CN214823091U

CN214823091U - Vehicle front cabin structure and vehicle

Info

Publication number: CN214823091U
Application number: CN202023346213.XU
Authority: CN
Inventors: 陈永兴; 田超; 许之和
Original assignee: Byd Toyota Electric Vehicle Technology Co ltd
Current assignee: Byd Toyota Electric Vehicle Technology Co ltd
Priority date: 2020-12-31
Filing date: 2020-12-31
Publication date: 2021-11-23
Anticipated expiration: 2030-12-31

Abstract

The utility model relates to a vehicle front deck structure and vehicle, vehicle front deck structure includes preceding crashproof roof beam, two energy-absorbing boxes, two front deck longerons, and crossbeam, and preceding crashproof roof beam, energy-absorbing box and front deck longeron are arranged along the fore-and-aft direction in proper order, and the both ends of preceding crashproof roof beam are connected with the front deck longeron that corresponds through an energy-absorbing box respectively, and the crossbeam extends and the both ends of crossbeam connect respectively in the front end of the front deck longeron that corresponds along left right direction. The transverse beam extending along the left-right direction is arranged between the front ends of the front cabin longitudinal beams, under the condition that a vehicle is slightly offset and collided, collision force borne by the front anti-collision beam is transmitted to the front cabin longitudinal beams after the energy absorption effect of the energy absorption box, and is transmitted to the transverse beam through the front cabin longitudinal beams and is transmitted to the front cabin longitudinal beams on the other side through the transverse beam, so that a force transmission path of lateral force along the left-right direction is formed, the vehicle sideslips, the passenger cabin is enabled to laterally displace, the front collision between the passenger cabin and a barrier is avoided, and passengers in the passenger cabin are protected.

Description

Vehicle front cabin structure and vehicle

Technical Field

The disclosure relates to the technical field of vehicles, in particular to a vehicle front cabin structure and a vehicle.

Background

In order to enable a vehicle to sideslip under the condition of small offset collision and avoid the front collision between a passenger compartment of the vehicle and a barrier, the strength of a front anti-collision beam is often improved in the prior art, and further, the lateral component force of collision force transmitted to the left direction and the right direction is improved, so that the vehicle sideslips in the left direction and the right direction.

When a vehicle is in small offset collision, the interaction force between the vehicle and the barrier can be decomposed into a forward force extending along a front cabin longitudinal beam and a lateral component force along the direction of the front anti-collision beam, but is influenced by the contact surface of the front anti-collision beam and the barrier, and the maximum force value of the section force of the energy absorption box is limited, the lateral component force value which can be provided by the front anti-collision beam often cannot enable the vehicle to sideslip, so that the passenger cabin cannot be laterally displaced, the passenger cabin can be in frontal collision with the barrier, and the passengers in the passenger cabin are injured.

SUMMERY OF THE UTILITY MODEL

The purpose of the present disclosure is to provide a vehicle front compartment structure and a vehicle, which can enable the vehicle to sideslip when a small offset collision occurs, avoid the frontal collision between a passenger compartment and a barrier, and protect passengers in the passenger compartment.

In order to realize the above-mentioned purpose, the present disclosure provides a vehicle front cabin structure, vehicle front cabin structure includes along the preceding crashproof roof beam of left right direction extension, two crash boxes, two front cabin longerons and crossbeam, preceding crashproof roof beam the crash box and the front cabin longeron is arranged along the fore-and-aft direction in proper order, just the both ends of preceding crashproof roof beam are respectively through one the crash box with correspond the front cabin longeron is connected, the crossbeam is along left right direction extension just the both ends of crossbeam are connected respectively in corresponding the front end of front cabin longeron.

Optionally, the vehicle front cabin structure further includes two connecting plates, the energy absorption box includes a first portion opposite to the front cabin longitudinal beam and a second portion protruding from the front cabin longitudinal beam along a left-right direction, front ends of the first portion and the second portion are both connected to a rear side of the front anti-collision beam, a rear end of the first portion is connected to the front cabin longitudinal beam, and the connecting plates are connected to a front end outer side wall of the front cabin longitudinal beam and a rear end of the second portion.

Optionally, an end of the beam is at least partially disposed opposite the connecting plate in the left-right direction.

