WO2024016514A1 - 一种前机舱以及车辆 - Google Patents

一种前机舱以及车辆 Download PDF

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Publication number
WO2024016514A1
WO2024016514A1 PCT/CN2022/128811 CN2022128811W WO2024016514A1 WO 2024016514 A1 WO2024016514 A1 WO 2024016514A1 CN 2022128811 W CN2022128811 W CN 2022128811W WO 2024016514 A1 WO2024016514 A1 WO 2024016514A1
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WO
WIPO (PCT)
Prior art keywords
section
front longitudinal
pillar
longitudinal beam
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/128811
Other languages
English (en)
French (fr)
Inventor
瞿刚
张哲�
侯春生
赵峰
黎盼
孙凌飞
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voyah Automobile Technology Co Ltd
Original Assignee
Voyah Automobile Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voyah Automobile Technology Co Ltd filed Critical Voyah Automobile Technology Co Ltd
Priority to EP22951776.8A priority Critical patent/EP4477499A4/en
Publication of WO2024016514A1 publication Critical patent/WO2024016514A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/082—Engine compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/088—Details of structures as upper supports for springs or dampers

Definitions

  • the present disclosure relates to a front cabin and a vehicle, belonging to the technical field of vehicle body structures.
  • the current body nacelle structure transfers crash performance closely to the front longitudinal beam and provides the main attachment point, which cannot meet the strength requirements of the nacelle.
  • the present disclosure provides a front cabin and a vehicle. By improving the structure of the front cabin, multiple force transmission nodes are formed to improve the collision performance.
  • a first aspect of the present disclosure provides a front engine room, including: two front longitudinal beams spaced apart along the vehicle width direction; a front wall panel assembly connected to the rear ends of the two front longitudinal beams; a front fender The impact beam assembly is connected to the front ends of the two front longitudinal beams; the two upper side beams are connected to the corresponding front longitudinal beams; the two A-pillar inner panel assemblies are connected to the corresponding front longitudinal beams.
  • the front longitudinal beam and the upper side beam are connected; two shock absorbing tower assemblies are located in the area enclosed by the corresponding front longitudinal beam and the upper side beam, and are connected with the front wall panel assembly and the front side beam.
  • the longitudinal beams and the upper side beams are connected.
  • a second aspect of the present disclosure provides a vehicle, including the front cabin of the first aspect.
  • FIG. 1 shows a schematic structural diagram of a front nacelle according to one or more embodiments of the present disclosure.
  • Figure 2 shows an exploded structural view of a forward nacelle in accordance with one or more embodiments of the present disclosure.
  • FIG. 3 shows a schematic structural diagram of the basic frame of the front nacelle of FIG. 1 .
  • FIG. 4 shows a schematic structural view of the front longitudinal beam inner panel of the front longitudinal beam of the front engine room in FIG. 1 .
  • FIG. 5 shows a schematic structural view of the front longitudinal beam inner panel of the front longitudinal beam of the front engine room in FIG. 1 from another perspective.
  • FIG. 6 illustrates a collision energy transfer path diagram of a front nacelle in accordance with one or more embodiments of the present disclosure.
  • FIG. 7 shows a collision energy transfer path diagram at the root of the front longitudinal beam of the front nacelle in FIG. 1 .
  • FIG. 8 shows a connection structure diagram of the front end of the front longitudinal beam of the front nacelle in FIG. 1 .
  • Figure 9 shows an assembly structure diagram of the cowl panel assembly, front longitudinal beams, upper side beams, A-pillar inner panel assembly and shock tower assembly of the front engine room in Figure 1.
  • FIG. 10 shows a schematic structural view of the shock tower assembly of the front nacelle in FIG. 1 .
  • FIG. 11 shows a schematic structural view of the front end frame of the front nacelle of FIG. 1 .
  • Figure 12 shows the positioning and assembly structure diagram of the water tank uprights and water tank beams in the front end frame of Figure 11.
  • Figure 13 shows a schematic structural diagram of the water tank column in the front end frame of Figure 11.
  • FIG. 14 shows a schematic structural view of the load-bearing bracket of the front nacelle of FIG. 1 .
  • Figure 15 shows a structural diagram of the connection between the support base and the front longitudinal beam in the front cabin of Figure 1 .
  • Figure 16 shows a schematic diagram of the deformation structure of the basic frame of the front nacelle in Figure 3 in the event of a frontal collision.
  • 100-front anti-collision beam assembly 110-anti-collision beam; 120-energy-absorbing box; 130-anti-collision beam mounting plate; 140-reinforcement component, 141-reinforced inner panel.
  • 400-Shock tower assembly 410-Shock tower; 420-Front wheel cover; 430-Wheel cover reinforcement plate.
  • 500-front apron assembly 510-front apron; 520-gutter, 521-air conditioning air inlet; 522-drainage outlet; 530-reinforcement beam, 531-connection; 540-front apron cross beam.
  • 600-A pillar inner plate assembly 610-A pillar upper section, 611-energy absorbing part, 612-energy absorbing hole; 620-A pillar lower section; 630-reinforcement box.
  • the vehicle length direction is usually called the X direction or longitudinal direction
  • the vehicle width direction is called the Y direction or transverse direction
  • the vehicle height direction is called the Z direction or vertical direction.
  • the relevant orientations are expressed For explanations, please refer to the above content.
  • a front cabin 1000 including a cowl assembly 500 , a front anti-collision beam assembly 100 , two left and right front longitudinal beams 200 , and two left and right upper beams.
  • the beam 300, the two left and right A-pillar inner panel assemblies 600, the two left and right shock tower assemblies 400, the front wall panel assembly 500 and the front anti-collision beam assembly 100 are respectively connected to both ends of the front longitudinal beam 200 to form
  • the A-pillar inner panel assembly 600 is respectively connected to the corresponding front longitudinal beam 200 and upper side beam. Beam 300 connection.
  • the collision energy is transmitted from the front anti-collision beam assembly 100 to the first force transmission node of the two front longitudinal beams 200 (Number 1 in Figure 6), the collision energy forms a force branch at the first force transmission node, which is transmitted to the front longitudinal beam 200 and the upper side member 300 respectively; a second force transmission node of the collision energy is formed at the root of the front longitudinal beam 200 (Number 2 in Figure 6), the collision energy forms a force branch at the second force transmission node, which is transmitted to the A-pillar inner panel assembly 600 and the cowl panel assembly 500 respectively, and is finally transmitted by the cowl panel assembly 500 to the front floor assembly of the body.
  • the collision energy can be effectively absorbed through the deformation of the front longitudinal beam 200/upper side beam 300, thereby reducing the deformation of the passenger compartment and thereby protecting the occupants.
