An integrated front-end structure of the vehicle body suitable for multiple vehicle models and a new energy vehicle

Abstract

The present application relates to an integrated front-end structure and new energy vehicles that are adaptable to multiple vehicle models, including: a front cabin body, which includes a front crossbeam, two cabin side beams and two front shock towers, the two ends of the front crossbeam are respectively connected to the rear ends of the two cabin side beams, and the two front shock towers are respectively connected to the tops of the two cabin side beams; a shock absorber bracket, the tops of the two front shock towers are detachably connected with a shock absorber bracket for adjusting the vehicle body height, the tops of the front shock towers are provided with mounting grooves for accommodating and positioning the shock absorber brackets, and the shock absorber brackets are provided with shock absorber mounting holes adapted to different vehicle widths. The present application can provide two installation positions for the upper seat of the front suspension shock absorber, high and low, so that the front cabin body is suitable for both low-profile sedans and SUV models with high ground clearance. The shock absorber brackets are processed with shock absorber mounting holes adapted to different vehicle widths, thereby adapting to a variety of vehicle models with different vehicle body heights and widths.

Description

Technical Field

[0001] The present application relates to the field of vehicle body manufacturing technology, and in particular to an integrated vehicle body front end structure and a new energy vehicle that are adaptable to multiple vehicle models. Background Art

[0002] Passenger car development has a relatively fixed life cycle. Today, automobile manufacturers in the world are facing diversified customer demand pressure and more severe cost pressure. In order to occupy a wider range of market segments, automobile manufacturers must adapt to the increasingly prominent personalized needs of consumers at all levels and levels, and produce multiple varieties and models of cars. As a result, the concept of passenger car platform (hereinafter referred to as platform) came into being.

[0003] Models sharing the same platform should have the following characteristics:

[0004] 1. Shared modules or parts: Share key modules or parts as much as possible while ensuring the differentiated needs of different models;

[0005] 2. Common functions and performance boundaries: Shared modules or parts determine that all models on the platform have certain commonalities in performance and can establish a shared optimal process solution;

[0006] 3. A set of common interfaces: to ensure the consistency of the installation process of different specifications of powertrains, suspension systems and different types of upper bodies on the platform, as well as the universality of the platform's own specification evolution;

[0007] 4. Shared manufacturing process route: Models on the same platform share the same process route to ensure the uniformity of the company's overall manufacturing planning;

[0008] 5. Have a certain size bandwidth: Use a common engineering solution to solve the fluctuation of key dimensions within a certain range, and further meet the personalized needs of users.

[0009] Since the 1920s, General Motors has named the platforms shared by its brands with letters, from side beam frame chassis and non-load-bearing body models to models after the prevalence of load-bearing body models, and more than 30 platforms have been born. Around 2010, Volkswagen upgraded the concept of platform to "modular platform" by integrating more than 20 platforms under its umbrella to 4. Since then, the platform-based vehicle development strategy is not limited to "changing shells" between brands, but also extends to "expansion" across vehicle levels in the vertical, horizontal and height directions.

[0010] The longitudinal expansion of automobile products is mainly achieved by changing the length of the body floor and longitudinal beams, which is reflected in the changes in the length, wheelbase, front overhang and rear overhang of the vehicle.

[0011] The lateral expansion of automobile products is mainly achieved by changing the width of the body floor and the front and rear suspensions, which is reflected in the changes in the width and wheelbase of the vehicle.

[0012] The height expansion of automobile products is mainly achieved by changing the wheel size, chassis suspension height and body height, which is reflected in the changes in the height of the vehicle and the ground clearance size.

[0013] Entering the era of new energy vehicles, new energy vehicle manufacturers have launched popular products one after another, diluting costs by mass production of a single model to open up the market, which has put forward higher requirements on production efficiency. Innovative production processes such as partial die-casting integrated body structure have emerged.

[0014] After opening up the market through blockbuster products, the next work direction is how to use platform-based and modular development experience to expand more vehicle models. Summary of the invention

[0015] The embodiments of the present application provide an integrated body front-end structure and a new energy vehicle that are adaptable to multiple vehicle models, so as to solve the problem of how to use platform-based and modular development experience in related technologies to expand more vehicle product models.