Optionally, a reinforcing plate is arranged inside a connecting part of the front cabin longitudinal beam and the connecting plate, and the reinforcing plate extends in the left-right direction.

Optionally, the first portion and the second portion are configured as two U-shaped plates with opposite openings, the energy absorption box further comprises a partition plate, the partition plate blocks the opening and connects the first portion and the second portion to divide the interior of the energy absorption box into a first energy absorption cavity and a second energy absorption cavity which penetrate along the front-back direction, the second energy absorption cavity is surrounded by the second portion and the partition plate, and the projection of the connecting plate along the front-back direction at least partially coincides with the projection of the second energy absorption cavity along the front-back direction.

Optionally, the vehicle front cabin structure further comprises two first mounting plates and a second mounting plate, the first mounting plates are plugged at the front ends of the first energy absorption cavity and the second energy absorption cavity and connected to the rear side of the front anti-collision beam, and the second mounting plates are plugged at the rear ends of the first energy absorption cavity and the second energy absorption cavity and connected to the front cabin longitudinal beam and the connecting plate.

Optionally, the connecting plate includes a first plate perpendicular to a horizontal plane and extending obliquely forward relative to the longitudinal beam of the front cabin, and two second plates extending inward in a horizontal direction from an upper edge and a lower edge of the first plate, the first plate includes a first flange and a second flange respectively disposed on a front side edge and a rear side edge of the first plate, the second plate includes a third flange connected to the first flange and a fourth flange connected to the second flange, the first flange and the two third flanges are connected to the second portion, the second flange is connected to the outer side wall of the front end of the longitudinal beam of the front cabin, and the two fourth flanges are respectively connected to the upper side wall of the front end and the lower side wall of the front end of the longitudinal beam of the front cabin.

Optionally, the end of the cross beam is at least partially opposite to the connecting plate along the left-right direction, a reinforcing plate is arranged inside the connecting part of the front cabin longitudinal beam and the connecting plate, the reinforcing plate extends along the left-right direction, and the reinforcing plate is opposite to the rear side of the connecting plate.

Optionally, the cross beam comprises a cross beam body and two cross beam joints respectively arranged at two ends of the cross beam body, a first end of each cross beam joint is connected to the end of the cross beam body, a second end of each cross beam joint is connected to the front cabin longitudinal beam, and the projection of each cross beam joint on the horizontal plane is from the first end to the second end in a horn shape.

The present disclosure also provides a vehicle comprising the vehicle front cabin structure.

In the technical scheme, the cross beam extending along the left-right direction is arranged between the front ends of the front cabin longitudinal beams, so that under the condition of small offset collision of a vehicle, collision force borne by the front anti-collision beam is transmitted to the front cabin longitudinal beams after the energy absorption effect of the energy absorption box, and is transmitted to the cross beam through the front cabin longitudinal beams and is transmitted to the front cabin longitudinal beams on the other side through the cross beam, and a force transmission path of lateral force along the left-right direction is formed; and the section bending moment of the front cabin longitudinal beam is far greater than the section bending moment of the energy absorption box, so that the lateral force acting on the cross beam is not limited by the crushing deformation of the energy absorption box, and larger lateral component force in the left-right direction can be provided to generate higher finished automobile sideslip speed, so that the automobile sideslips, the passenger cabin is laterally displaced, the front collision between the passenger cabin and the barrier is avoided, and the passenger in the passenger cabin is effectively protected; in addition, the cross beam is arranged at the front end of the front cabin longitudinal beam, so that a lateral component force in the left-right direction can be provided at the beginning of small offset collision, the acting time of the lateral component force is prolonged, the vehicle can obtain the speed in the left-right direction as soon as possible, and the aim of sideslip is fulfilled.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic perspective view of a vehicle front cabin structure according to an embodiment of the present disclosure;

FIG. 2 is an exploded view of a vehicle front cabin structure according to one embodiment of the present disclosure;

FIG. 3 is an exploded view of a front deck rail of a vehicle front deck structure according to an embodiment of the present disclosure;

FIG. 4 is a schematic structural view of a connecting plate of a vehicle front cabin structure according to an embodiment of the present disclosure;

FIG. 5 is a schematic, diagrammatic view of a vehicle including a vehicle front cabin structure according to one embodiment of the present disclosure.