  • the front longitudinal beam 200 includes a front longitudinal beam outer panel 210 and a front longitudinal beam inner panel 220 , wherein the front longitudinal beam outer panel 210 is combined with the corresponding upper side beam 300 and the shock absorbing tower. Connected at 400 degrees, the front longitudinal beam outer panel 210 can be a split structure or an integrated structure.
  • the front longitudinal sill inner panel 220 is disposed inside the front longitudinal sill outer panel 210 .
  • the front longitudinal sill inner panel 220 and the front longitudinal sill outer panel 210 form a longitudinal spar inner cavity, thereby improving the structural strength of the front longitudinal sill 200 .
  • the front longitudinal sill inner panel 220 includes a first section 221 and a second section 222 that are sequentially connected along the vehicle length direction.
  • the first section 221 and the second section 222 are spot welded and fixed at the overlap.
  • the volume of the second section 222 tends to increase from the front to the rear of the vehicle, specifically, the Z-direction size may gradually increase and/or the Y-direction size may gradually increase.
  • the second section 222 includes a first force transmission part 2221 and a second force transmission part 2222 that are sequentially connected along the vehicle height direction.
  • the first force transmission part 2221 and the second force transmission part 2222 are distributed up and down along Z and may be divided into two equal parts. Or unevenly distributed.
  • the first force transmission part 2221 and/or the second force transmission part 2222 at least partially protrude from the front longitudinal sill outer panel 210 , that is to say, the second section 222 protrudes from the front longitudinal sill outer panel 210 in the root area of the front longitudinal sill 200 .
  • both the first force transmission portion 2221 and the second force transmission portion 2222 protrude from the front longitudinal sill outer panel 210 , and the area beyond the coverage area of the front longitudinal sill outer panel 210 forms a protruding portion.
  • the protruding portion is connected to the A-pillar inner panel assembly 600 .
  • a concave area 230 is provided on both the first force transmission part 2221 and the second force transmission part 2222, and the concave area 230 makes the first force transmission part 2221
  • the upper part and the lower part of the second force transmission part 2222 form two convex ribs 240, and the collision energy can be transmitted along the two convex ribs 240.
  • the recessed area forms the footrest installation space A, as shown in Figure 7. That is to say, a dual-channel transmission path is formed in the rear section of the front longitudinal beam 200.
  • the two convex ribs 240 correspond to two channels respectively.
  • the two channels are respectively connected to the upper part of the A-pillar and the lower part of the A-pillar.
  • a notch 250 for avoiding the drive shaft is provided at the bottom of the front longitudinal sill inner panel 220 .
  • the front longitudinal sill inner panel 220 is provided with at least one deformation guide structure 260.
  • the notch 250 is at the same position as the at least one deformation guide structure 260 along the vehicle length direction, that is, the X-axis coordinates of the notch 250 and the deformation guide structure 260 are the same. 250 is close to the connection between the first section 221 and the second section 222 .
  • the notch 250 and the deformation guide structure 260 serve as the first position where the front longitudinal beam 200 bends and deforms under frontal collision conditions.
  • the deformation guide structure 260 may be a crush hole, a concave rib or a convex rib, and the disclosure does not limit the specific structure.
  • the second section 222 of the front longitudinal sill inner panel 220 includes a straight section 270 , a transition section 280 and an inclined section 290 connected in sequence, that is, the straight section 270 and the transition section 280
  • the projections of the inclined segment 290 and the inclined segment 290 on the horizontal plane are respectively a straight line segment, an arc segment and an inclined line segment.
  • the straight segment 270 is parallel to the X direction
  • the inclined segment 290 is specifically inclined relative to the X direction and the Y phase, or may be relative to the XYZ direction. Tilt towards the mean.
  • the straight section 270 and the inclined section 290 are arranged at an angle, and are smoothly transitioned through the transition section 280.
  • the transition section 280 can adopt a contour line shape such as a circular arc or an elliptical arc.
  • the cross-sectional size of the middle part of the transition section 280 is smaller than the cross-sectional size of the ends of the transition section 280 , thereby forming a weak zone in the middle part of the transition section 280 , which is prone to collapse when impact energy is transferred to this structure.
  • causes bending deformation Therefore, by optimizing the shape of the design at the corner of the front longitudinal beam 200 (the transition point from the straight section 270 to the inclined section 290), the cross-sectional size of the front longitudinal beam 200 is changed, thereby forming the front longitudinal beam 200 in a frontal collision condition.
  • the second position of the longitudinal beam 200 bending deformation.
  • the second bending and deformation position of the front longitudinal beam 200 is located behind the first bending and deformation position of the front longitudinal beam 200 .
  • the front longitudinal beam 200 has a notch 250 and a deformation guide structure 260, the first position where the front longitudinal beam 200 bends and deforms will occur. Bending deformation occurs, as shown by arrow A in Figure 16; due to the cross-sectional size change of the front longitudinal beam 200, bending deformation also occurs at the second position of the front longitudinal beam 200 bending deformation, as indicated by arrow B in Figure 16 refers to the structure.
  • the deformation of these two positions can fully absorb the collision energy of a frontal collision.
  • the front anti-collision beam assembly 100 includes an anti-collision beam 110 and two impact-absorbing boxes 120 connected to the anti-collision beam 110 .
  • the impact-absorbing boxes 120 are connected to the front longitudinal beam 200 .
  • an anti-collision beam installation plate 130 connected to the anti-collision beam 110 is provided at the connection point between the front longitudinal beam 200 and the front anti-collision beam assembly 100 to facilitate the anti-collision beam 110 installation.
  • the front longitudinal beam 200 is provided with a reinforcing component 140 that fits the anti-collision beam mounting plate 130.
  • the reinforcing component 140 ensures the structural strength of the front longitudinal beam 200, which can effectively This ensures that under low-speed collision conditions, the end surface of the front longitudinal beam 200 facing the anti-collision beam 110 will not be deformed, thereby reducing the after-sales maintenance cost of the entire vehicle after a low-speed collision.
  • the reinforcement assembly 140 includes two U-shaped reinforced inner panels 141 , which are interlocked and enclose a cavity.
  • the reinforced inner panels 141 are welded to the anti-collision beam mounting plate 130 and the front longitudinal beam 200 .
  • the thickness of the reinforced inner panel 141 can be set to be greater than the thickness of the front longitudinal beam 200 .
  • the roof rail 300 includes a roof rail inner panel 320 and a roof rail outer panel 310.
  • the roof rail inner panel 320 and the roof rail outer panel 310 enclose a square-shaped cavity.
  • Each outer contour of the roof rail 300 is as follows: The surfaces are all smooth surfaces, either curved or flat.
