WO2025044203A1 - Front cabin structure, unibody, and vehicle - Google Patents

Abstract

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

Description

Front cabin structure, monocoque and vehicle

CROSS-REFERENCE TO RELATED APPLICATIONS

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

Technical Field

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

Background Art

As one of the important components of the vehicle body, the front cabin structure will bear a large impact force and cause deformation when the vehicle is hit. In order to ensure the safety of passengers in the car, the front cabin structure should have appropriate strength and rigidity. Based on the current vehicle design trend of short front overhang, large tires, and short L113, higher requirements are put forward for the design of the front cabin structure. How to further improve the rigidity and strength of the front cabin structure and maximize the collision efficiency of the front cabin structure has become one of the problems that need to be solved in current vehicle design.

Summary of the invention

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

In a first aspect, an embodiment of the present application provides a front cabin structure, comprising: a longitudinal structural component, the longitudinal structural component comprising: a longitudinal beam component, the longitudinal beam component comprising a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam are spaced apart along a first direction and extend along a second direction; a torsion box, the torsion box is located at one end of the longitudinal beam component in the second direction; a first connecting member, the first connecting member is located at the other end of the longitudinal beam component in the second direction, and the first connecting member connects the first longitudinal beam and the second longitudinal beam.

In the above technical solution, by setting a longitudinal structural component in the front cabin structure, and the longitudinal beam component in the longitudinal structural component includes a first longitudinal beam and a second longitudinal beam spaced apart along the first direction, a torsion box is set at one end of the first longitudinal beam and the second longitudinal beam in the longitudinal beam component located in the second direction, and the other end is connected to the first connecting member, so that the longitudinal structural component can form a rectangular frame structure, thereby improving the overall strength and rigidity of the front cabin structure. In addition, while improving the overall strength and rigidity, the size of the longitudinal structural component in the second direction can be relatively small, thereby reducing the size of the front cabin structure in the second direction, and the longitudinal beam component has a relatively large cross-sectional area, which is conducive to reducing the height difference between the longitudinal beam located on the upper side of the first longitudinal beam and the second longitudinal beam and the door sill, so that the layout requirements of large tires, short front overhangs and short L113 can be met.

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

In the above technical solution, the torsion box can be connected to the first longitudinal beam, or to the second longitudinal beam, or to the first longitudinal beam and the second longitudinal beam at the same time. When the first longitudinal beam and/or the second longitudinal beam is collided, the collision force can be directly transmitted to the torsion box, and the torsion box then transmits the collision force to the threshold beam and the front cross beam of the chemical cabin, thereby ensuring the stability of the root of the force transmission structure during the collision, achieving stable crushing of the first longitudinal beam and/or the second longitudinal beam, absorbing as much collision energy as possible, and bringing a better energy absorption effect.

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

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

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

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

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

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

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

In the above technical solution, the second connecting member, the first energy absorbing part, the second energy absorbing part and the first connecting member can form a stable rectangular frame structure, and the frame structure has good stability and reliability. Moreover, when one of the first energy absorbing part and the second energy absorbing part is subjected to a collision and absorbs energy, the collision force can be transmitted to the other through the first connecting member, thereby reducing the load of either the first energy absorbing part or the second energy absorbing part, so that the first energy absorbing part and the second energy absorbing part can absorb energy at the same time, thereby improving the energy absorption effect.

In some embodiments of the present application, the longitudinal structure component also includes: an upper longitudinal beam, the upper longitudinal beam is located on the upper side of the first longitudinal beam, the upper longitudinal beam has a second side thrust surface, and is a vertical surface passing through the first longitudinal beam and parallel to the second direction. In the direction from the first connecting member toward the longitudinal beam assembly, the distance between the second side thrust surface and the vertical surface gradually increases.

In the above technical solution, when the front cabin structure is in a small offset collision, the obstacle avoider can slide relative to the front cabin structure along the second side thrust surface when in contact with the upper longitudinal beam, and increase the side thrust displacement of the obstacle avoider relative to the front cabin structure, thereby helping to reduce the deformation of the front cabin structure and reduce the damage to the occupants. At the same time, the second side thrust surface and the first side thrust surface cooperate to provide a relatively long side thrust stroke, further increase the side thrust displacement of the obstacle avoider relative to the front cabin structure, so that the obstacle avoider can leave the front cabin structure more quickly, and at the same time provide a more stable side thrust structure and provide sufficient side thrust to reduce the damage to the cockpit.

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

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

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

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

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

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

In some embodiments of the present application, there are two longitudinal structural components, and the two longitudinal structural components are spaced apart along the third direction. In the above technical solution, the front cabin structure includes the longitudinal structural component. Since the longitudinal structural component has high strength and rigidity and good stability, the two longitudinal structural components can make both ends of the front cabin structure in the third direction have strong rigidity and strength, thereby improving the rigidity and strength of the entire front cabin structure.