Description of the reference numerals

1 front anti-collision beam 2 energy absorption box

21 first portion 211 first energy absorption Cavity

22 second part of partition 23

231 second energy absorption Cavity 3 forebay stringer

31 front end inner side wall 32 front end outer side wall

33 front end upper side wall 34 front end lower side wall

35 first front longitudinal beam panel 36 second front longitudinal beam panel

37 longitudinal beam reinforcing plate 371 fifth flanging

4 Cross member 41 Cross member body

411 first cross member plate 412 second cross member plate

42 beam joint 421 first joint plate

422 second joint plate 5 connecting plate

51 first panel 511 first flange

512 second flanging 513 reinforcing rib

521 third flange 522 fourth flange

6 reinforcing plate 7 first mounting plate

8 second mounting plate 100 vehicle front cabin Structure

1000 vehicle

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise stated, terms of orientation such as "up, down, left, right, front, and rear" used herein refer to up, down, left, right, front, and rear defined in a normal use state of the vehicle, and may be specifically referred to as shown in fig. 1; use of directional words such as "inner and outer" refers to the inner and outer of a particular structural profile; in addition, terms such as "first, second, third, and fourth" are used merely to distinguish one element from another, and are not sequential or significant.

It should be noted that the above-mentioned small offset crash, i.e. the frontal 25% offset crash, refers to the frontal impact of the vehicle against the fixed rigid barrier at a speed of 64.4km/h + -1 km/h and a superposition rate (driver side) of 25% + -1%, including the injury of persons, the state of motion, the deformation of the vehicle body structure, etc. under such a state of motion. This test was cited from the earliest american IIHS (highway safety insurance association) and is currently the most challenging test item in crash testing. Because the collision area is small, the pressure is greatly increased, and the requirement on the safety performance of the vehicle is higher. As shown in fig. 1 to 4, the present disclosure provides a vehicle front cabin structure, this vehicle front cabin structure 100 includes the front anti-collision beam 1 that extends along the left and right direction, two crash boxes 2, two front cabin longerons 3, and crossbeam 4, front anti-collision beam 1, crash boxes 2 and front cabin longerons 3 arrange in proper order along the fore-and-aft direction, and the both ends of front anti-collision beam 3 are connected with corresponding front cabin longerons 3 through a crash box 2 respectively, crossbeam 4 extends along the left and right direction and the both ends of crossbeam 4 connect respectively in the front end of corresponding front cabin longerons 3.

In the technical scheme, the cross beam 4 extending along the left-right direction is arranged between the front ends of the front cabin longitudinal beams 3, so that under the condition of small offset collision of a vehicle, collision force borne by the front anti-collision beam 1 is transmitted to the front cabin longitudinal beams 3 after being absorbed by the energy absorption boxes 2, and is transmitted to the cross beam 4 through the front cabin longitudinal beams 3 and is transmitted to the front cabin longitudinal beams 3 on the other side through the cross beam 4, so that a force transmission path of lateral force along the left-right direction is formed; and the section bending moment of the front cabin longitudinal beam 3 is far greater than the section bending moment of the energy absorption box 2, the lateral force acting on the cross beam 4 is not limited by the crushing deformation of the energy absorption box 2, and can provide larger lateral component force along the left and right directions to generate higher whole vehicle sideslip speed, so that the vehicle sideslips, the passenger cabin is laterally displaced, the passenger cabin is prevented from frontal collision with the barrier, and the passenger in the passenger cabin is effectively protected; in addition, the cross beam 4 is arranged at the front end of the front cabin longitudinal beam 3, and can provide lateral component force along the left-right direction at the beginning of small offset collision, so that the acting time of the lateral component force is prolonged, the vehicle can obtain the speed along the left-right direction as soon as possible, and the aim of sideslip is fulfilled.

Referring to fig. 1 and 2, the vehicle front cabin structure 100 may further include two connecting plates 5, the crash box 2 includes a first portion 21 opposite to the front cabin longitudinal member 3 and a second portion 23 protruding from the front cabin longitudinal member 3 in the left-right direction, front ends of the first portion 21 and the second portion 23 are connected to a rear side of the front impact beam 1, a rear end of the first portion 21 is connected to the front cabin longitudinal member 3, and the connecting plates 5 are connected between a front-end outer side wall 32 of the front cabin longitudinal member 3 and a rear end of the second portion 23.