  • the height of the top of the roof rail 300 is less than the height of the top of the A-pillar inner panel assembly 600; the top surface of the roof rail 300 is horizontal along the longitudinal direction; the longitudinal surface difference of the top of the roof rail 300 is less than the default value.
  • the A-pillar inner panel assembly 600 is connected to the upper side beam 300 of the front cabin 1000.
  • the height of the top of the A-pillar inner panel assembly 600 is greater than the height of the top of the upper side beam 300 of the front cabin 1000, so that between the top of the A-pillar and the front A step is formed between the tops of the roof rails 300 of the cabin 1000.
  • the roof rails 300 are relatively slender relative to the A-pillar inner panel assembly 600.
  • the upper side beam 300 of the front engine room 1000 will The collision load is transmitted to the A-pillar, and the A-pillar transmits the collision load to the sill beam.
  • the collision load is shared through the A-pillar and the sill beam to reduce the collision load on the passenger compartment and reduce the deformation of the door opening, so that rescuers can open the door Open to rescue the members in the car, improve the survival rate of the members in the car, improve the safety of the vehicle in small offset collisions, and ensure the safety of the members in the car.
  • the front end of the roof rail 300 is provided with a support box 20 , and the support box 20 connects the front end of the roof rail 300 and the front end of the front longitudinal beam 200 .
  • the outer surface of the support box 20 is a curved surface.
  • the support box 20 is provided with flanges, and the overall structure is strong. When the support box 20 is connected to the upper side beam 300 and the front longitudinal beam 200, the three of them form a cavity, so that the support box 20 is not easily deformed.
  • the collision energy of a small offset collision can be transferred to the front longitudinal beam 200, causing the front longitudinal beam 200 to bend, deform and absorb energy.
  • a collapse hole 330 may be provided in a portion of the roof rail 300 close to the A-pillar, as shown in FIG. 9 .
  • the roof rail 300 is provided with a welded edge 340 having a projection component in the vehicle height direction, preferably a welded edge 340 extending along the Z direction, whereby the roof rail 300 and the cabin sealing plate can be adjusted within a certain range.
  • the welding position and the height of the roof rail 300 are adjusted to eliminate the adverse effects of manufacturing tolerances and installation errors of the parts installed on the roof rail 300 on the installation accuracy of the roof rail 300 and improve the manufacturing accuracy of the entire vehicle.
  • the A-pillar inner panel assembly 600 includes an A-pillar upper section 610 and an A-pillar lower section 620.
  • the A-pillar upper section 610 and the A-pillar lower section 620 are welded and fixed.
  • the A-pillar upper section 610 has an energy-absorbing part 611 connected to the roof rail 300, and the energy-absorbing part 611 may be provided with an energy-absorbing hole 612;
  • the A-pillar lower section 620 is connected to the A-pillar upper section 610, and the A-pillar lower section
  • the width of 620 is smaller than the width of the A-pillar upper section 610 , that is to say, the front end of the A-pillar upper section 610 protrudes forward relative to the A-pillar lower section 620 to form an energy absorbing portion 611 .
  • the front longitudinal beam 200 is connected to both the A-pillar upper section 610 and the A-pillar lower section 620.
  • first force transmission part 2221 of the second section 222 of the front longitudinal beam inner panel 220 is connected to the A-pillar upper section 610
  • second force transmission part 2222 is connected to the A-pillar upper section 610 and the A-pillar lower section 620.
  • A-pillar lower section 620 is connected to the first force transmission part 2221 of the second section 222 of the front longitudinal beam inner panel 220.
  • the A-pillar inner panel assembly 600 may include at least one reinforcing box 630.
  • the reinforcing box 630 is connected to the A-pillar upper section 610 and/or the A-pillar lower section 620 and is located at the energy-absorbing portion.
  • the number of reinforcing boxes 630 is preferably more than two.
  • the end surfaces of the multiple reinforcing boxes 630 facing the energy absorbing part 611 are flush and the end surfaces are parallel to the vertical plane (YOZ plane).
  • the end surface of the reinforcing box 630 can resist the energy absorbing part 611 and the barrier, increasing the contact area between the A-pillar inner panel assembly 600 and the barrier, ensuring This increases the structural strength of the A-pillar inner panel assembly 600 and allows the impact force to be transmitted to the sill beam of the body.
  • the shock tower assembly 400 includes a shock tower 410 , a front wheel cover 420 and two wheel cover reinforcement plates 430 .
  • the front wheel cover 420 is connected to the bottom of the shock tower 410 , welding connections can be used.
  • the front wheel cover 420 and the shock tower 410 may also be designed as an integrated structure.
  • the two wheel cover reinforcement plates 430 are distributed on both sides of the front wheel cover 420 along the length of the vehicle body, and are connected to the shock absorber tower 410, the front wheel cover 420, the front longitudinal beam 200 and the upper side beam 300 to strengthen the shock absorber tower. 410 role of structures.
  • the bottom of the front wheel cover 420 is provided with a number of flanging structures connected to the front longitudinal beam 200.
  • the flanging structures wrap part of the front longitudinal beam 200 and can effectively lift the front wheel cover.
  • the vertical stiffness of 420 ensures the structural integrity of the front wheel cover 420 during the collision.
  • the front longitudinal beam 200 is vertically pulled, causing the front longitudinal beam 200 to vertically deform to absorb the collision beam.
  • Figure 16 shows the front The structure of the longitudinal beam 200 after vertical deformation.
  • the cowl assembly 500 includes a cowl 510 , a gutter 520 , a reinforcing beam 530 and at least one cowl beam 540 . Both ends of the cowl 510 They are respectively connected to the two A-pillar inner panel assemblies 600, and the cowl beam 540 is connected to the cowl panel 510. Since the area of the cowl panel 510 is large, the cowl beam 540 is used to strengthen the cowl panel 510 and improve the cowl panel 510. dynamic stiffness. Multiple front wall beams 540 can be provided according to design requirements. The multiple front wall beams 540 are spaced apart along the Z direction. The multiple front wall beams 540 can also be spaced apart in the X direction at the same time.
  • the gutter 520 is connected to the front side of the dash panel 510 for collecting rainwater from the windshield.
  • the gutter 520 is provided with an air-conditioning air inlet 521 in the middle and drain outlets 522 at both ends.
  • the air inlet 521 is located in the middle of the water channel 520 to improve the air intake effect.
  • the height of the air-conditioning air inlet 521 is greater than the drain outlet 522 to prevent rainwater from flowing back to the air-conditioning air inlet 521.
  • a water retaining wall may also be provided around the air conditioning air inlet 521 to block the inflow of rainwater.
  • the reinforcing beam 530 is connected to the front side of the water channel 520, and both ends of the reinforcing beam 530 are respectively connected to the two shock absorbing tower assemblies 400.