[0016] A first aspect of an embodiment of the present application provides an integrated vehicle body front end structure adapted to multiple vehicle models, including:

[0017] A front nacelle body, the front nacelle body comprising a front cross beam, two nacelle side beams and two front shock absorbing towers, the two ends of the front cross beam are respectively connected to the rear ends of the two nacelle side beams, and the two front shock absorbing towers are respectively connected to the tops of the two nacelle side beams;

[0018] The shock absorber bracket is detachably connected to the top of the two front shock absorber towers with the shock absorber bracket for adjusting the vehicle body height, the top of the front shock absorber tower is provided with an installation groove for accommodating and positioning the shock absorber bracket, and the shock absorber bracket is provided with shock absorber installation holes adapted to different vehicle widths.

[0019] In some embodiments: the shock absorber bracket includes a front shock absorber tower lap plate adapted to the front shock absorber tower, and a shock absorber mounting plate connected to the front shock absorber tower lap plate and arranged at a height difference with the front shock absorber tower lap plate, and the shock absorber mounting hole is opened on the shock absorber mounting plate.

[0020] In some embodiments: the front shock tower lap plate and the shock absorber mounting plate are both isosceles trapezoidal structures, and the two ends of the lower bottom edges of the front shock tower lap plate and the shock absorber mounting plate are respectively provided with ear plates detachably connected to the front shock tower, and the ear plates are connected to the front shock tower by screws, and the front shock tower lap plate, the shock absorber mounting plate and the ear plates are integrally cast aluminum alloy die-castings.

[0021] In some embodiments: the front shock tower lap plate, the shock absorber mounting plate, the shock absorber mounting hole and the two ear plates are mirror-symmetrical structures. When the shock absorber mounting plate is located at the top of the front shock tower lap plate, the vehicle body height is lowered; when the shock absorber mounting plate is located at the bottom of the front shock tower lap plate, the vehicle body height is raised.

[0022] In some embodiments: the shock absorber mounting hole includes a front shock absorber assembly through hole, two front shock absorber mounting holes surrounding the outer periphery of the front shock absorber assembly through hole and a front shock absorber mounting positioning hole, and the shock absorber mounting hole is preset on the shock absorber mounting plate or post-processed on the shock absorber mounting plate.

[0023] In some embodiments: the front shock-absorbing tower is respectively connected to the top of the two cabin side beams and is located on the front side of the front cross beam, the top of the two cabin side beams are also connected to the front pillar, and the front pillar is located on the rear side of the front cross beam, and the cabin side beams, front cross beam, front shock-absorbing tower and front pillar are an integrally cast structure.

[0024] In some embodiments: the front end of the cabin side beam is provided with a front anti-collision beam mounting plate connected to the front anti-collision beam, the bottom of the cabin side beam is provided with a full-frame subframe front mounting surface and a full-frame subframe rear mounting surface for mounting the full-frame subframe, and the full-frame subframe front mounting surface and the full-frame subframe rear mounting surface are both provided with mounting holes connected to the full-frame subframe.

[0025] In some embodiments: the outer side surface of the front pillar is provided with a side longitudinal beam mounting surface for mounting the side wall of the vehicle body and the side longitudinal beam, and the side longitudinal beam mounting surface is provided with mounting holes for mounting the side wall of the vehicle body and the side longitudinal beam;

[0026] The bottom of the front cross beam is provided with a passenger cabin front floor mounting surface extending in a direction away from the cabin side beam, and the front cross beam is provided with a steering column through hole mounting surface and a brake booster mounting surface.

[0027] In some embodiments: the bottom of the cabin side beam is connected to a full-frame subframe, the shock absorber bracket is connected to a front suspension shock absorber, the bottom of the front suspension shock absorber is connected to a front steering knuckle, and a lower control arm is rotatably connected between the front steering knuckle and the full-frame subframe.

[0028] A second aspect of an embodiment of the present application provides a new energy vehicle, comprising an integrated body front end structure adapted to multiple vehicle models as described in any of the above embodiments.