In this embodiment, first, the first portion 21 facing the front side member 3 and the second portion 23 protruding from the front side member 3 in the left-right direction are connected to the rear side of the front impact beam 1, that is, the front ends of the first portion 21 and the second portion 23 are both connected to the rear side of the front impact beam 1, that is, the energy absorption box 2 and the front impact beam 1 are both extended outward by a certain dimension, so that the contact area between the end of the front impact beam 1 and the energy absorption box 2 and the barrier can be increased, and the buffering effect on the impact force can be improved; the connecting plate 5 is connected between the front end outer side wall 32 of the front cabin longitudinal beam 3 and the rear end of the second part 23, and the collision force received by the second part 23 of the crash box 2 can be transmitted to the front cabin longitudinal beam 3 through the connecting plate 5 and further transmitted to the cross beam 4 connected with the front cabin longitudinal beam 3, and in addition, the connecting plate 5 not only plays a role in force transmission, but also can improve the installation strength of the crash box 2 and the stability of the crash box 2.

When the cross beam 4 is applied to a vehicle, the cross beam is suitable for a vehicle type with a front cabin structure and a unpowered assembly or a power assembly with a small size in the left-right direction.

Alternatively, as shown with reference to fig. 1, the ends of the cross beam 4 are at least partially disposed opposite the connecting plate 5. It should be noted that the arrangement of the ends of the cross beam 4 at least partially opposite the connecting plate 5 allows the following possibilities: the whole end parts of the first cross beam and the second cross beam 4 are opposite to the whole connecting plate 5; secondly, one part of the end part of the cross beam 4 extending along the front-back direction is integrally arranged opposite to the connecting plate 5; thirdly, one part of the end part of the cross beam 4 extending along the front-back direction is arranged opposite to one part of the connecting plate 5 extending along the front-back direction; fourth, the end of the cross member is entirely disposed opposite to a part of the connecting plate 5 extending in the front-rear direction.

Under the condition that the vehicle has small offset collision, part of collision force received by the front anti-collision beam 1 is transmitted to the connecting plate 5 through the second part 23, the connecting plate 5 further transmits the collision force to the front cabin longitudinal beam 3, and because the end part of the cross beam 4 is at least partially arranged opposite to the connecting plate 5, the lateral component force of the collision force transmitted to the front cabin longitudinal beam 3 along the left and right direction can directly act on the cross beam 4, so that the action effect of the lateral component force is improved, and the action effect of the impact force caused by the impact force transmitted along the axial direction of the front cabin longitudinal beam 3 is avoided.

In one embodiment, referring to fig. 2, the vehicle front cabin structure 100 may further include a reinforcing plate 6, the reinforcing plate 6 is provided in the front side member 3 to extend in the left-right direction, and the reinforcing plate 6 is provided opposite to the connecting plate 5 in the left-right direction.

In this embodiment, by providing the reinforcing plate 6 extending in the left-right direction inside the front side member 3 and providing the reinforcing plate 6 facing the connecting plate 5 in the left-right direction, when the collision force received by the connecting plate 5 is transmitted to the front side member 3, the reinforcing plate 6 can effectively reinforce the strength of the front side member 3 in the left-right direction, and the lateral component force transmitted in the left-right direction can be quickly and effectively transmitted to the cross member 4 and the other front side member 3.

Alternatively, the reinforcing plate 6 abuts against the front end inner wall 31 and the front end outer wall 32 of the front side member 3, thereby further improving the structural strength of the front end of the front side member 3 in the left-right direction. For example, the side walls of the reinforcing plate 6 in the left-right direction may be welded to connect the front end inner side wall 31 and the front end outer side wall 32, and the side walls of the reinforcing plate 6 in the up-down direction may be welded to connect the front end upper side wall 33 and the front end lower side wall 34 of the front side member 3, so that the connection is firm and the arrangement of extra parts is avoided. In other embodiments, the reinforcing plate 6 may be connected to the front side member 3 by means of bolts or the like, which is not limited in the present disclosure.