  • the reinforcing beam 530 plays a role in strengthening the dynamic stiffness of the water channel 520, and because the reinforcing beam 530
  • the two ends of are respectively connected to the two shock tower assemblies 400, and the reinforcing beam 530 can be regarded as a cross beam in function.
  • the reinforcing beam 530 can be connected to the shock tower 410 of the shock tower assembly 400 or at least one wheel house reinforcing plate 430.
  • the specific connection position is not limited in this disclosure.
  • the end of the reinforcing beam 530 is provided with a connecting portion 531, and the connecting portion 531 wraps at least a part of the shock tower assembly 400 , the connecting portion 531 is located between the dash panel 510 and the shock tower assembly 400 .
  • the connecting part 531 is connected to the front and rear wheelhouse reinforcement plates 430 and the shock absorber tower 410 by spot welding in the Z direction.
  • the connecting part 531 is connected to the upper side sill inner plate 320 by spot welding in the Y direction. This structure can effectively improve the front shock absorber.
  • the connection structure between the reinforcing beam 530 and the shock tower assembly 400 can effectively increase the lateral stiffness of the front nacelle 1000 to reduce the intrusion of the shock tower 410, and at the same time absorb energy through the bending deformation of the water channel connection plate.
  • the collision energy is transmitted from the front anti-collision beam assembly 100 to the first force transmission node of the two front longitudinal beams 200 (Number 1 in Figure 6), the collision energy forms a force branch at the first force transmission node, which is transmitted to the front longitudinal beam 200 and the upper side member 300 respectively; a second force transmission node of the collision energy is formed at the root of the front longitudinal beam 200 (Number 2 in Figure 6), the collision energy forms force branches at the second force transmission node, which are transmitted to the A-pillar inner panel assembly 600 and the front wall panel assembly 500 respectively; A third force transmission node for collision energy can be formed (labeled 3 in Figure 6 ).
  • the collision energy is gathered at the third force transmission node and is finally transmitted from the cowl assembly 500 to the front floor assembly of the vehicle body.
  • the collision energy can be effectively absorbed through the deformation of the front longitudinal beam 200/upper side beam 300, thereby reducing the deformation of the passenger compartment and thereby protecting the occupants.
  • the front cabin 1000 further includes a load-bearing bracket 700.
  • the load-bearing bracket 700 is provided between the front apron assembly 500 and the front anti-collision beam assembly 100. room for installing batteries and other structures.
  • the load-bearing bracket 700 is respectively connected to the two front longitudinal beams 200 through at least two support seats 710.
  • Each support seat 710 is connected to the front longitudinal beam 200 in the longitudinal and vertical directions. Therefore, it is ensured that the support seat 710 is connected to the basic frame 1100.
  • the connection stiffness reduces the risk of the support base 710 being detached from the basic frame 1100 .
  • each load-bearing bracket 700 Since both ends of each load-bearing bracket 700 are connected to two support seats 710, the connection stiffness between the load-bearing bracket 700 and the front longitudinal beam 200 is increased through the support seats 710, and the collision energy is transferred to the front longitudinal beam 200, so that The front longitudinal beam 200 bends and deforms to absorb energy.
  • the basic frame 1100 can transfer the collision load from the support seat 710 to the load-bearing bracket 700, and share the collision load through the load-bearing bracket 700 to reduce the amount of intrusion of components carried in the front cabin 1000 into the passenger compartment. Reduce damage to the passenger compartment and ensure the safety of the occupants in the vehicle.
  • the front cabin 1000 may also include a front frame 800, which is used to install a water tank or a radiator.
  • the front frame 800 is connected to the front longitudinal beam 200 and Between the front anti-collision beam assembly 100, the front-end frame 800 includes a water tank cross beam 810 and two opposite water tank uprights 820. One or two water tank cross beams 810 may be provided.
  • the front-end frame 800 may adopt a split structure or an integrated structure.
  • the water tank column 820 includes a bearing portion 821 for bearing the energy-absorbing box 120 and mounting portions 822 provided at both ends of the bearing portion 821.
  • the two mounting portions 822 are respectively connected to the two water tanks.
  • the cross beams 810 are connected, and the width of the load-bearing part 821 is greater than the width of the installation part 822, so that the water tank column 820 becomes a structure with a wide middle and narrow top and bottom.
  • the load-bearing part 821 can maximize the suction while ensuring the safe gap between the water tank column 820 and the water tank.
  • the lateral size of the energy-absorbing box 120 ensures that the lateral size of the energy-absorbing box 120 is consistent with the lateral cross-sectional size of the front cabin longitudinal beam of the basic frame 1100. In frontal collision conditions, as much energy as possible can be absorbed through the deformation of the energy-absorbing box 120. .
  • the top of the water tank column 820 is provided with a nut box 823 and a floating nut 824 movably provided in the nut box 823.
  • the floating nut 824 can be horizontally mounted in the nut box 823. ⁇ 3mm, vertical ⁇ 3mm float movement.
  • the floating nut 824 is connected to a positioning bolt 825.
  • the positioning bolt 825 includes a head and a screw part connected to the head.
  • a through hole is provided on the mounting part 822.
  • the screw part is passed through the through hole and connected to the floating nut 824. On the screw When the head and the floating nut 824 are not tightened, the head of the positioning bolt 825 can move within a certain range.
  • the diameter of the head of the positioning bolt 825 is larger than the diameter of the screw part and the diameter of the through hole of the mounting part 822, and the diameter of the screw part of the positioning bolt 825 is smaller than the diameter of the through hole of the mounting part 822, So that the screw part can move in the through hole, and at the same time, the position can be limited by the head to prevent the positioning bolt 825 from falling.
  • the water tank cross beam 810 is provided with a positioning hole 811 for accommodating the head of the positioning bolt 825.
  • the head of the positioning bolt 825 cooperates with the positioning hole 811 to realize the positioning and installation of the water tank cross beam 810, thereby improving the manufacturing accuracy of the entire vehicle.
  • a vehicle including the front cabin 1000 of the first aspect of the present disclosure.