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

In the above technical solution, the first longitudinal beam and the second longitudinal beam are arranged in an up-and-down manner, and the two longitudinal beam assemblies can form a rectangular frame structure, thereby improving the strength and rigidity of the front cabin structure at both ends in the third direction. By setting the first crossbeam and the second crossbeam, the first crossbeam connects the two torsion boxes, the second crossbeam connects the two second longitudinal beams, and the first crossbeam, the second crossbeam, the two torsion boxes and the two second longitudinal beams form a rectangular frame structure, thereby improving the strength and rigidity of the front cabin structure at the rear side in the second direction. It can be seen that the front cabin structure can effectively improve the overall strength and rigidity by forming a rectangular frame structure in the third direction and the second direction, which is conducive to achieving stable crush deformation of the front cabin structure during a vehicle collision and improving collision efficiency.

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

In the above technical solution, the vibration-damping tower and the third crossbeam can form a rectangular frame structure with the first longitudinal beam and the first crossbeam, and can also form a rectangular frame structure with the two longitudinal beam assemblies and the second crossbeam, so as to further enhance the strength and rigidity of the front cabin structure. Moreover, when the front cabin structure is subjected to a collision along the third direction or the second direction, the collision force received by the first longitudinal beam and the second longitudinal beam can be dispersed upward to the vibration-damping tower and the third crossbeam, reducing the force received by the first longitudinal beam and the second longitudinal beam in the third direction, improving the stability of the first longitudinal beam and the second longitudinal beam during the collision, and thus improving the reliability of the front cabin structure.

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

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

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

In the above technical solution, since the motor suspension is generally connected to the front sub-frame, it can be seen that the fourth cross beam and the second cross beam can integrate the function of the front sub-frame. Compared with the need to connect an independent front sub-frame to the frame in the related art, the fourth cross beam and the second cross beam integrate part of the front sub-frame function, which can reduce the number of parts. Moreover, since the fourth cross beam and the second cross beam are directly connected to the second longitudinal beam, it is beneficial to reduce the volume of the front cabin structure, reduce the weight of the front cabin structure, and thus reduce the cost.

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

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

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

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

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

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

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

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

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

In the above technical solution, the fifth cross beam and the first connecting members at both ends of the third direction form a frame structure, which plays a role in improving the strength and rigidity of the front cabin structure. Since the fifth cross beam is located on the upper side of the first longitudinal beam and the second longitudinal beam, when the front side of the front cabin structure is hit, the collision force on the longitudinal beam assembly can be transmitted upward along the first connecting member to the fifth cross beam, dispersing the collision force, reducing the force on the first longitudinal beam and the second longitudinal beam, thereby improving the frontal collision performance of the front cabin structure and improving the structural stability of the front cabin structure.

In some embodiments of the present application, an air conditioning box fixing portion is provided on the fifth cross beam.

In the above technical solution, the fifth crossbeam can not only enhance the strength and rigidity, but also serve to install the air-conditioning box. By integrating the air-conditioning box with the fifth crossbeam, it is beneficial to reduce the number of parts, reduce the weight of the front cabin structure, save materials, and reduce manufacturing costs.

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

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

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

In the above technical solution, since the longitudinal beam assembly in the front cabin structure or the load-bearing body is a double longitudinal beam structure and can form multiple frame structures, the front cabin structure or the load-bearing body can have a front suspension structure with high strength and rigidity, thereby improving the rigidity and strength of the front cabin structure of the vehicle, improving the collision performance of the vehicle, and improving the safety of the occupants. At the same time, since the length dimension of the front suspension structure can be relatively small and the longitudinal beam assembly has a relatively large cross-sectional area, it is conducive to reducing the height difference between the longitudinal beam located on the upper side of the first longitudinal beam and the second longitudinal beam and the door sill, so the layout requirements of large tires, short front suspension and short L113 can be met in the whole vehicle design.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

FIG1 is a schematic diagram of a three-dimensional structure of a front cabin structure provided in some embodiments of the present application;

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

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

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

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

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

FIG. 7 is a schematic diagram of a three-dimensional structure of a load-bearing vehicle body provided in some embodiments of the present application.

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

DETAILED DESCRIPTION

In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

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

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

In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

The term "and/or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and/or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character "/" in this application generally indicates that the associated objects before and after are in an "or" relationship.

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

The term "plurality" used in the present application refers to two or more (including two).

The frame is the skeleton of the vehicle and one of its important components. When the vehicle is hit, the frame will bear a large impact force and cause deformation. If the frame is severely deformed, it will affect the safety of the door members. To ensure the safety of the passengers in the car, the frame should have appropriate strength and rigidity. Therefore, how to further improve the rigidity of the front cabin structure has become one of the problems that need to be solved in current vehicle design.

In a general front cabin structure, the front cabin structure mainly includes longitudinal beams and cross beams, among which the longitudinal beams can improve the overall strength and rigidity of the frame and can withstand the collision force when the vehicle collides. However, the longitudinal beams in most front cabin structures are generally arranged on both sides of the length direction of the vehicle body, with each side being a separate longitudinal beam. Therefore, the strength and rigidity of the front cabin structure depend on the strength and rigidity of the longitudinal beams on each side, but the overall strength and rigidity of the frame in this structure are limited. Strength and stiffness effects are poor.

