment structure according to claim 1, wherein In the width direction of the vehicle, a gap is arranged between the front longitudinal beam and the power assembly, and the size of the gap is arranged between 15mm-20mm.

10. A vehicle, wherein, A vehicle body front compartment structure comprising the vehicle body front compartment structure according to any one of claims 1-9.

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