Alternatively, referring to fig. 3, the front cabin longitudinal beam 3 may be configured as a hollow cavity structure, and the cavity structure includes a first front cabin longitudinal beam plate 35 and a second front cabin longitudinal beam plate 36 that are mutually folded, so as to avoid increasing the weight of the entire vehicle and reducing the weight of the entire vehicle due to the fact that the front cabin longitudinal beam 3 is a solid structure.

In order to improve the structural strength of the cavity structure in the front-rear direction and the left-right direction, a longitudinal beam reinforcing plate 37 extending in the front-rear direction may be provided inside the cavity structure, the front side of the longitudinal beam reinforcing plate 37 may be connected to the reinforcing plate 6, and the left and right sides of the longitudinal beam reinforcing plate 37 are connected to the inner and outer side walls of the front side beam 3 through fifth flanges 371, respectively.

In a specific connection mode, the fifth flange 371 of the longitudinal beam reinforcing plate 37 can be fixed on the inner side wall and the outer side wall of the front cabin longitudinal beam 3 through welding, and the connection is firm while avoiding the arrangement of installation parts. In other embodiments, the side member reinforcing plate 37 may be fixed to the inner and outer side walls of the front side member 3 by means of bolts or the like, which is not limited in the present disclosure.

Referring to fig. 1 and 2, the first portion 21 and the second portion 23 are configured as two U-shaped plates with opposite openings, the crash box 2 further comprises a partition 22, the partition 22 closes the openings and connects the first portion 21 and the second portion 23 to divide the interior of the crash box 2 into a first crash chamber 211 and a second crash chamber 231 penetrating in the front-back direction, the second crash chamber 231 is enclosed by the second portion 23 and the partition 22, and a projection of the connecting plate 5 in the front-back direction at least partially coincides with a projection of the second crash chamber 231 in the front-back direction.

The energy absorption box 2 is formed by two U-shaped plates with opposite openings and a partition plate 22 for plugging the openings, and has the advantages of simple structure and convenience in manufacturing and processing. The crash box 2 may be configured in any shape and structure, and in other embodiments, the crash box 2 may be configured as an integrally formed cavity structure, and the disclosure is not limited to the crash box 2.

The first section 21, which is configured as a U-shaped plate, and the bulkhead 22 enclose the aforementioned first energy absorption chamber 211, and the projection of the first energy absorption chamber 211 in the front-rear direction coincides with the projection of the front deck rail 3 in the front-rear direction. In the event of a small offset collision of the vehicle, a part of the collision force received by the front impact beam 1 is transmitted to the first portion 21 and the bulkhead 22, and the other part of the collision force is transmitted to the second portion 23.

Under the action of the collision force, the first portion 21 and the bulkhead 22 collapse in the front-rear direction to absorb the energy of the impact, and the collision force is transmitted from the front side of the front impact beam 1 to the rear side; similarly, the second portion 23 is collapsed in the front-rear direction to absorb the energy of the impact, and since the projection of the link plate 5 in the front-rear direction at least partially overlaps the projection of the second energy-absorbing chamber 231 in the front-rear direction, the collision force received by the second portion 23 is transmitted to the link plate 5, transmitted to the front side member 3 via the link plate 5, further transmitted to the cross member 4 connected to the front side member 3 and the other front side member 3, and laterally slid in the left-right direction.

Illustratively, referring to fig. 2, the vehicle front cabin structure 100 further includes two first mounting plates 7 and two second mounting plates 8, the first mounting plates 7 are sealed at the front ends of the first energy absorption cavities 211 and the second energy absorption cavities 231 and connected to the rear side of the front impact beam 1, and the second mounting plates 8 are sealed at the rear ends of the first energy absorption cavities 211 and the second energy absorption cavities 231 and connected to the front cabin longitudinal beams 3 and the connecting plates 5.