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

In this front cabin structure, by setting a longitudinal structural component in the front cabin structure, and the longitudinal beam component in the longitudinal structural component includes a first longitudinal beam and a second longitudinal beam spaced apart along a first direction, a torsion box is set at one end of the first longitudinal beam and the second longitudinal beam in the longitudinal beam component located in the second direction, and the other end is connected to a first connecting member, so that the longitudinal structural component can form a rectangular frame structure, thereby improving the overall strength and rigidity of the front cabin structure. In addition, while improving the overall strength and rigidity, the size of the longitudinal structural component in the second direction can be relatively small, thereby reducing the size of the front cabin structure in the second direction, and the longitudinal beam component has a relatively large cross-sectional area, which is conducive to reducing the height difference between the longitudinal beam located on the upper side of the first longitudinal beam and the second longitudinal beam and the door sill, so that the layout requirements of large tires, short front overhangs and short L113 can be met.

The front cabin structure disclosed in the embodiment of the present application can be used for, but not limited to, fuel vehicles and new energy vehicles, where the vehicles can include, but are not limited to, vans, trucks, sedans, SUVs, etc. The vehicle using such a front cabin structure is conducive to improving the structural strength and rigidity of the vehicle body and improving the safety of the vehicle.

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

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

The torsion box 2 may refer to a component that can generate torque and prevent deformation, and has the advantages of high hardness, strong impact resistance and effective resistance to deformation. Specifically, the torsion box 2 may be understood as a box structure or a beam structure extending along the third direction X. The torsion box 2 may be an arc-shaped beam, thereby providing a better buffering and energy absorption effect.

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

The first longitudinal beam 101 and the second longitudinal beam 102 may be, but are not limited to, tubular components and columnar components. For example, the first longitudinal beam 101 and the second longitudinal beam 102 may be square tubes or square columns. The connection methods among the first longitudinal beam 101, the second longitudinal beam 102, the torsion box 2, and the first connecting member 3 may include, but are not limited to, welding, bolt connection, and hot riveting connection.

In the above-mentioned front cabin structure 100, since the longitudinal beam assembly 1 includes the first longitudinal beam 101 and the second longitudinal beam 102, that is, the longitudinal beam assembly 1 is a double longitudinal beam structure, the first longitudinal beam 101, the second longitudinal beam 102, the torsion box 2 and the first connecting member 3 can form a rectangular frame structure. When the front cabin structure 100 is hit, the rectangular frame structure can disperse the impact force along the side beams of the frame after being hit, thereby reducing the situation of concentrated force. Therefore, the rectangular frame structure has relatively good stability and rigidity, which can effectively improve the strength and rigidity of the front cabin structure 100, reduce the deformation degree of the front cabin structure 100 when the vehicle collides, and improve the structural stability of the front cabin structure 100.

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

The longitudinal beam assembly 1 adopts a double longitudinal beam structure, which can not only improve strength and rigidity, but also increase the cross-sectional area of the longitudinal beam assembly 1 and improve the cross-sectional force of the longitudinal beam assembly 1. Compared with the general single longitudinal beam structure, in the longitudinal beam assembly 1 with a double longitudinal beam structure, the cross-sectional area of the longitudinal beam located on the upper side of the first longitudinal beam 101 and the second longitudinal beam 102 can be made smaller while meeting the requirements of high strength and rigidity, which is conducive to reducing the height difference between the upper longitudinal beam and the door sill in the first direction Z, and is conducive to meeting the design requirements of large tires.

Secondly, compared with the single longitudinal beam structure, in the general front cabin structure, in order to meet the strength and stiffness requirements, and to meet the energy absorption effect as much as possible, the length of the single longitudinal beam is generally made longer, which is not conducive to meeting the design requirements of the short front overhang. In the above-mentioned front cabin structure 100, the longitudinal beam assembly 1 of the double longitudinal beam structure can be relatively small in the second direction Y on the premise of meeting the strength and stiffness requirements and having a relatively good energy absorption effect, that is, the length of the first longitudinal beam 101 and the second longitudinal beam 102 is relatively small, which can help reduce the length of the front overhang structure of the vehicle and help meet the short front overhang design requirements. And because the first longitudinal beam 101 and the second longitudinal beam 102 are relatively small in the second direction Y, in the front overhang structure of the vehicle, the distance between the wheel and the accelerator pedal in the passenger compartment can be reduced, thereby meeting the short L113 requirement.

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

In addition, since the double longitudinal beam structure formed by the first longitudinal beam 101 and the second longitudinal beam 102 can increase the cross-sectional area of the longitudinal beam assembly 1, in the MPDB working condition, from the perspective of anti-penetration, the longitudinal beam cross-sectional force cannot be too large (for example, the longitudinal beam cross-sectional force generally cannot exceed 148KN) due to the obstacle avoidance reaction force. In the front cabin structure 100 of the present application, the cross-sectional area of the longitudinal beam assembly 1 can be made larger than the cross-sectional area of the single longitudinal beam structure, so it is helpful to reduce the longitudinal beam cross-sectional force during a collision, thereby meeting the MPDB working condition requirements.

