Forward engine compartment structure and vehicle

Abstract

This application discloses a front engine compartment structure and a vehicle. The front engine compartment structure includes a front longitudinal beam, a shock absorber tower, and a lap plate. Multiple reinforcing ribs are provided within the cavity at the front end of the front longitudinal beam, dividing the cavity into multiple smaller cavities that gradually increase in density from front to back along the X-direction of the vehicle body. The shock absorber tower is positioned above the front longitudinal beam. The lap plate connects the front longitudinal beam and the vehicle's front bulkhead; the front longitudinal beam, shock absorber tower, and lap plate are integrally cast. Thus, by providing multiple reinforcing ribs within the cavity at the front end of the front longitudinal beam, the front engine compartment structure of this application divides the compartment into multiple smaller cavities that gradually increase in density from front to back along the X-direction of the vehicle body. This allows the front end of the front longitudinal beam to be crushed or broken in stages during a collision, improving occupant safety and achieving a balance between lightweight design and collision safety.

Description

Technical Field

[0001] This application relates to the field of automotive design and manufacturing technology, and in particular to a front engine compartment structure and vehicle. Background Technology

[0002] Traditional steel car bodies, based on the mechanical properties of sheet metal, generally exhibit a uniform front-end crushing mechanism: progressive longitudinal crushing via the front longitudinal beams. Furthermore, current new energy vehicles, in pursuit of lightweight design, mostly utilize aluminum bodies for the front engine compartment. This results in greater intrusion into the engine compartment during a collision, compromising occupant safety. In other words, current vehicle front engine compartment structures struggle to achieve a balance between lightweight design and crash safety. Summary of the Invention

[0003] In view of this, the present invention aims to at least partially solve one of the problems in the related art. Therefore, the object of this application is to provide a forward engine compartment structure and a vehicle.

[0004] This application provides a front engine compartment structure. The front engine compartment structure includes a front longitudinal beam, a shock absorber tower, and a lap plate. The front longitudinal beam has a cavity at its front end with multiple reinforcing ribs, and the cavity is divided by these ribs into multiple smaller cavities that gradually increase in density from front to back along the X-direction of the vehicle body. The shock absorber tower is disposed above the front longitudinal beam. The lap plate is used to overlap the front longitudinal beam and the vehicle's front bulkhead. The front longitudinal beam, the shock absorber tower, and the lap plate are integrally cast.

[0005] Thus, the front engine compartment structure of this application, by setting multiple reinforcing ribs in the cavity at the front end of the front longitudinal beam, divides the compartment into multiple small compartments that gradually become denser from front to back along the X direction of the vehicle body. In the event of a collision, the front end of the front longitudinal beam is crushed or broken step by step, thereby improving the safety of the occupants and achieving a balance between lightweighting and collision safety of the front engine compartment structure.

[0006] In some embodiments, the reinforcing ribs include a plurality of vertical reinforcing ribs and horizontal reinforcing ribs, wherein the vertical reinforcing ribs and the horizontal reinforcing ribs are arranged perpendicular to each other, and the spacing between the vertical reinforcing ribs gradually decreases from front to back along the X direction of the vehicle body.

[0007] Thus, the front engine compartment structure of this application achieves the gradual crushing or breaking of the front longitudinal beam by arranging multiple vertical and horizontal reinforcing ribs perpendicular to each other, and the spacing between the vertical reinforcing ribs gradually decreases from front to back along the X direction of the vehicle body, thereby improving the safety of passengers.

[0008] In some embodiments, the spacing between the vertical stiffeners is arranged in an arithmetic sequence that gradually decreases from front to back along the X direction of the vehicle body.

[0009] Thus, when the front engine compartment structure of this application is equipped with multiple vertical stiffeners, the intervals between the vertical stiffeners are in an arithmetic sequence and gradually decrease from front to back along the X direction of the vehicle body, so as to achieve the gradual crushing or crushing of the front end of the front longitudinal beam.

[0010] In some embodiments, the thickness of the plurality of vertical stiffeners gradually increases from front to back along the X direction of the vehicle body.

[0011] Thus, the thickness of the vertical stiffeners in the front engine compartment structure of this application gradually increases from front to back along the X direction of the vehicle body, so that the vertical stiffeners can fully absorb energy during a collision, thereby achieving the gradual crushing or shattering of the front longitudinal beam.

[0012] In some embodiments, the thickness of the plurality of vertical stiffeners increases progressively in a geometric sequence along the X direction of the vehicle body.

[0013] Thus, the thickness of the vertical stiffeners in the front engine compartment structure of this application increases gradually in a geometric sequence along the X direction of the vehicle body, so that the vertical stiffeners can fully absorb energy during a collision, thereby achieving the gradual crushing or shattering of the front longitudinal beam.

[0014] In some embodiments, the plurality of reinforcing ribs include three vertical reinforcing ribs and one transverse reinforcing rib that gradually increase in thickness from front to back along the X direction of the vehicle body, and the cavity is divided by the vertical reinforcing ribs and the transverse reinforcing ribs into six smaller cavities that gradually increase in density from front to back along the X direction of the vehicle body.