The first mounting plate 7 and the second mounting plate 8 are arranged, so that the mounting stability of the energy absorption box 2 can be improved, and the situation that the energy absorption box 2 shakes to cause failure in effective collapse energy absorption can be avoided; in addition, the first mounting plate 7 is blocked at the front ends of the first energy absorption cavity 211 and the second energy absorption cavity 231 and is connected with the rear side of the front anti-collision beam 1, when small offset collision occurs, the collision force received by the front anti-collision beam 1 is transmitted to the first mounting plate 7, the first mounting plate 7 can be uniformly dispersed to the energy absorption box 2 constructed by the first part 21, the second part 23 and the like, the stress concentration is avoided, and the collapse energy absorption is better performed, the second mounting plate 8 is blocked at the rear ends of the first energy absorption cavity 211 and the second energy absorption cavity 231 and is connected with the front cabin longitudinal beam 3 and the connecting plate 5, the second mounting plate 8 can receive the collision force transmitted by the energy absorption box 2, the second mounting plate 8 directly transmits one part of the collision force to the front cabin longitudinal beam 3, the other part of the collision force is indirectly transmitted to the front cabin longitudinal beam 3 through the connecting plate 5, and the second mounting plate 8 can also more uniformly distribute the force, avoiding the situation of stress concentration.

Specifically, the first mounting plate 7 is connected with the front end of the energy absorption box 2 in a welding manner, and the first mounting plate 7 is fixedly connected to the front anti-collision beam 1 in a bolt connection manner, that is, the energy absorption box 2 is stably connected to the front anti-collision beam 1 through the first mounting plate 7; the second mounting plate 8 is connected to the rear end of the crash box 2 by welding and is connected to the connecting plate 5 by bolting, i.e., the crash box 2 is stably connected to the connecting plate 5 by the second mounting plate 8. This kind of mode that welding and bolted connection mode combined together can also be convenient for dismantle and install each part when guaranteeing connection stability, reducing the installation spare part setting. Of course, the connection mode of the first mounting plate 7 and the front anti-collision beam 1, the energy absorption box 2 and the first mounting plate 7 and the second mounting plate 8, and the connection mode of the second mounting plate 8 and the front cabin longitudinal beam 3 and the connection plate 5 are not limited in the disclosure, and the effect of stable connection can be achieved.

Alternatively, the first mounting plate 7 may be configured as a U-shaped plate structure that is opened toward the rear side of the front impact beam 1 to improve the structural strength of the first mounting plate 7, further improving the mounting strength of the crash box 2. Of course, the first mounting plate 7 may be configured in any suitable shape and configuration, and the present disclosure is not limited thereto.

Alternatively, referring to fig. 1, 2 and 4, the connecting plate 5 includes a first plate 51 extending obliquely forward with respect to the front side member 3 and perpendicular to the horizontal plane, two second plates 52 extending horizontally inward from the upper and lower edges of the first plate 51, the first plate 51 includes a first flange 511 and a second flange 512 provided at the front and rear edges thereof, respectively, the second plate 52 includes a third flange 521 connected to the first flange 511 and a fourth flange 522 connected to the second flange 512, the first flange 511 and the two third flanges 521 are connected to the second portion 23, the second flange 512 is connected to the front end outer side wall 32 of the front side member 3, the two fourth flanges 522 are connected to the front end upper side wall 33 and the front end lower side wall 34 of the front side member 3, respectively, thereby stably connecting the connecting plate 5 to the front side member 3 and the energy absorption box 2, the connection stability of the connecting plate 5 is improved.

The connecting plate 5 formed by the first plate 51 and the two second plates 52 can play a role in stably connecting the crash boxes 2 and transmitting force, and when the connecting plate 5 receives the collision force transmitted by the crash boxes 2, the first plate 51 and the second plate 52 can also collapse toward the front end outer side wall 32 of the front side member 3, and can play a certain role in absorbing energy, thereby reducing the impact of small offset collision on the passenger compartment.

In addition, in combination with the above-mentioned second mounting plate 8, the first turned-over edge 511 and the two third turned-over edges 521 can be fixed on the second mounting plate 8 by means of bolts; the second flange 512 may be fixedly connected to the front end outer sidewall 32 of the front cabin longitudinal beam 3 by welding, and the two fourth flanges 522 may also be fixedly connected to the front end upper sidewall 33 and the front end lower sidewall 34 of the front cabin longitudinal beam 3 by welding, so as to stably mount the connecting plate 5. However, the present disclosure is not limited to a particular shape and configuration of the web 5, and may be configured in any suitable shape and configuration; the connection mode of the connection plate 5 is not limited, and the connection plate can play a role of stable connection.