[0029] The beneficial effects of the technical solution provided by this application include:

[0030] An embodiment of the present application provides an integrated body front end structure and a new energy vehicle that are adaptable to multiple vehicle models. Since the integrated body front end structure that is adaptable to multiple vehicle models of the present application is provided with a front cabin body, the front cabin body includes a front cross beam, two cabin side beams and two front shock absorber towers, the two ends of the front cross beam are respectively connected to the rear ends of the two cabin side beams, and the two front shock absorber towers are respectively connected to the tops of the two cabin side beams; a shock absorber bracket, the tops of the two front shock absorber towers are both detachably connected with a shock absorber bracket for adjusting the vehicle body height, the tops of the front shock absorber towers are provided with an installation groove for accommodating and positioning the shock absorber bracket, and the shock absorber bracket is provided with shock absorber mounting holes that are adapted to different vehicle widths.

[0031] Therefore, the front end structure of a one-piece vehicle body adapted to multiple vehicle models of the present application is provided with a front cabin body, the front cross beam, two cabin side beams and two front shock towers of the front cabin body are designed in an integrated manner, the coherence of the front cabin body is improved, the collision force can be better transmitted on the front cabin body, thereby improving the collision performance of the front cabin body, and reducing the amount of front enclosure intrusion to reduce the harm to the driver and passengers. At the same time, the number of body parts is reduced, the development cycle and development costs can be shortened, which is conducive to the rapid iteration of products, the lightweight of the lower body can be achieved, and the lower body can be guaranteed to have sufficient rigidity.

[0032] In addition, the present application has a shock absorber bracket for adjusting the vehicle height that can be detachably connected to the top of the two front shock absorber towers. The top of the front shock absorber tower is provided with a mounting groove for accommodating and positioning the shock absorber bracket, and the shock absorber bracket is provided with a shock absorber mounting hole that is compatible with different vehicle widths. The shock absorber bracket can be installed on the top of the front shock absorber tower in the forward or reverse direction, providing high and low installation positions for the front suspension shock absorber upper seat, so that the front cabin body is suitable for both low-profile sedans and SUV models with high ground clearance. By processing the shock absorber mounting holes on the shock absorber bracket that are compatible with different vehicle widths, the wheelbase is increased from 1580mm to 1620mm while maintaining the front suspension positioning parameters, thereby adapting to a variety of vehicle models with different vehicle heights and widths. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of Embodiment 5 will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0034] Figure 1 This is a schematic diagram of the structure of the first perspective of an embodiment of the present application;

[0035] Figure 2 A schematic diagram of the structure of a second viewing angle of an embodiment of the present application;

[0036] Figure 3 This is a schematic diagram of the structure in which the shock absorber bracket of the embodiment of the present application is forwardly installed on the front shock absorber tower;

[0037] Figure 4 This is a structural schematic diagram of an embodiment of the present application in which a shock absorber bracket is reversely installed on a front shock absorber tower;

[0038] Figure 5 A schematic diagram of the structure of a shock absorber bracket according to an embodiment of the present application;

[0039] Figure 6 It is a schematic structural diagram of the front cabin body, the full-frame subframe, and the front suspension shock absorber of the embodiment of the present application.

[0040] Reference numerals:

[0041] 1. Front cabin body; 2. Front suspension shock absorber; 3. Front steering knuckle; 4. Full-frame subframe; 5. Lower control arm; 11. Cabin side beam; 12. Front pillar; 13. Front shock tower; 14. 0 front cross beam; 21. Front anti-collision beam mounting plate; 22. Full-frame subframe front mounting surface; 23. Full-frame subframe rear mounting surface; 24. Shock absorber bracket; 25. Steering column through-hole mounting surface; 26. Brake booster mounting surface; 27. Passenger compartment front floor mounting surface; 28. Side longitudinal beam mounting surface; 241. Front shock tower lap plate; 242. Shock absorber mounting plate; 243. Ear plate; 244. Front shock absorber assembly through hole; 245. Front shock absorber mounting hole; 246. Front shock absorber mounting positioning hole 5. DETAILED DESCRIPTION

[0042] 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 and completely 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 making creative work are within the scope of protection of this application.

[0043] The embodiments of the present application provide an integrated body front-end structure and new energy vehicle that are adaptable to multiple vehicle models, which can solve the problem of how to use platform-based and modular development experience in related technologies to expand more vehicle product models.