In the above technical solution, a longitudinal structural component is arranged in the front cabin structure, and the longitudinal beam component 1 in the longitudinal structural component includes a first longitudinal beam 101 and a second longitudinal beam 102 spaced apart along the first direction Z, and a torsion box 2 is arranged at one end of the first longitudinal beam 101 and the second longitudinal beam 102 in the longitudinal beam component 1 located in the second direction Y, and the other end is connected to the first connecting member 3, so that the longitudinal structural component can form a rectangular frame structure, thereby improving the overall strength and rigidity of the front cabin structure 100. Moreover, while improving the overall strength and rigidity, the size of the longitudinal structural component in the second direction Y can be relatively small, thereby reducing the size of the front cabin structure 100 in the second direction Y, and the longitudinal beam component 1 has a relatively large cross-sectional area, which is conducive to reducing the height difference between the longitudinal beam located on the upper side of the first longitudinal beam 101 and the second longitudinal beam 102 and the door sill, so that the layout requirements of large tires, short front overhangs and short L113 can be met.

In some embodiments of the present application, as shown in FIG1 , the torsion box 2 is connected to the first longitudinal beam 101 and/or the second longitudinal beam 102. In the above technical solution, the torsion box 2 can be connected to the first longitudinal beam 101, can be connected to the second longitudinal beam 102, and can also be connected to the first longitudinal beam 101 and the second longitudinal beam 102 at the same time. When the first longitudinal beam 101 and/or the second longitudinal beam 102 are collided, the collision force can be directly transmitted to the torsion box 2, and the torsion box 2 then transmits the collision force to the threshold beam and the front cross beam of the chemical cabin, thereby ensuring the stability of the root of the force transmission structure during the collision, achieving stable crushing of the first longitudinal beam 101 and/or the second longitudinal beam 102, absorbing as much collision energy as possible, and bringing a better energy absorption effect.

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

The energy absorbing member 8 may refer to a component that can absorb energy. For example, the energy absorbing member 8 may be a hollow shell component or a component filled with a buffer material. The connection method between the energy absorbing member 8 and the first connecting member 3 includes, but is not limited to, welding, bolt connection, and hot riveting connection. When the front side of the front cabin structure 100 is hit, the collision force is transmitted to the energy absorbing member 8, and the energy absorbing member 8 can absorb the collision energy and reduce the collision force on the first longitudinal beam 101 and the second longitudinal beam 102. This reduces the deformation degree of the front cabin structure 100, which is conducive to reducing maintenance costs.

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

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

The first side thrust surface 8a may be, but is not limited to, an inclined surface and an arcuate surface.

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

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

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

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

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

The second connecting member 10 may be, but is not limited to, a tubular member, a columnar member, and a plate-shaped member. The connection method between the second connecting member 10, the first energy absorbing part 81, and the second energy absorbing part 82 may include, but is not limited to, welding, bolt connection, and hot riveting connection.

It can be understood that the number of the second connecting members 10 and the energy absorbing member 8 is equal and one-to-one corresponding. Referring to Figures 1 to 3, the second connecting member 10 can be connected to the first energy absorbing part 81 at one end and to the second energy absorbing part 82 at the other end, so that the second connecting member 10, the first energy absorbing part 81, the second energy absorbing part 82, and the first connecting member 3 can form a rectangular frame structure, further improving the structural strength of the front side of the front cabin structure 100.

In the above technical solution, the second connecting member 10, the first energy absorbing part 81, the second energy absorbing part 82 and the first connecting member 3 can form a stable rectangular frame structure, and the frame structure has good stability and reliability. Moreover, when one of the first energy absorbing part 81 and the second energy absorbing part 82 is hit by a collision and absorbs energy, the collision force can be transmitted to the other through the first connecting member 3, thereby reducing the load of either the first energy absorbing part 81 or the second energy absorbing part 82, so that the first energy absorbing part 81 and the second energy absorbing part 82 can absorb energy at the same time, thereby improving the energy absorption effect.

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

The upper longitudinal beam 12 may be a hollow tube, located at both ends of the vehicle body along the third direction X, and may withstand the collision force during a small offset collision. The end of the upper longitudinal beam 12 away from the first connecting member 3 may be connected to the A-pillar 200 of the vehicle body, and the second side thrust surface 12a may be, but is not limited to, an inclined surface and an arc surface. Optionally, the second side thrust surface 12a may be a smooth curved surface.

In the above technical solution, when the front cabin structure 100 is in a small offset collision, the obstacle avoider can slide relative to the front cabin structure 100 along the second side thrust surface 12a when in contact with the upper longitudinal beam 12, and increase the side thrust displacement of the obstacle avoider relative to the front cabin structure 100, thereby helping to reduce the deformation degree of the front cabin structure 100 and reduce the harm to the occupants. At the same time, the second side thrust surface 12a and the first side thrust surface 8a cooperate to provide a relatively long side thrust stroke, further increase the side thrust displacement of the obstacle avoider relative to the front cabin structure 100, so that the obstacle avoider can leave the front cabin structure 100 more quickly, and at the same time provide a more stable side thrust structure, and provide sufficient side thrust to reduce the damage to the front cabin structure 100.