[0015] Thus, the front engine compartment structure of this application divides the cavity into six gradually denser cavities along the X direction of the vehicle body by setting three vertical reinforcing ribs and one transverse reinforcing rib in the cavity. This makes the front longitudinal beam gradually stronger in terms of impact resistance along the X direction of the vehicle body, so that the front end of the front longitudinal beam can be crushed or broken step by step.

[0016] In some embodiments, the rear end of the front longitudinal beam is provided with multiple reinforcing ribs, and the multiple reinforcing ribs form a stable triangle.

[0017] Thus, the forward cabin structure of this application, by setting a stable triangular structure composed of multiple reinforcing ribs at the rear end of the forward longitudinal beam, allows the reinforcing ribs to fully cover the rear end of the forward longitudinal beam, thereby holding the forward longitudinal beam in place during a collision. Since the forward cabin structure and the passenger compartment are connected by a front bulkhead, the stiffness of the forward cabin structure can be enhanced by having the reinforcing ribs fully cover the rear end of the forward longitudinal beam, thereby reducing the intrusion into the passenger compartment behind the forward cabin structure during a collision and protecting the safety of the occupants.

[0018] In some embodiments, the reinforcing ribs extend to the inner boundary of the front longitudinal beam.

[0019] Thus, the front cabin structure of this application, by covering the inner boundary of the front longitudinal beam with reinforcing ribs, can fully cover the rear end of the front longitudinal beam, thereby holding the front longitudinal beam in place during a collision. Since the front cabin structure and the passenger compartment are connected by the front bulkhead, the stiffness of the front cabin structure can be enhanced by fully covering the rear end of the front longitudinal beam with reinforcing ribs, so as to reduce the intrusion into the passenger compartment behind the front cabin structure during a collision and protect the safety of the occupants.

[0020] In some embodiments, an energy-absorbing box is connected in front of the front longitudinal beam, and the length of the energy-absorbing box includes 780 mm.

[0021] Thus, the front longitudinal beam of the front cabin structure of this application is connected to the energy-absorbing box, and the energy-absorbing box is 780mm long, which makes the energy-absorbing area shorter and reduces the number of small cavities. This allows the small cavities in the front end of the front longitudinal beam to change rhythmically or sequentially during a collision, thereby achieving full energy absorption at the front end of the front longitudinal beam.

[0022] This application also provides a vehicle. The vehicle includes the front engine compartment structure described in the above embodiments.

[0023] Thus, the vehicle of this application, by setting multiple reinforcing ribs in the cavity at the front end of the front longitudinal beam, divides the compartment into multiple small compartments that gradually become denser from front to back along the X direction of the vehicle body. In the event of a collision, the front end of the front longitudinal beam is crushed or broken step by step, thereby improving the safety of the occupants and achieving a balance between lightweighting of the front engine compartment structure and collision safety.

[0024] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0025] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0026] Figure 1 This is a schematic diagram of the connection between the forward nacelle structure and the energy-absorbing box in some embodiments of this application;

[0027] Figure 2 This is a structural schematic diagram of the front longitudinal beam in some embodiments of this application;

[0028] Figure 3 This is a schematic diagram of the internal structure of the forward cabin structure in some embodiments of this application. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0030] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0031] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0032] The following disclosure provides many different implementations or examples for carrying out different structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or reference letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various implementations and / or arrangements discussed.

[0033] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0034] Please see Figure 1This application provides a front engine compartment structure 100. The front engine compartment structure 100 includes a front longitudinal beam 10, a shock absorber tower 30, and a lap plate 50. The front longitudinal beam 10, the shock absorber tower 30, and the lap plate 50 are integrally cast. The front engine compartment structure 100 of this application is integrally cast, which simplifies the structure and improves the continuity of the front engine compartment structure 100. This allows for better transmission of collision forces within the front engine compartment structure 100, thereby improving its collision performance. Simultaneously, it reduces passenger compartment intrusion to minimize injury to occupants.

[0035] like Figure 2 As shown, the cavity 13 at the front end 11 of the front longitudinal beam 10 is provided with multiple reinforcing ribs 70. The cavity 13 is divided by the reinforcing ribs 70 into multiple small cavities 131 that gradually increase in density from front to back along the X direction of the vehicle body.

[0036] The cavity 13 of the front end 11 of the front longitudinal beam 10 can be rectangular or rectangular, and there is no limitation. Multiple reinforcing ribs 70 are fixedly installed in the cavity 13 of the front end 11 of the front longitudinal beam 10 by welding connection so that the multiple reinforcing ribs 70 are firmly installed in the compartment of the front end 11 of the front longitudinal beam 10.

[0037] When multiple front reinforcing ribs 70 are installed inside the cavity 13, they are arranged sequentially along the X direction of the vehicle body to divide the cavity 13 into multiple small compartments that gradually become denser from front to back along the X direction of the vehicle body.

[0038] Optionally, the reinforcing rib 70 can be made of aluminum alloy, and there is no limitation on this. In this way, since aluminum alloy is relatively light and has a certain degree of hardness, the weight of the reinforcing rib 70 can be reduced while maintaining its hardness, thereby reducing the weight of the forward engine compartment structure 100 and improving its impact resistance.