  • the vehicle can be a pure electric vehicle or a hybrid electric vehicle, and can be a family car, a passenger car, a truck, etc. Since this embodiment does not improve the specific structure of the vehicle, the structure of the vehicle that has not been changed in this embodiment can refer to the existing technology, and the specific content will not be described here.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种前机舱(1000)，包括两个前纵梁(200)、前围板总成(500)、前防撞梁总成(100)、两个上边梁(300)、两个A柱内板总成(600)和两个减震塔总成(400)。该前机舱(1000)通过结构改进，形成多个传力节点，在正面碰撞时，可以有效的通过前纵梁/上边梁的变形来吸收碰撞能量，从而减少乘员舱的变形，进而保护乘员。还提供了一种具有该前机舱的车辆。

Description

一种前机舱以及车辆
相关申请的交叉引用
本公开要求于2022年7月20日提交、申请号为202210861792.6且名称为“一种前机舱以及车辆”的中国专利申请的优先权，其全部内容通过引用合并于此。
技术领域
本公开涉及一种前机舱以及车辆，属于车身结构技术领域。
背景技术
为了获取更长的续航及更大的电量，电动车通常会在车身地板区域布置更大尺寸的电池包，如此就会导致电动车无法像燃油车一样，前纵梁可以通过地板区域底部的纵梁结构连续贯通到后纵梁，仅仅依靠前纵梁、门槛梁、中通道梁、上边梁等结构进行碰撞能量传递，这样会导致前碰性能会有一定的下降。
同级别的电动汽车相比燃油车的整车质量更大，在相同的碰撞工况下，碰撞能量也更大，对车身结构的要求也更高；同时，由于整车重量的增加，相同的行驶工况下，路面通过底盘对车身的冲击力也会更大，这样车身侧的底盘的接附点的刚度/强度要求也更高。
目前的车身机舱结构紧靠前纵梁传递碰撞性能，并且提供主要接附点，无法满足机舱的强度要求。
发明内容
本公开提供一种前机舱以及车辆，通过改进前机舱结构，形成多个传力节点，提高碰撞性能。
本公开的第一方面，提供了一种前机舱，包括：两个前纵梁，沿车辆宽度方向间隔分布；前围板总成，连接于两个所述前纵梁的后端；前防撞梁总成，连接于两个所述前纵梁的前端；两个上边梁，分别与相对应的所述前纵梁连接；两个A柱内板总成，分别与相对应的所述前纵梁和所述上边梁连接；两个减震塔总成，设于对应的所述前纵梁与所述上边梁所围区域内，且与所述前围板总成、所述前纵梁和所述上边梁均连接。
本公开的第二方面，提供一种车辆，包括上述第一方面的前机舱。
附图说明
图1示出了依据本公开的一个或多个实施方式的前机舱的结构示意图。
图2示出了依据本公开的一个或多个实施方式的前机舱的爆炸结构图。
图3示出了图1的前机舱的基础骨架的结构示意图。
图4示出了图1的前机舱的前纵梁的前纵梁内板的结构示意图。
图5示出了图1的前机舱的前纵梁的前纵梁内板在另一视角下的结构示意图。
图6示出了依据本公开的一个或多个实施方式的前机舱的碰撞能量传递路径图。
图7示出了图1的前机舱的前纵梁根部的碰撞能量传递路径图。
图8示出了图1的前机舱的前纵梁的前端的连接结构图。
图9示出了图1的前机舱的前围板总成、前纵梁、上边梁、A柱内板总成和减震塔总成的装配结构图。
图10示出了图1的前机舱的减震塔总成的结构示意图。
图11示出了图1的前机舱的前端框架的结构示意图。
图12示出了图11的前端框架中水箱立柱与水箱横梁的定位装配结构图。
图13示出了图11的前端框架中水箱立柱的结构示意图。
图14示出了图1的前机舱的承载托架的结构示意图。
图15示出了图1的前机舱中支撑座与前纵梁的连接结构图。
图16示出了图3的前机舱的基础骨架在正碰情况下的变形结构示意图。
附图标记说明：
1000-前机舱；1100-基础骨架。10-A柱上边梁。20-支撑盒。
100-前防撞梁总成；110-防撞梁；120-吸能盒；130-防撞梁安装板；140-加强组件，141-加强内板。
200-前纵梁；210-前纵梁外板；220-前纵梁内板，221-第一段，222-第二段，2221-第一传力部，2222-第二传力部；230-内凹区域；240-凸筋；250-缺口；260-变形引导结构；270-直段；280-过渡段；290-斜段。
300-上边梁；310-上边梁外板；320-上边梁内板；330-缩溃孔；340-焊接边。
400-减震塔总成；410-减震塔；420-前轮罩；430-轮罩加强板。
500-前围板总成；510-前围板；520-流水槽，521-空调进气口；522-排水口；530-加强梁，531-连接部；540-前围横梁。
600-A柱内板总成；610-A柱上段，611-吸能部，612-吸能孔；620-A柱下段；630-加强盒。
700-承载托架；710-支撑座。
800-前端框架；810-水箱横梁，811-定位孔；820-水箱立柱，821-承载部，822-安装部，823-螺母盒，824-浮动螺母，825-定位螺栓。
具体实施方式
本领域中，通常将车辆长度方向称为X向或纵向，车辆宽度方向称为Y 向或横向，车辆高度方向称为Z向或垂向，本公开的下述实施例中相关的方位表述的释义均可参考上述内容。
参见图1至图3，在本公开的第一方面，提供一种前机舱1000，包括前围板总成500、前防撞梁总成100、左右两个前纵梁200、左右两个上边梁300、左右两个A柱内板总成600和左右两个减震塔总成400，前围板总成500和前防撞梁总成100分别连接于前纵梁200的两端，形成前机舱1000的基础骨架1100，两个上边梁300分别与相对应的前纵梁200连接，并且上边梁300与相对应的前纵梁200连接后合围成一个区域，减震塔总成400则安装于该区域中，并且减震塔总成400与前围板总成500、前纵梁200和上边梁300均连接，A柱内板总成600分别与相对应的前纵梁200和上边梁300连接。