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

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

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

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

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

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

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

That is to say, the first longitudinal beam 101 and the second longitudinal beam 102 are arranged up and down, the first longitudinal beam 101 is the upper longitudinal beam, and the second longitudinal beam 102 is the lower longitudinal beam. This method is conducive to reducing the size of the longitudinal beam assembly 1 in the third direction X, so that the space between the two longitudinal beam assemblies 1 in the third direction X is relatively large, so that there is sufficient space between the two longitudinal beam assemblies 1 to arrange more parts or larger parts. Secondly, at both ends of the third direction X, the first longitudinal beam 101, the second longitudinal beam 102, the torsion box 2 and the first connecting member 3 can form a rectangular frame structure, which can improve the strength and rigidity of the front cabin structure 100 at both ends of the third direction X.

The first cross beam 13 and the second cross beam 4 may be, but are not limited to, a tubular component, a plate component, and a columnar component. Since the first cross beam 13 is connected to the two torsion boxes 2, and the second cross beam 4 is connected to the two second longitudinal beams 102, the first cross beam 13, the second cross beam 4, the two torsion boxes 2, and the two second longitudinal beams 102 can form a rectangular frame structure in the vertical direction, thereby improving the strength and rigidity of the rear side of the front cabin structure 100. The connection method between the first cross beam 13, the second cross beam 4, the second longitudinal beam 102, and the torsion box 2 may include, but is not limited to, welding, bolt connection, and hot riveting connection.

In the above technical solution, the first longitudinal beam 101 and the second longitudinal beam 102 are arranged in an up-down manner, and the two longitudinal beam assemblies 1 can form a rectangular frame. The structure improves the strength and rigidity of the front cabin structure 100 at both ends of the third direction X. By setting the first crossbeam 13 and the second crossbeam 4, the first crossbeam 13 connects the two torsion boxes 2, the second crossbeam 4 connects the two second longitudinal beams 102, and the first crossbeam 13, the second crossbeam 4, the two torsion boxes 2 and the two second longitudinal beams 102 form a rectangular frame structure, which can improve the strength and rigidity of the front cabin structure 100 at the rear side of the second direction Y. It can be seen that the front cabin structure 100 can effectively improve the overall strength and rigidity by forming a rectangular frame structure in the third direction X and the second direction Y, which is conducive to achieving stable crushing deformation of the front cabin structure 100 during a vehicle collision and improving the collision efficiency.

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

The vibration tower 5 may refer to a key component connecting the shock absorber and the vehicle body, and is used to withstand the transmission of collision force and the transmission of vehicle body torsion when the left and right wheels are subjected to uneven force, so as to ensure the driving stability and safety of the vehicle. The connection method between the vibration tower 5 and the third cross beam 6 may include but is not limited to welding, bolt connection and hot riveting connection.

The third cross beam 6 enables the two vibration-damping towers 5 to be rigidly connected, thereby improving the connection stability and reliability between the vibration-damping towers 5 and the first longitudinal beam 101. When one of the two vibration-damping towers 5 is collided, the vibration-damping tower 5 can transmit the collision force to the other vibration-damping tower 5 through the third cross beam 6, thereby dispersing the collision force, which is beneficial to reducing the force on each vibration-damping tower 5 and the degree of deformation of each vibration-damping tower 5, thereby reducing the probability of damage to the vibration-damping tower 5 and reducing the maintenance cost.

Furthermore, referring to the above embodiment, on the basis that the front cabin structure 100 includes the first cross beam 13 and the second cross beam 4, after the vibration reduction tower 5 and the third cross beam 6 are provided, the vibration reduction tower 5, the third cross beam 6, the first longitudinal beam 101 and the first cross beam 13 form a rectangular frame structure, and the vibration reduction tower 5, the third cross beam 6, the two longitudinal beam assemblies 1 and the second cross beam 4 form another rectangular frame structure. In other words, by providing more rectangular frame structures in the front cabin structure 100, the strength and rigidity of the front cabin structure 100 can be further improved.

In the above technical solution, the vibration-damping tower 5 and the third cross beam 6 can form a rectangular frame structure with the first longitudinal beam 101 and the first cross beam 13, and can also form a rectangular frame structure with the two longitudinal beam assemblies 1 and the second cross beam 4, so as to further enhance the strength and rigidity of the front cabin structure 100. Moreover, when the front cabin structure 100 is hit in the third direction X or the second direction Y, the collision force on the first longitudinal beam 101 and the second longitudinal beam 102 can be dispersed upward to the vibration-damping tower 5 and the third cross beam 6, reducing the force on the first longitudinal beam 101 and the second longitudinal beam 102 in the third direction X, improving the stability of the first longitudinal beam 101 and the second longitudinal beam 102 during the collision, and thus improving the reliability of the front cabin structure 100.

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

The fourth cross beam 7 may be, but is not limited to, a tubular component, a plate component, and a columnar component. The connection method between the fourth cross beam 7 and the second longitudinal beam 102 may include, but is not limited to, welding, bolt connection, and hot riveting connection.