Alternatively, the second plate 52 is configured as a right triangle plate having one leg provided with the third turn-up 521 and the other leg provided with the fourth turn-up 522. The second plate 52 is configured as a right-angled triangular plate, and considering that the front end outer side wall 32 of the front cabin longitudinal beam 3 is arranged at a substantially right angle with the rear end surface of the second portion 23 of the crash box 2, the third turned edge 521 and the fourth turned edge 522 arranged on the two right-angled edges can be conveniently connected with the front end outer side wall 32 and the second portion 23 of the crash box 2.

In order to improve the structural strength of the first plate 51, the outer wall of the first plate 51 may be provided with a reinforcing rib 513. The reinforcing rib 513 may extend along the extending direction of the first plate member 51. However, the present disclosure does not limit the specific shape of the rib 513, and may effectively reinforce the rib.

Alternatively, as shown in fig. 1, the end portion of the cross member 4 is disposed at least partially opposite to the connecting plate 5, the reinforcing plate 6 is disposed in the front side member 3 so as to extend in the left-right direction, and the reinforcing plate 6 is disposed opposite to the rear side of the connecting plate 5. The reason why the reinforcing plate 6 is disposed opposite to the rear side of the connecting plate 5 is that when the connecting plate 5 constructed by the first plate 51 and the two second plates 52 collapses, a force is concentrated on the rear end of the connecting plate 5, and the rear end of the connecting plate 5 acts on the front cabin longitudinal beam 3 to easily deform the front cabin longitudinal beam 3 in the left-right direction, thereby reducing the force transmission effect of the lateral component force in the left-right direction, and by disposing the reinforcing plate 6, the front cabin longitudinal beam 3 opposite to the rear end of the connecting plate 5 can be effectively prevented from deforming in the left-right direction, thereby improving the force transmission effect of the lateral component force in the left-right direction, and facilitating the vehicle to sideslip.

Referring to fig. 1 and 2, the cross member 4 may include a cross member body 41 with a hollow inside and two cross member joints 42, a first end of each cross member joint 42 is connected to an end of the cross member body 41, a second end of each cross member joint 42 is connected to the front end inner side wall 31 of the front cabin longitudinal member 3, and a projection of each cross member joint 42 from the first end to the second end on a horizontal plane is horn-shaped.

In this example, first, by providing the cross beam 4 with the cross beam body 41 having a hollow interior and the cross beam joints 42 connected to the ends of the cross beam body 41, when the cross beam body 41 is broken or bent and the lateral force component cannot be effectively transmitted, only the cross beam body 41 needs to be replaced without replacing the cross beam joints 42, thereby effectively reducing the maintenance and replacement costs; secondly, the projection of the cross beam joint 42 from the first end to the second end on the horizontal plane is horn-shaped, so that the contact area between the cross beam joint 42 and the front cabin longitudinal beam 3 is larger, the condition that the second end of the cross beam joint 42 connected with the front cabin longitudinal beam 3 is not bent in the small offset collision process is ensured, and the structural strength of the joint of the cross beam 4 and the front cabin longitudinal beam 3 is improved.

In one embodiment, referring to fig. 2, the beam body 41 includes a first beam plate 411 and a second beam plate 412 that are L-shaped and can be aligned, respectively, and the beam joint 42 includes a first joint plate 421 and a second joint plate 422 that are L-shaped and can be aligned, respectively. The first joint plate 421 and the second joint plate 422 are welded to the front side member 3 on the side close to the front side member 3, the first joint plate 421 is connected to the end of the first cross member plate 411 by bolts on the side away from the front side member 3, and the second joint plate 422 is connected to the end of the second cross member plate 412 by bolts on the side away from the front side member 3. The beam body 41 and the beam joint 42 are both constructed as hollow cavity structures, so that the weight of the beam 4 can be effectively reduced, and the light weight design of the whole vehicle is facilitated. In addition, the front-cabin side members 3, the cross member body 41, and the cross member joint 42 can be further connected by a connection method combining bolts and welding, and the stability of connection can be further improved.

As shown in fig. 5, the present disclosure additionally provides a vehicle, the vehicle 1000 comprising the vehicle front cabin structure 100 described above.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. The utility model provides a vehicle front deck structure, its characterized in that, vehicle front deck structure (100) include along front anti-collision beam (1), two energy-absorbing boxes (2), two front deck longerons (3) and crossbeam (4) that left right direction extended, front anti-collision beam (1) energy-absorbing box (2) and front deck longeron (3) are arranged along the fore-and-aft direction in proper order, just the both ends of front anti-collision beam (1) are respectively through one energy-absorbing box (2) and correspond front deck longeron (3) are connected, crossbeam (4) extend just along left right direction the both ends of crossbeam (4) are connected respectively in corresponding the front end of front deck longeron (3).