由此，参见图6，根据本公开的一些实施方式提供的前机舱1000，在正面碰撞时，碰撞能量由前防撞梁总成100传递至两个前纵梁200的第一个传力节点(图6中标号①)，碰撞能量在第一个传力节点形成力的分支，分别向前纵梁200和上边梁300传递；在前纵梁200根部形成碰撞能量的第二个传力节点(图6中标号②)，碰撞能量在第二个传力节点形成力的分支，分别向A柱内板总成600和前围板总成500传递，并最终由前围板总成500传递至车身的前地板总成。通过如上的传递路径，可以有效的通过前纵梁200/上边梁300的变形来吸收碰撞能量，从而减少乘员舱的变形，进而保护乘员。
在一个或多个实施例中，参见图2，前纵梁200包括前纵梁外板210和前纵梁内板220，其中前纵梁外板210与对应的上边梁300和减震塔总成400连接，前纵梁外板210可以是分体式结构或者一体式结构。前纵梁内板220设置在前纵梁外板210的内侧，前纵梁内板220与前纵梁外板210合围成纵梁内腔，从而提高前纵梁200的结构强度。
参见图4，前纵梁内板220包括沿车辆长度方向依次连接的第一段221和第二段222，第一段221和第二段222在搭接处点焊固定。第二段222的体积沿车头至车尾的方向呈增大趋势，具体可以是Z向尺寸逐渐增大和/或Y向尺寸逐渐增大。第二段222包括沿车辆高度方向依次连接的第一传力部2221和第二传力部2222，第一传力部2221和第二传力部2222沿Z向上下分布，可以是两等分或者不均匀分布。第一传力部2221和/或第二传力部2222至少部分凸出于前纵梁外板210，也就是说第二段222在前纵梁200根部区域凸出于前纵梁外板210。在一个或多个实施例中，第一传力部2221和第二传力部2222均凸出于前纵梁外板210，超出前纵梁外板210覆盖面积的区域形成凸出部分，该凸出部分与A柱内板总成600连接。
在一个或多个实施例中，参见图4和图7，第一传力部2221和第二传力部2222上均设置内凹区域230，该内凹区域230使得第一传力部2221的上部和第二传力部2222的下部形成两个凸筋240，碰撞能量能够沿两个凸筋240传递。并且该内凹的区域形成歇脚板安装空间A，如图7所示。也就是说， 在前纵梁200后段形成了双通道传递路径，两个凸筋240分别对应两个通道，两个通道分别与A柱的上部和A柱的下部连接，通过双通道的设计，可以最大化的实现乘员舱主驾和副驾更大的脚步空间，同时，又能满足正面碰撞性能。
在一个或多个实施例中，参见图4，前纵梁内板220的底部设置有用于避让驱动轴的缺口250，通过设置该缺口250，能够避让驱动轴，便于零件布置。前纵梁内板220设有至少一个变形引导结构260，缺口250与至少一个变形引导结构260在沿车辆长度方向上的位置相同，即缺口250与变形引导结构260的X向坐标相同，该缺口250靠近于第一段221与第二段222的连接处。该缺口250和变形引导结构260，作为正面碰撞工况下前纵梁200折弯变形的第一个位置。变形引导结构260可以是压溃孔、凹筋或凸筋，具体结构本公开不做限制。
参见图5，在一个或多个实施例中，前纵梁内板220的第二段222包括依次连接的直段270、过渡段280和斜段290，也即，直段270、过渡段280和斜段290在水平面的投影分别为直线段、弧线段和斜线段，其中直段270平行于X向，斜段290具体是相对于X向和Y相均倾斜，也可以是相对于XYZ向均倾斜。直段270与斜段290呈角度设置，通过过渡段280平滑过渡，过渡段280可以采用圆弧、椭圆弧等轮廓线型。在一个或多个实施例中，过渡段280的中部的横截面尺寸小于过渡段280的端部的横截面尺寸，从而在过渡段280的中部形成弱区，在碰撞能量传递至此结构时，容易引发弯曲变形。由此，通过在前纵梁200拐弯处(直段270到斜段290的过渡处)通过形貌优化设计，来实现前纵梁200截面尺寸的变化，从而在正面碰撞工况下，形成前纵梁200折弯变形的第二个位置。沿前纵梁200的前端至后端的方向，该前纵梁200折弯变形的第二个位置位于前纵梁200折弯变形的第一个位置的后方。
参见图16，根据本公开的一些实施方式提供的前机舱1000，在正面碰撞时，由于前纵梁200具有缺口250和变形引导结构260，在前纵梁200折弯变形的第一个位置会发生弯曲变形，如图16中箭头A所指结构；由于前纵梁200具有横截面尺寸变化，在前纵梁200折弯变形的第二个位置也会发生弯曲变形，如图16中箭头B所指结构。通过前纵梁200折弯变形的第一个位置和前纵梁200折弯变形的第二个位置，这两个位置的变形，能够充分吸收正面碰撞的碰撞能量。
在一个或多个实施例中，参见图3，前防撞梁总成100包括防撞梁110和连接于防撞梁110的两个吸能盒120，吸能盒120与前纵梁200连接。参见图4，在一个或多个实施例中，前纵梁200与前防撞梁总成100的连接处设置有与防撞梁110连接的防撞梁安装板130，以便于防撞梁110的安装。
参见图8，在一个或多个实施例中，前纵梁200内设有与防撞梁安装板 130相贴合的加强组件140，通过加强组件140保证前纵梁200的结构强度，可以有效地保证低速碰撞工况下，前纵梁200朝向防撞梁110的端面不会出现变形，从而减少低速碰撞后整车的售后维修成本。加强组件140包括两个呈U型的加强内板141，两个加强内板141相扣、合围成腔体，加强内板141与防撞梁安装板130和前纵梁200均焊接。为了进一步提高强度，可将加强内板141的厚度设置为大于前纵梁200的厚度。
参见图7和图9，上边梁300包括上边梁内板320和上边梁外板310，上边梁内板320和上边梁外板310合围成口字型的腔体，上边梁300的各外轮廓面均为平滑的表面，为曲面或者平面。在一个或多个实施例中，上边梁300的顶部的高度小于A柱内板总成600的顶部的高度；上边梁300的顶部表面沿纵向呈水平状态；上边梁300的顶部的纵向面差小于预设值。A柱内板总成600与前机舱1000的上边梁300连接，A柱内板总成600的顶部的高度大于前机舱1000的上边梁300的顶部的高度，以在A柱的顶部的和前机舱1000的上边梁300的顶部之间形成台阶，上边梁300相对于A柱内板总成600较为纤细，当车辆受到小偏置碰撞的冲击力时，由于A柱的顶部的和前机舱1000上边梁300的顶部之间形成的台阶，使前机舱1000的上边梁300受到的碰撞载荷传递给A柱的中部和下部，减少传递至A柱上边梁10的碰撞载荷，减小A柱上边梁10向乘员舱内弯折的变形量，保证了维修经济性，降低A柱上边梁10向驾驶舱的侵入量，减小侵占乘员舱空间的侵入量，同时，前机舱1000的上边梁300将碰撞载荷传递给A柱，A柱将碰撞载荷传递给门槛梁，通过A柱和门槛梁分担碰撞载荷，以减小乘员舱所受的碰撞载荷，减小门洞变形量，使救援人员可以将车门打开，以对车内成员进行救援，提高车内成员的存活率，提高车辆小偏置碰撞的安全性，保证车内成员安全。