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

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

The motor suspension fixing part may refer to a structure for installing the motor suspension, for example, the motor suspension fixing part may be but is not limited to a mounting hole and a connecting bolt, etc. When the motor suspension fixing part is a mounting hole, the bolt on the motor suspension may be installed in the mounting hole, thereby fixing the motor suspension on the fourth cross beam 7 and the second cross beam 4; when the motor suspension fixing part is a bolt, the bolt may directly cooperate with the hole on the motor suspension.

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

In some embodiments of the present application, as shown in FIG. 1 , a suspension swing arm fixing portion 1021 is provided on the second longitudinal beam 102 .

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

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

In some embodiments of the present application, as shown in FIG. 1 , the second longitudinal beam 102 has a bent portion 1023 that bends toward the center of the front cabin structure 100. The bent portion 1023 enables an escape space to be formed on the outer side of the second longitudinal beam 102, thereby reducing installation interference with other components in the vehicle and facilitating assembly of the entire vehicle.

In some embodiments of the present application, as shown in FIG. 1, FIG. 4 and FIG. 5, there are two longitudinal structural components, and the two longitudinal structural components are arranged along the third direction X. The front cabin structure 100 further includes an anti-collision beam 9 which connects the two energy absorbing members 8 .

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

When the front side of the front cabin structure 100 is hit, the anti-collision beam 9 is impacted first and transmits the collision force to the energy absorbing member 8, which can absorb the collision energy and reduce the collision force on the first longitudinal beam 101 and the second longitudinal beam 102. Moreover, since the anti-collision beam 9 is connected to the energy absorbing member 8, when the anti-collision beam 9 is hit, the collision force can be transmitted to the two energy absorbing members 8 along the length direction of the anti-collision beam 9, thereby dispersing the collision force and reducing the collision force on the energy absorbing member 8 and the anti-collision beam 9, thereby reducing the deformation degree of the front cabin structure 100, which is conducive to reducing the maintenance cost.

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

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

The cross-section of the first energy absorbing portion 81 and the second energy absorbing portion 82 may be, but not limited to, square, cylindrical, etc. Optionally, the shape of the first energy absorbing portion 81 and the second energy absorbing portion 82 may be, but not limited to, arc-shaped or column-shaped. For example, the first energy absorbing portion 81 and the second energy absorbing portion 82 may be columnar components and extend along the second direction Y.

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

It can be understood that by configuring the energy absorbing member 8 to include the first energy absorbing portion 81 and the second energy absorbing portion 82, rather than configuring it as a single component of a larger volume, the processing difficulty of the energy absorbing member 8 can be reduced, the manufacturing cost can be reduced, and the assembly difficulty can also be reduced. When the cabin structure 100 is hit, considering that the collision angles are different each time, the probability of the first energy absorbing portion 81 and the second energy absorbing portion 82 being hit at the same time is relatively low. When only one of the first energy absorbing portion 81 and the second energy absorbing portion 82 is hit, the other can be guaranteed to be intact or less damaged. Therefore, during maintenance, only the severely damaged component can be replaced, which can improve the maintenance economy.

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

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

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

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

The third connecting member 14 may be, but is not limited to, a tubular member, a columnar member, and a plate-shaped member. The connection method between the third connecting member 14, the first beam body 91, and the second beam body 92 may include, but is not limited to, welding, bolt connection, and hot riveting connection.

It can be understood that the number of the third connecting members 14 and the energy absorbing members 8 is equal and one-to-one corresponding. Referring to FIG4 and FIG5, the third connecting member 14 can also be connected to the first beam body 91 at one end and to the second beam body 92 at the other end, so that the third connecting member 14, the first beam body 91 and the second beam body 92 form a rectangular frame structure, which can also improve the structural strength of the front side of the front cabin structure 100, and reduce the probability of large deformation of the first beam body 91 and the second beam body 92, thereby improving the collision performance of the front cabin structure 100.

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

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

The fifth cross beam 11 may be, but is not limited to, a tubular component, a columnar component, and a plate-shaped component. The connection between the fifth cross beam 11 and the first connecting member 3 The methods may include but are not limited to welding, bolting and heat riveting.

In the above technical solution, the fifth cross beam 11 and the first connecting members 3 at both ends of the third direction X form a frame structure, which plays a role in improving the strength and rigidity of the front cabin structure 100. Since the fifth cross beam 11 is located on the upper side of the first longitudinal beam 101 and the second longitudinal beam 102, when the front side of the front cabin structure 100 is hit, the collision force received by the longitudinal beam assembly 1 can be transmitted upward along the first connecting member 3 to the fifth cross beam 11, dispersing the collision force, reducing the force received by the first longitudinal beam 101 and the second longitudinal beam 102, thereby improving the frontal collision performance of the front cabin structure 100 and improving the structural stability of the front cabin structure 100.

In some embodiments of the present application, an air conditioning box fixing portion is provided on the fifth cross beam 11 .