[0044] See also Figure 1 and Figure 2 As shown, the first aspect of the embodiment of the present application provides an integrated vehicle front end structure adapted to multiple vehicle models, including:

[0045] The front cabin body 1 includes a front cross beam 14, two cabin side beams 11 and two front shock towers 13. The two ends of the front cross beam 14 are respectively connected to the rear ends of the two cabin side beams 11, and the two front shock towers 13 are respectively connected to the tops of the two cabin side beams 11. The entire front cabin body 1 can be made by integral casting, without the need for multiple steel plate stamping parts to be spliced ​​and welded and fixed. Simplifying the manufacturing process of the front cabin body 1 can also save a lot of investment and man-hours in the welding production line. The front cabin body 1 can be made of metal material, preferably, aluminum material, so that the weight of the front cabin body 1 can be reduced, which is beneficial to improving the vehicle's cruising range.

[0046] Shock absorber bracket 24, the top of the two front shock absorber towers 13 can be detachably connected with a shock absorber bracket 24 for adjusting the vehicle body height. The shock absorber bracket 24 can adjust the vehicle body height of different models to adapt to low-profile sedans and SUV models with high ground clearance. The top of the front shock absorber tower 13 is provided with an installation groove for accommodating and positioning the shock absorber bracket 24. The installation groove provides installation and positioning space for the shock absorber bracket 24, so that the shock absorber bracket 24 can be reliably fixed on the top of the front shock absorber tower 13. Shock absorber mounting holes adapted to different vehicle widths are provided on the shock absorber bracket 24, thereby adapting to models of different vehicle widths.

[0047] The embodiment of the present application is a one-piece front-end structure adapted to multiple vehicle models, which is provided with a front cabin body 1. The front cross beam 14, two cabin side beams 11 and two front shock towers 13 of the front cabin body 1 are designed in an integrated manner, which improves the continuity of the front cabin body 1, so that the collision force can be better transmitted on the front cabin body 1, thereby improving the collision performance of the front cabin body 1, and reducing the amount of front enclosure intrusion to reduce damage to the driver and passengers. At the same time, the number of body parts is reduced, which can shorten the development cycle and reduce the development cost, which is conducive to the rapid iteration of products, can achieve lightweight lower body, and can ensure that the lower body has sufficient rigidity.

[0048] In addition, the present application has a shock absorber bracket 24 for adjusting the vehicle height detachably connected to the top of the two front shock absorber towers 13. The top of the front shock absorber tower 13 is provided with a mounting groove for accommodating and positioning the shock absorber bracket 24, and the shock absorber bracket 24 is provided with a shock absorber mounting hole adapted to different vehicle widths. The shock absorber bracket 24 can be installed on the top of the front shock absorber tower 13 in the forward or reverse direction, providing two high and low installation positions for the upper seat of the front suspension shock absorber 2, so that the front cabin body 1 is suitable for both low-profile sedans and SUV models with high ground clearance. By processing the shock absorber mounting holes adapted to different vehicle widths on the shock absorber bracket 24, the wheelbase is increased from 1580mm to 1620mm while maintaining the front suspension positioning parameters, thereby adapting to a variety of vehicle models with different vehicle heights and widths.

[0049] In some alternative embodiments: See Figures 3 to 5 As shown, the embodiment of the present application provides an integrated front-end structure of the vehicle body adapted to multiple vehicle models, and the shock absorber bracket 24 of the integrated front-end structure of the vehicle body includes a front shock absorber tower lap plate 241 adapted to the front shock absorber tower 13, and a shock absorber mounting plate 242 connected to the front shock absorber tower lap plate 241 and arranged at a height difference with the front shock absorber tower lap plate 241, and the shock absorber mounting hole is provided on the shock absorber mounting plate 242. The front shock absorber tower lap plate 241 is used to overlap the bottom of the front shock absorber tower 13, and the shock absorber mounting plate 242 is used to install the upper seat of the front suspension shock absorber 2. The front shock absorber tower lap plate 241 and the shock absorber mounting plate 242 are arranged with a height difference to adapt to the vehicle body height of different vehicle models.