在一个或多个实施例中，参见图9，上边梁300的前端设有支撑盒20，支撑盒20连接上边梁300的前端与前纵梁200的前端。为避让前车轮，支撑盒20的外型面为弧面。支撑盒20设有翻边，整体结构强度大。当支撑盒20与上边梁300和前纵梁200连接后，三者合围成一个空腔，使得支撑盒20不易变形。通过设置该支撑盒20能够将小偏置碰的碰撞能传递到前纵梁200，使前纵梁200折弯变形吸能。
为了进一步提高碰撞性能，在一个或多个实施例中，上边梁300靠近A柱的部分可以设置缩溃孔330，如图9所示。
在一个或多个实施例中，上边梁300设有具有车辆高度方向投影分量的焊接边340，优选沿Z向延伸的焊接边340，由此可以在一定范围内调整上边梁300与机舱封板的焊接位置，调整上边梁300的高度，便于消除上边梁300上安装的零件的制造公差和安装误差对于上边梁300安装精度的不利影响，提升整车制造精度。
在一个或多个实施例中，参见图7，A柱内板总成600包括A柱上段610 和A柱下段620，A柱上段610和A柱下段620焊接固定。在一个或多个实施例中，A柱上段610具有与上边梁300连接的吸能部611，吸能部611可以设置吸能孔612；A柱下段620与A柱上段610连接，A柱下段620的宽度小于A柱上段610的宽度，也就是说A柱上段610的前端相对于A柱下段620向前凸出，形成吸能部611。前纵梁200与A柱上段610和A柱下段620均连接，具体是前纵梁内板220的第二段222的第一传力部2221连接A柱上段610，第二传力部2222连接A柱下段620。
参见图9，在一个或多个实施例中，A柱内板总成600可以包括至少一个加强盒630，加强盒630连接于A柱上段610和/或A柱下段620，且位于吸能部611的后侧。加强盒630的数量优选在两个以上，多个加强盒630朝向吸能部611的端面平齐，并且端面平行于竖直平面(YOZ平面)。当吸能部611溃缩至加强盒630处的端面时，可以通过加强盒630的端面抵住吸能部611和壁障，增加了A柱内板总成600与壁障的接触面积，保证了A柱内板总成600的结构强度，并使冲击力传递至车身的门槛梁。
在一个或多个实施例中，参见图10，减震塔总成400包括减震塔410、前轮罩420和两个轮罩加强板430，前轮罩420连接于减震塔410的底部，可以采用焊接连接。在一个或多个实施例中，也可将前轮罩420与减震塔410设计为一体式结构。两个轮罩加强板430分布于前轮罩420沿车身长度方向的两侧，且与减震塔410、前轮罩420、前纵梁200和上边梁300均连接，起到加强减震塔410处结构的作用。
参见图9，在一个或多个实施例中，前轮罩420的底部设有若干与前纵梁200连接的翻边结构，翻边结构包裹前纵梁200的局部，能够有效提升前轮罩420的垂向刚度，保证碰撞过程，前轮罩420的结构完整性，同时通过垂向拉拽前纵梁200，使得前纵梁200垂向变形来吸收碰撞梁，图16则示出了前纵梁200垂向变形后的结构。
参见图1和图2，在一个或多个实施例中，前围板总成500包括前围板510、流水槽520、加强梁530和至少一个前围横梁540，前围板510的两端分别连接于两个A柱内板总成600，前围横梁540连接于前围板510，由于前围板510的面积较大，通过前围横梁540加强前围板510，提高前围板510的动刚度。前围横梁540可根据设计需要设置多个，多个前围横梁540沿Z向间隔分布，多个前围横梁540也可同时具有X向的间隔。
参见图2，流水槽520连接于前围板510的前侧，用于收集挡风玻璃的雨水，流水槽520的中部设置有空调进气口521、两端设置有排水口522，通过将空调进气口521设于流水槽520的中部，提高进气效果。空调进气口521的高度大于排水口522，避免雨水倒流至空调进气口521。在一个或多个实施例中，还可在空调进气口521周边设置挡水墙，阻挡雨水流入。
加强梁530连接于流水槽520的前侧，且加强梁530两端分别连接于两 个减震塔总成400，加强梁530起到强化流水槽520处动刚度的作用，并且由于加强梁530的两端分别连接于两个减震塔总成400，功能上可将加强梁530视为是横梁。加强梁530可以连接于减震塔总成400的减震塔410或者至少一个轮罩加强板430，具体连接位置本公开不做限制。
参见图2，在一个或多个实施例中，为了提高减震塔410处的结构强度，加强梁530的端部设有连接部531，连接部531至少包裹减震塔总成400的其中一部分，连接部531位于前围板510与减震塔总成400之间。连接部531与前、后两个轮罩加强板430以及减震塔410在Z向点焊连接，同时连接部531与上边梁内板320Y向点焊连接，该结构可以有效提升前减震器车身侧安装点的Y向刚度以及前机舱1000横摆模态；前机舱1000的Y向刚度提升后，在小偏置碰撞工况下，增加了整车Y向的滑移量，使得整车有很大的机率滑出，从而减少壁障对乘员舱的挤压，提升了整车的安全性。加强梁530与减震塔总成400的连接结构能够有效提升前机舱1000的横向刚度，以减少减震塔410的侵入量，同时通过流水槽连接板的折弯变形吸能。
由此，参见图6，根据本公开的一些实施方式提供的前机舱1000，在正面碰撞时，碰撞能量由前防撞梁总成100传递至两个前纵梁200的第一个传力节点(图6中标号①)，碰撞能量在第一个传力节点形成力的分支，分别向前纵梁200和上边梁300传递；在前纵梁200根部形成碰撞能量的第二个传力节点(图6中标号②)，碰撞能量在第二个传力节点形成力的分支，分别向A柱内板总成600和前围板总成500传递；在前围板总成500的中部还可以形成碰撞能量的第三个传力节点(图6中标号③)，碰撞能量在第三个传力节点汇集，并最终由前围板总成500传递至车身的前地板总成。通过如上的传递路径，可以有效的通过前纵梁200/上边梁300的变形来吸收碰撞能量，从而减少乘员舱的变形，进而保护乘员。
参见图3、图14和图15，在一个或多个实施例中，前机舱1000还包括承载托架700，承载托架700设于前围板总成500与前防撞梁总成100之间，用于安装蓄电池等结构。承载托架700通过至少两个支撑座710与两个前纵梁200分别连接，每个支撑座710均在纵向和垂向上与前纵梁200连接，所以，保证了支撑座710与基础骨架1100的连接刚度，减小支撑座710与基础骨架1100脱开的风险。由于每个承载托架700的两端与两个支撑座710连接，所以，通过支撑座710提高了承载托架700与前纵梁200的连接刚度，将碰撞能量传递到前纵梁200，使前纵梁200折弯变形吸能。当车辆发生碰撞时，基础骨架1100可以将碰撞载荷由支撑座710传递给承载托架700，通过承载托架700分担碰撞载荷，以减小前机舱1000内承载的部件向乘员舱的侵入量，减少对乘员舱的损害，保证车内乘员安全，同时，可以有效地提升基础骨架1100的横向刚度，可以产生较大的侧向力，从而实现整车的侧向滑移，将车辆推离刚性壁障，从而减少刚性壁障对车身乘员舱和乘员的伤害，进一步地 保证车内乘员安全。