The air conditioning box fixing part may refer to a component that can play a role in fixing the air conditioning box. For example, the air conditioning box fixing part may include but is not limited to a mounting hole and a mounting seat, etc.

In the above technical solution, the fifth cross beam 11 can not only enhance the strength and rigidity, but also can be used to install the air-conditioning box. The integrated installation of the air-conditioning box by the fifth cross beam 11 is beneficial to reduce the number of parts, reduce the weight of the front cabin structure 100, save materials, and reduce manufacturing costs.

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

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

The first energy absorbing part 81 and the second energy absorbing part 82 are energy absorbing boxes. The upper left first energy absorbing part 81 and the upper right first energy absorbing part 81 are welded to the first beam body 91 as a whole. The lower left second energy absorbing part 82 and the lower right second energy absorbing part 82 are welded to the second beam body 92 as a whole. The second beam body 92 is a calf beam. The second connecting member 10 is a vertical beam. The left second connecting member 10 and the right second connecting member 10 are connected to the front of the first energy absorbing part 81 and the second energy absorbing part 82 by welding. The left rear end plate is connected to the rear of the upper left first energy absorbing part 81 and the lower left second energy absorbing part 82 by welding. The right rear end plate is connected to the rear of the upper right first energy absorbing part 81 and the lower right second energy absorbing part 82 by welding.

The front end plate and the rear end plate are connected as a whole by bolts.

The fourth cross beam 7 and the second cross beam 4 are connected to the lower left second longitudinal beam 102 and the lower right second longitudinal beam 102 by welding. The first cross beam 13 is connected to the upper left torsion box 2 and the upper right torsion box 2 by spot welding and welding. The left vibration tower 5 is fixed to the upper left first longitudinal beam 101 by welding and bolts, the right vibration tower 5 is fixed to the upper right first longitudinal beam 101 by welding and bolts, and the third cross beam 6 is connected to the left vibration tower 5 and the right vibration tower 5 by bolts.

The lower left second longitudinal beam 102 and the lower right second longitudinal beam 102 integrate the fixing points of the suspension swing arms, and the fourth cross beam 7 and the second cross beam 4 integrate the fixing points of the motor suspension.

The first longitudinal beam 101 on the upper side and the second longitudinal beam 102 on the lower side are connected as a whole through end plates, vertical beams and cross beams to form a cage structure. By adjusting the cross-section of the first longitudinal beam 101 and the second longitudinal beam 102, the cross-sectional forces of the first longitudinal beam 101 and the second longitudinal beam 102 are ensured to be at a reasonable level to meet the requirements of collision regulations. This structure can meet the demanding layout requirements of large tires, short front overhangs, and short L113; on the other hand, compared with the traditional single longitudinal beam structure, the cross-sectional area of the first longitudinal beam 101 is greatly reduced, thereby reducing the height difference between the first longitudinal beam 101 and the door sill in the first direction Z direction, thereby improving the stability of the collision; furthermore, the integrated design of the body and chassis subframe reduces weight while improving the overall structural rigidity of the front cabin of the body.

In a second aspect, as shown in FIG. 7 , an embodiment of the present application further provides a load-bearing vehicle body 1000 , including the front cabin structure 100 described above.

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

The monocoque 1000 means that there is no frame. The body is used as the mounting base for the engine and chassis assemblies. The body also serves as the frame and bears all the loads. Therefore, if the monocoque is damaged in a collision, the entire body needs to be replaced, which is very costly. By enhancing the structural strength and rigidity of the monocoque, the probability of replacing the body can be reduced, and the cost can be reduced.

In the above technical solution, the front cabin structure 100 can greatly improve the structural strength and rigidity of the front cabin structure 100 by setting the longitudinal beam assembly 1 as a double longitudinal beam structure and forming multiple frame structures inside. The front cabin structure 100 has better anti-collision performance, improves collision stability and collision efficiency, and while improving the overall strength and rigidity, the length of the front cabin structure 100 can be relatively small, and the longitudinal beam assembly 1 has a relatively large cross-sectional area, which is conducive to reducing the height difference between the longitudinal beam located on the upper side of the first longitudinal beam 101 and the second longitudinal beam 102 and the door sill, so that the requirements of large tires and short front overhangs can be met in the design of the whole vehicle. and the layout requirements of the short L113.

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

In the above technical solution, since the longitudinal beam assembly 1 in the front cabin structure 100 or the load-bearing body 1000 is a double longitudinal beam structure and can form multiple frame structures, the front cabin structure 100 or the load-bearing body 1000 can have a front suspension structure with high strength and rigidity, thereby improving the rigidity and strength of the front cabin structure of the vehicle, improving the collision performance of the vehicle, and improving the safety of the occupants. At the same time, since the length dimension of the front suspension structure can be relatively small, and the longitudinal beam assembly 1 has a relatively large cross-sectional area, it is conducive to reducing the height difference between the longitudinal beam located on the upper side of the first longitudinal beam 101 and the second longitudinal beam 102 and the door sill, so the layout requirements of large tires, short front suspension and short L113 can be met in the whole vehicle design.

It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application may be combined with each other.