[0050] The front shock tower lap plate 241 and the shock absorber mounting plate 242 are both isosceles trapezoidal structures. The two ends of the lower bottom edges of the front shock tower lap plate 241 and the shock absorber mounting plate 242 are respectively provided with ear plates 243 detachably connected to the front shock tower 13. The ear plates 243 are connected to the front shock tower 13 by screws to fix the shock absorber bracket 24 on the front shock tower 13. The front shock tower lap plate 241, the shock absorber mounting plate 242 and the ear plates 243 are integrally cast aluminum alloy die castings. The shock absorber bracket 24 can be universally used on the two front shock towers 13, and the shock absorber bracket 24 can be connected to the front shock tower 13 on the front or back, thereby improving the universal performance of the shock absorber bracket 24.

[0051] The front shock tower lap plate 241, the shock absorber mounting plate 242, the shock absorber mounting holes and the two ear plates 243 are mirror-symmetrical structures. When the shock absorber mounting plate 242 is located at the top of the front shock tower lap plate 241 (i.e., the shock absorber mounting plate 242 is higher than the front shock tower lap plate 241), the height of the vehicle body is lowered; when the shock absorber mounting plate 242 is located at the bottom of the front shock tower lap plate 241 (i.e., the shock absorber mounting plate 242 is lower than the front shock tower lap plate 241), the height of the vehicle body is raised.

[0052] When adjusting the vehicle height, it is only necessary to adjust the orientation of the front and back sides of the shock absorber bracket 24. If the vehicle height needs to be increased, the shock absorber mounting plate 242 is positioned downward, and the front shock absorber tower lap plate 241 is positioned upward and installed on the front shock absorber tower 13. If the vehicle height needs to be lowered, the shock absorber mounting plate 242 is positioned upward, and the front shock absorber tower lap plate 241 is positioned downward and installed on the front shock absorber tower 13.

[0053] The shock absorber mounting holes include a front shock absorber assembly through hole 244, two front shock absorber mounting holes 245 surrounding the outer periphery of the front shock absorber assembly through hole 244, and a front shock absorber mounting positioning hole 246. The shock absorber mounting holes are preset on the shock absorber mounting plate 242 or processed on the shock absorber mounting plate 242. The front shock absorber assembly through hole 244 is used to pass the locking nut on the top of the front suspension shock absorber 2, the front shock absorber mounting hole 245 is used to fix the front suspension shock absorber 2 on the shock absorber mounting plate 242 by bolts, and the front shock absorber mounting positioning hole 246 is used to penetrate the positioning pin on the top of the front suspension shock absorber 2 for positioning.

[0054] In some alternative embodiments: See Figure 1 , Figure 2 and Figure 6 As shown, an embodiment of the present application provides an integrated body front end structure that is adaptable to multiple vehicle models, wherein a front shock absorber tower 13 of the integrated body front end structure is respectively connected to the tops of two cabin side beams 11 and is located in front of a front cross beam 14, and the tops of the two cabin side beams 11 are also connected to front pillars 12, and the front pillars 12 are located on the rear side of the front cross beam 14, and the cabin side beams 11, the front cross beam 14, the front shock absorber tower 13 and the front pillars 12 are an integrally cast structure.

[0055] The cabin side beam 11, front cross beam 14, front shock tower 13 and front pillar 12 of the front cabin body 1 are an integrated casting structure, which improves the continuity of the front cabin body 1, so that the collision force can be better transmitted on the front cabin body 1, thereby improving the collision performance of the front cabin body 1, and can also reduce the amount of front enclosure intrusion to reduce damage to the driver and passengers. At the same time, the number of body parts is reduced, which can shorten the development cycle and reduce development costs, is conducive to the rapid iteration of products, can achieve lightweight lower body, and can ensure that the lower body has sufficient rigidity.

[0056] The front end of the cabin side beam 11 is provided with a front anti-collision beam mounting plate 21 connected to the front anti-collision beam, and the bottom of the cabin side beam 11 is provided with a full-frame subframe front mounting surface 22 and a full-frame subframe rear mounting surface 23 for mounting the full-frame subframe 4, and the full-frame subframe front mounting surface 22 and the full-frame subframe rear mounting surface 23 are both provided with mounting holes for connecting the full-frame subframe 4. The full-frame subframe 4 is also an integrally cast structure of aluminum alloy material to connect the engine and the front suspension. The bottom of the cabin side beam 11 is connected to the full-frame subframe 4, the shock absorber bracket 24 is connected to the front suspension shock absorber 2, the bottom of the front suspension shock absorber 2 is connected to the front steering knuckle 3, and the lower control arm 5 is rotatably connected between the front steering knuckle 3 and the full-frame subframe 4.