在一个或多个实施例中，参见图1、图11至图13，前机舱1000还可以包括前端框架800，前端框架800用于安装水箱或者散热器，前端框架800连接于前纵梁200与前防撞梁总成100之间，前端框架800包括水箱横梁810和两个相对设置的水箱立柱820，水箱横梁810可以设置一根或两根。前端框架800可以采用分体式结构或者一体式结构。
在一个或多个实施例中，参见图11，水箱立柱820包括用于承载吸能盒120的承载部821和设于承载部821两端的安装部822，两个安装部822分别与两个水箱横梁810连接，承载部821的宽度大于安装部822的宽度，以使水箱立柱820成为中间宽、上下窄的结构，承载部821在保证水箱立柱820与水箱安全间隙的同时，可以尽量加大吸能盒120的横向尺寸，保证吸能盒120的横向尺寸与基础骨架1100的前舱纵梁的横向截面尺寸一致，在正面碰撞工况可以尽可能多的通过吸能盒120的变形来吸收能量。
在一个或多个实施例中，参见图12和图13，水箱立柱820的顶部设有螺母盒823和活动设于螺母盒823中的浮动螺母824，浮动螺母824在螺母盒823内能够以横向±3mm、纵向±3mm的浮动量活动。浮动螺母824连接有定位螺栓825，定位螺栓825包括头部和与头部连接的螺杆部，安装部822上开设有通孔，螺杆部穿设于通孔中并且与浮动螺母824连接，在螺杆部与浮动螺母824未拧紧时，定位螺栓825的头部可以在一定范围内活动。在一个或多个实施例中，定位螺栓825的头部的直径大于螺杆部的直径以及安装部822的通孔的直径，定位螺栓825的螺杆部的直径小于安装部822的通孔的直径，以使螺杆部可在通孔内动作，同时，可通过头部进行限位，避免定位螺栓825掉落。水箱横梁810上设有用于容纳定位螺栓825的头部的定位孔811，通过定位螺栓825的头部与定位孔811配合可以实现水箱横梁810的定位安装，提升整车制造精度。
在本公开的第二方面，提供了一种车辆，该车辆包括本公开的第一方面的前机舱1000。该车辆可以是纯电电动车或者混动电动车，可以为家用轿车、客车、货车等。由于本实施例未对该车辆的具体结构进行改进，故而本实施例中该车辆的未做改变之处的结构均可参照现有技术，具体内容此处不做展开说明。
尽管已描述了本公开的优选实施例，但本领域内的普通技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本公开范围的所有变更和修改。
显然，本领域的技术人员可以对本公开进行各种改动和变型而不脱离本公开的精神和范围。这样，倘若本公开的这些修改和变型属于本公开权利要求及其等同技术的范围之内，则本公开也意图包含这些改动和变型在内。

Claims (10)

  1. 一种前机舱，包括：
    两个前纵梁，沿车辆宽度方向间隔分布；
    前围板总成，连接于两个所述前纵梁的后端；
    前防撞梁总成，连接于两个所述前纵梁的前端；
    两个上边梁，分别与相对应的所述前纵梁连接；
    两个A柱内板总成，分别与相对应的所述前纵梁和所述上边梁连接；
    两个减震塔总成，设于对应的所述前纵梁与所述上边梁所围区域内，且与所述前围板总成、所述前纵梁和所述上边梁均连接。
  2. 如权利要求1所述的前机舱，其中：所述前纵梁包括：
    前纵梁外板，与对应的所述上边梁和所述减震塔总成连接；
    前纵梁内板，设置在所述前纵梁外板的内侧，以与所述前纵梁外板合围成纵梁内腔；
    所述前纵梁内板包括沿车辆长度方向依次连接的第一段和第二段，所述第二段的高度沿车头至车尾的方向呈增大趋势；所述第二段包括沿车辆高度方向依次连接的第一传力部和第二传力部；所述第一传力部和/或所述第二传力部至少部分凸出于所述前纵梁外板，凸出部分与所述A柱内板总成连接。
  3. 如权利要求2所述的前机舱，其中：所述前纵梁内板的底部设置有用于避让驱动轴的缺口，所述前纵梁内板设有至少一个变形引导结构，所述缺口与所述至少一个变形引导结构在沿车辆长度方向上的位置相同，且靠近于所述第一段与所述第二段的连接处。
  4. 如权利要求2所述的前机舱，其中：所述第二段包括依次连接的直段、过渡段和斜段，所述直段与所述斜段呈角度设置；所述过渡段的中部的横截面尺寸小于所述过渡段的端部的横截面尺寸。
  5. 如权利要求1-4中任一项所述的前机舱，其中：所述上边梁的顶部的高度小于所述A柱内板总成的顶部的高度；
    所述上边梁的顶部表面沿纵向呈水平状态；所述上边梁的顶部的纵向面差小于预设值；所述上边梁设有具有车辆高度方向投影分量的焊接边。
  6. 如权利要求5所述的前机舱，其中：所述A柱内板总成包括：
    A柱上段，具有与所述上边梁连接的吸能部，所述吸能部设有吸能孔；
    A柱下段，与所述A柱上段连接，所述A柱下段的宽度小于所述A柱上段的宽度；所述前纵梁与所述A柱上段和所述A柱下段均连接；
    至少一个加强盒，连接于所述A柱上段和/或所述A柱下段，且位于所述吸能部的后侧。
  7. 如权利要求1-4中任一项所述的前机舱，其中：所述减震塔总成包括：
    减震塔；
    前轮罩，连接于所述减震塔的底部；
    两个轮罩加强板，分布于所述前轮罩沿车身长度方向的两侧，且与所述减震塔、所述前轮罩、所述前纵梁和所述上边梁均连接。
  8. 如权利要求1-4中任一项所述的前机舱，其中：所述前围板总成包括：
    前围板，两端分别连接于两个所述A柱内板总成；
    至少一个前围横梁，连接于所述前围板；
    流水槽，连接于所述前围板的前侧；所述流水槽的中部设置有空调进气口、两端设置有排水口，所述空调进气口的高度大于所述排水口；
    加强梁，连接于所述流水槽的前侧，且两端分别连接于两个所述减震塔总成。
  9. 如权利要求8所述的前机舱，其中：所述加强梁的端部设有连接部，所述连接部包裹所述减震塔总成、且位于所述前围板与所述减震塔总成之间。
  10. 一种车辆，包括至少一个权利要求1-9中任一项所述的前机舱。
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