The above are only preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims (23)

A front cabin structure, comprising: A longitudinal structural component, the longitudinal structural component comprising: a longitudinal beam assembly, the longitudinal beam assembly comprising a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam being spaced apart in a first direction and extending in a second direction; a torsion box, the torsion box being located at one end of the longitudinal beam assembly in the second direction; A first connecting member is located at the other end of the longitudinal beam assembly in the second direction, and the first connecting member connects the first longitudinal beam and the second longitudinal beam. The front cabin structure according to claim 1, wherein the torsion box is connected to the first longitudinal beam and/or the second longitudinal beam. The front cabin structure according to claim 1 or 2, wherein the longitudinal structural assembly further comprises: an energy absorbing member, which is arranged on a side of the first connecting member away from the longitudinal beam assembly and connected to the first connecting member. The front cabin structure according to claim 3, wherein a vertical plane passing through the first longitudinal beam and parallel to the second direction is formed, the energy absorbing member has a first side thrust surface, and the distance between the first side thrust surface and the vertical plane gradually increases in the direction from the first connecting member toward the longitudinal beam assembly. The front cabin structure according to claim 4, wherein the energy absorbing member comprises a first energy absorbing portion and a second energy absorbing portion which are spaced apart from each other, and the first side thrust surface is formed on the first energy absorbing portion and the second energy absorbing portion. The front cabin structure according to claim 5, wherein the longitudinal structural assembly further comprises: a second connecting member, wherein the second connecting member connects the first energy absorbing portion and the second energy absorbing portion. The front cabin structure according to any one of claims 1 to 6, wherein the longitudinal structural component further includes: an upper longitudinal beam, the upper longitudinal beam is located on the upper side of the first longitudinal beam, the upper longitudinal beam has a second side thrust surface, which is a vertical surface passing through the first longitudinal beam and parallel to the second direction, and in the direction from the first connecting member toward the longitudinal beam assembly, the distance between the second side thrust surface and the vertical surface gradually increases. The front cabin structure according to any one of claims 1 to 7, wherein a fourth connecting member is provided on the second longitudinal beam, and the second longitudinal beam is connected to the torsion box through the fourth connecting member. The front cabin structure according to any one of claims 1 to 8, wherein the second longitudinal beam comprises a first portion, a second portion and a third portion, one end of the second portion is connected to the first portion, the other end is connected to the third portion, and the first portion is connected to the first connecting member. The front cabin structure according to any one of claims 1 to 9, wherein the first longitudinal beam has a first end connected to the first connecting member, the second longitudinal beam has a second end connected to the first connecting member, and the second end is located directly below the first end. The front cabin structure according to any one of claims 1 to 10, wherein the number of the longitudinal structural components is two, and the two longitudinal structural components are spaced apart along the third direction. The front cabin structure according to claim 11, wherein the first direction is a vertical direction, the first longitudinal beam is located on an upper side of the second longitudinal beam, and the front cabin structure further comprises: a first cross beam, the first cross beam being located on an upper side of the second longitudinal beam and connecting the two torsion boxes; A second cross beam, wherein the second cross beam connects the two second longitudinal beams. The front cabin structure according to claim 12, wherein the longitudinal structural assembly further comprises a vibration damping tower connected to an upper portion of the first longitudinal beam, and the front cabin structure further comprises a third cross beam connecting two of the vibration damping towers. The front cabin structure according to claim 12 or 13, wherein the front cabin structure further comprises: a fourth cross beam, the fourth cross beam connecting two of the second longitudinal beams, and the fourth cross beam is located on a side of the second cross beam away from the torsion box. The front cabin structure according to claim 14, wherein the fourth cross beam and the second cross beam are provided with a motor suspension fixing portion. The front cabin structure according to any one of claims 12 to 15, wherein a suspension swing arm fixing portion is provided on the second longitudinal beam. The front cabin structure according to claim 3, wherein the number of the longitudinal structural components is two, and the two longitudinal structural components are spaced apart along a third direction, and the front cabin structure further comprises: an anti-collision beam, and the anti-collision beam connects the two energy absorbing parts. The front cabin structure according to claim 17, wherein the energy absorbing member includes a first energy absorbing portion and a second energy absorbing portion, and the anti-collision beam includes a first beam body and a second beam body, the first beam body connects two of the first energy absorbing portions, and the second beam body connects two of the second energy absorbing portions. The front cabin structure according to claim 18, wherein the front cabin structure further comprises: a third connecting member, the energy absorbing member is correspondingly provided with the third connecting member, and the third connecting member connects the first beam body and the second beam body. The front cabin structure according to any one of claims 11 to 19, wherein the front cabin structure further comprises: a fifth cross beam, the fifth cross beam connects the two first connecting members and is located on the upper side of the longitudinal beam assembly. The front cabin structure according to claim 20, wherein an air conditioning box fixing portion is provided on the fifth cross beam. A load-bearing vehicle body, comprising a front cabin structure as claimed in any one of claims 1 to 21. A vehicle, comprising the front cabin structure according to any one of claims 1 to 21, or the load-bearing body according to claim 22.