2. The vehicle front cabin structure according to claim 1, characterized in that the vehicle front cabin structure (100) further comprises two connection plates (5), the crash box (2) comprises a first portion (21) opposite to the front cabin longitudinal beam (3) and a second portion (23) protruding from the front cabin longitudinal beam (3) in the left-right direction,

the front ends of the first portion (21) and the second portion (23) are connected to the rear side of the front anti-collision beam (1), the rear end of the first portion (21) is connected to the front cabin longitudinal beam (3), and the connecting plate (5) is connected with the front end outer side wall (32) of the front cabin longitudinal beam (3) and the rear end of the second portion (23).

3. The vehicle front hatch structure according to claim 2, characterised in that the ends of the cross beam (4) are at least partially disposed opposite the connecting plate (5) in the left-right direction.

4. The vehicle front compartment structure according to claim 2, characterized in that a reinforcing plate (6) is provided inside a connecting portion of the front compartment longitudinal member (3) and the connecting plate (5), and the reinforcing plate (6) is provided extending in the left-right direction.

5. The vehicle front hatch construction according to claim 2, characterised in that the first part (21) and the second part (23) are configured as two U-shaped plates with opposite openings, and that the crash box (2) further comprises a partition (22), which partition (22) closes off the openings and connects the first part (21) and the second part (23) in order to separate the interior of the crash box (2) into a first crash chamber (211) and a second crash chamber (231) running through in the front-rear direction, the second crash chamber (231) being enclosed by the second part (23) and the partition (22), the projection of the connection plate (5) in the front-rear direction at least partially coinciding with the projection of the second crash chamber (231) in the front-rear direction.

6. The vehicle front cabin structure according to claim 5, characterized in that the vehicle front cabin structure (100) further comprises two first mounting plates (7) and a second mounting plate (8), the first mounting plates (7) are sealed at the front ends of the first energy absorption cavity (211) and the second energy absorption cavity (231) and connected to the rear side of the front impact beam (1), and the second mounting plates (8) are sealed at the rear ends of the first energy absorption cavity (211) and the second energy absorption cavity (231) and connected with the front cabin longitudinal beam (3) and the connecting plate (5).

7. The vehicle front hatch structure according to claim 2, characterised in that the web (5) comprises a first plate (51) extending obliquely forwards perpendicularly to the horizontal plane and in relation to the front hatch longitudinal beam (3), two second plates (52) extending inwards in the horizontal direction from the upper and lower edges of the first plate (51), the first plate (51) comprising a first flange (511) and a second flange (512) provided at its front and rear edges, respectively, the second plate (52) comprising a third flange (521) connected to the first flange (511), a fourth flange (522) connected to the second flange (512), the first flange (511) and the two third flanges (521) being connected to the second portion (23), the second flange (512) being connected to the front end outer side wall (32) of the front hatch longitudinal beam (3), the two fourth flanges (522) are respectively connected to the front end upper side wall (33) and the front end lower side wall (34) of the front cabin longitudinal beam (3).

8. The vehicle front compartment structure according to claim 7, wherein an end portion of the cross member (4) is disposed at least partially opposite to the connecting plate (5) in a left-right direction, a reinforcing plate (6) is disposed inside a connecting portion of the front compartment longitudinal member (3) and the connecting plate (5), the reinforcing plate (6) extends in the left-right direction, and the reinforcing plate (6) is disposed opposite to a rear side of the connecting plate (5).

9. The vehicle front cabin structure according to any one of claims 1 to 8, characterized in that the cross member (4) includes a cross member body (41) and two cross member joints (42) respectively provided at both ends of the cross member body, a first end of the cross member joint (42) is connected to an end of the cross member body (41), a second end is connected to the front cabin side member (3), and a projection of the cross member joint (42) on a horizontal plane is horn-shaped from the first end to the second end.

10. A vehicle, characterized in that the vehicle (1000) comprises a vehicle front hatch structure (100) according to any one of claims 1-9.