[0057] The outer side surface of the front pillar 12 is provided with a side longitudinal beam mounting surface 28 for mounting the body side wall and the side longitudinal beam, and the side longitudinal beam mounting surface 28 is provided with mounting holes for mounting the body side wall and the side longitudinal beam. The bottom of the front cross beam 14 is provided with a passenger compartment front floor mounting surface 27 extending in a direction away from the cabin side beam 11, and the front cross beam 14 is provided with a steering column through-hole mounting surface 25 and a brake booster mounting surface 26. The steering column through-hole mounting surface 25 is used to connect and seal the steering mechanism passing through the front end body structure of the body, and the brake booster mounting surface 26 is used to fix and seal the brake operating mechanism passing through the front end body structure of the body.

[0058] A second aspect of an embodiment of the present application provides a new energy vehicle, comprising an integrated body front end structure adapted to multiple vehicle models as described in any of the above embodiments.

[0059] How it works

[0060] The embodiment of the present application provides an integrated body front end structure and a new energy vehicle that are adaptable to multiple models. Since the integrated body front end structure that is adaptable to multiple models of the present application is provided with a front cabin body 1, the front cabin body 1 includes a front cross beam 14, two cabin side beams 11 and two front shock absorber towers 13, the two ends of the front cross beam 14 are respectively connected to the rear ends of the two cabin side beams 11, and the two front shock absorber towers 13 are respectively connected to the tops of the two cabin side beams 11; a shock absorber bracket 24, the tops of the two front shock absorber towers 13 are both detachably connected with a shock absorber bracket 24 for adjusting the height of the vehicle body, the tops of the front shock absorber towers 13 are provided with an installation groove for accommodating and positioning the shock absorber bracket 24, and the shock absorber bracket 24 is provided with a shock absorber mounting hole that is adapted to different vehicle widths.

[0061] Therefore, the front end structure of the one-piece vehicle body adapted to multiple vehicle models of the present application is provided with a front cabin body 1, and the front cross beam 14, two cabin side beams 11 and two front shock towers 13 of the front cabin body 1 are designed in an integrated manner, which improves the continuity of the front cabin body 1, so that the collision force can be better transmitted on the front cabin body 1, thereby improving the collision performance of the front cabin body 1, and reducing the amount of front enclosure intrusion to reduce damage to the driver and passengers. At the same time, the number of body parts is reduced, the development cycle and development costs can be shortened, which is conducive to the rapid iteration of products, and the lower body can be lightweight, and the lower body can be guaranteed to have sufficient rigidity.

[0062] In addition, the present application has a shock absorber bracket 24 for adjusting the vehicle body height that can be detachably connected to the top of the two front shock absorber towers 13. The top of the front shock absorber tower 13 is provided with a mounting groove for accommodating and positioning the shock absorber bracket 24, and the shock absorber bracket 24 is provided with a shock absorber mounting hole adapted to different vehicle widths. The shock absorber bracket 24 can be installed on the top of the front shock absorber tower 13 in the forward or reverse direction, providing two high and low installation positions for the front suspension shock absorber upper seat, so that the front cabin body is suitable for both low-profile sedans and SUV models with high ground clearance. By processing the shock absorber mounting holes adapted to different vehicle widths on the shock absorber bracket 24, the wheelbase is increased from 1580mm to 1620mm while maintaining the front suspension positioning parameters, thereby adapting to a variety of vehicle models with different vehicle body heights and widths.

[0063] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0064] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0065] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. An integrated front end structure suitable for multiple vehicle models, characterized in that: include: A front nacelle body (1), the front nacelle body (1) comprising a front cross beam (14), two nacelle side beams (11) and two front shock absorbing towers (13), the two ends of the front cross beam (14) being respectively connected to the rear ends of the two nacelle side beams (11), and the two front shock absorbing towers (13) being respectively connected to the tops of the two nacelle side beams (11); A shock absorber bracket (24), wherein the tops of the two front shock absorber towers (13) are detachably connected with the shock absorber bracket (24) for adjusting the height of the vehicle body, the tops of the front shock absorber towers (13) are provided with mounting grooves for accommodating and positioning the shock absorber bracket (24), and the shock absorber bracket (24) is provided with shock absorber mounting holes adapted to different vehicle widths; The shock absorber bracket (24) comprises a front shock absorber tower lap plate (241) adapted to the front shock absorber tower (13), and a shock absorber mounting plate (242) connected to the front shock absorber tower lap plate (241) and arranged at a height difference with the front shock absorber tower lap plate (241), wherein the shock absorber mounting hole is provided on the shock absorber mounting plate (242); The front shock tower lap plate (241) and the shock absorber mounting plate (242) are both isosceles trapezoidal structures; both ends of the lower bottom edges of the front shock tower lap plate (241) and the shock absorber mounting plate (242) are respectively provided with ear plates (243) detachably connected to the front shock tower (13); the ear plates (243) are connected to the front shock tower (13) by screws; the front shock tower lap plate (241), the shock absorber mounting plate (242) and the ear plates (243) are integrally cast aluminum alloy die-castings; The front shock tower lap plate (241), the shock absorber mounting plate (242), the shock absorber mounting hole and the two ear plates (243) are mirror-symmetrical structures. When the shock absorber mounting plate (242) is located at the top of the front shock tower lap plate (241), the height of the vehicle body is lowered; when the shock absorber mounting plate (242) is located at the bottom of the front shock tower lap plate (241), the height of the vehicle body is raised.

2. The one-piece front end structure for a vehicle body adapted to multiple vehicle types as claimed in claim 1, characterized in that: The shock absorber mounting holes include a front shock absorber assembly through hole (244), two front shock absorber mounting holes (245) surrounding the outer periphery of the front shock absorber assembly through hole (244), and a front shock absorber mounting positioning hole (246); the shock absorber mounting holes are preset on the shock absorber mounting plate (242) or are post-processed on the shock absorber mounting plate (242).

3. The one-piece front end structure for a vehicle body adapted to multiple vehicle types as claimed in claim 1, characterized in that: The front shock absorbing tower (13) is respectively connected to the top of the two cabin side beams (11) and is located in front of the front cross beam (14); the tops of the two cabin side beams (11) are also connected to the front upright column (12), and the front upright column (12) is located at the rear of the front cross beam (14); the cabin side beams (11), the front cross beam (14), the front shock absorbing tower (13) and the front upright column (12) are an integrally cast structure.

4. The one-piece front end structure for a vehicle body adapted to multiple vehicle types as claimed in claim 3, characterized in that: A front anti-collision beam mounting plate (21) connected to a front anti-collision beam is provided at the front end of the cabin side beam (11); a full-frame subframe front mounting surface (22) and a full-frame subframe rear mounting surface (23) for mounting a full-frame subframe (4) are provided at the bottom of the cabin side beam (11); and mounting holes for connecting to the full-frame subframe (4) are provided on the full-frame subframe front mounting surface (22) and the full-frame subframe rear mounting surface (23).

5. The one-piece front end structure for a vehicle body adapted to multiple vehicle types as claimed in claim 3, characterized in that: The outer side surface of the front pillar (12) is provided with a side longitudinal beam mounting surface (28) for mounting the side periphery of the vehicle body and the side longitudinal beam, and the side longitudinal beam mounting surface (28) is provided with mounting holes for mounting the side periphery of the vehicle body and the side longitudinal beam; The bottom of the front cross beam (14) is provided with a passenger cabin front floor mounting surface (27) extending in a direction away from the cabin side beam (11), and the front cross beam (14) is provided with a steering column through hole mounting surface (25) and a brake booster mounting surface (26).

6. The one-piece front end structure for a vehicle body adapted to multiple vehicle types as claimed in claim 1, characterized in that: The bottom of the cabin side beam (11) is connected to a full-frame subframe (4), the shock absorber bracket (24) is connected to a front suspension shock absorber (2), the bottom of the front suspension shock absorber (2) is connected to a front steering knuckle (3), and a lower control arm (5) is rotatably connected between the front steering knuckle (3) and the full-frame subframe (4).

7. A new energy vehicle, characterized in that: It comprises an integrated vehicle front end structure suitable for multiple vehicle models as described in any one of claims 1 to 6.

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