[0039] like Figure 1 As shown, the shock absorber tower 30 is positioned above the front longitudinal beam 10. The shock absorber tower 30 can be integrally cast with the front longitudinal beam 10 and the lap plate 50 and positioned above the front longitudinal beam 10, or it can be positioned above the front longitudinal beam 10 by welding.

[0040] The overlap plate 50 is used to overlap the front longitudinal beam 10 and the front bulkhead of the vehicle. The overlap plate 50 can be connected to the front longitudinal beam 10 and the front bulkhead of the vehicle by welding. In this way, the front longitudinal beam 10 and the front bulkhead of the vehicle are more firmly connected by the overlap plate 50 through welding.

[0041] In addition, the overlap plate 50 can also be connected to the front bulkhead of the vehicle by screwing, so that the front bulkhead of the vehicle can be replaced if it is damaged.

[0042] Optionally, the material of the lap plate 50 can be aluminum alloy, and there is no limitation on this. In this way, since aluminum alloy is relatively light and has a certain degree of hardness, the weight of the lap plate 50 can be reduced while maintaining its hardness, thereby reducing the weight of the forward engine compartment structure 100 and improving the impact resistance of the forward engine compartment structure 100.

[0043] Thus, the front engine compartment structure 100 of this application provides multiple reinforcing ribs 70 in the cavity 13 of the front end 11 of the front longitudinal beam 10, so that the compartment is divided into multiple small compartments that gradually become denser from front to back along the X direction of the vehicle body. In the event of a collision, the front end 11 of the front longitudinal beam 10 is crushed or broken step by step, thereby improving the safety of the occupants and achieving a balance between the lightweight and collision safety of the front engine compartment structure 100.

[0044] Please see Figure 2 In some embodiments, the reinforcing rib 70 includes a plurality of vertical reinforcing ribs 71 and horizontal reinforcing ribs 72, wherein the vertical reinforcing ribs 71 and the horizontal reinforcing ribs 72 are arranged perpendicular to each other.

[0045] When the vertical reinforcing ribs 71 and the horizontal reinforcing ribs 72 are set perpendicular to each other, they can be connected by welding to make the vertical reinforcing ribs 71 and the horizontal reinforcing ribs 72 fit together more closely.

[0046] The spacing between the vertical reinforcing ribs 71 gradually decreases from front to back along the X direction of the vehicle body.

[0047] For example, such as Figure 2 As shown, the vertical reinforcing rib 71 includes vertical reinforcing rib A1, vertical reinforcing rib A2, and vertical reinforcing rib A3. The spacing between vertical reinforcing ribs A1 to A3 gradually decreases from front to back along the X direction of the vehicle body. For example, the spacing between vertical reinforcing ribs A1 and A2 is 10cm, and the spacing between vertical reinforcing ribs A2 and A3 is 7cm, which is not limited here.

[0048] Thus, the front engine compartment structure 100 of this application achieves the gradual crushing or breaking of the front end 11 of the front longitudinal beam 10 by arranging multiple vertical reinforcing ribs 71 perpendicular to each other and gradually reducing the spacing between the vertical reinforcing ribs 71 from front to back along the X direction of the vehicle body, thereby improving the safety of passengers.

[0049] In some embodiments, the spacing between the vertical reinforcing ribs 71 is arranged in an arithmetic sequence, gradually decreasing from front to back along the X direction of the vehicle body.

[0050] The spacing between the vertical reinforcing ribs 71 can be arranged in an arithmetic sequence, which means that the spacing between the vertical reinforcing ribs 71 gradually decreases by 2cm along the X direction of the vehicle body. No restriction is imposed here.

[0051] For example, such as Figure 2 As shown, the vertical reinforcing rib 71 includes vertical reinforcing rib A1, vertical reinforcing rib A2 and vertical reinforcing rib A3. The interval between vertical reinforcing rib A1 and vertical reinforcing rib A2 is 12cm, and the interval between vertical reinforcing rib A2 and vertical reinforcing rib A3 is 10cm.

[0052] Thus, when the front engine compartment structure 100 of this application is provided with multiple vertical reinforcing ribs 71, the interval between the vertical reinforcing ribs 71 is in an arithmetic sequence and gradually decreases from front to back along the X direction of the vehicle body, so as to achieve the gradual crushing or crushing of the front end 11 of the front longitudinal beam 10.

[0053] In some embodiments, the thickness of the plurality of vertical reinforcing ribs 71 increases progressively from front to back along the X direction of the vehicle body.

[0054] For example, such as Figure 2 As shown, the vertical reinforcing rib 71 includes vertical reinforcing rib A1, vertical reinforcing rib A2 and vertical reinforcing rib A3, and the thicknesses of vertical reinforcing rib A1 to vertical reinforcing rib A3 are 3cm thick, 5cm thick, and 7cm thick, respectively.

[0055] Optionally, the thickness of the multiple vertical reinforcing ribs 71 may follow an arithmetic progression, gradually increasing in thickness from front to back along the X direction of the vehicle body; this is not limited. For example, as... Figure 2 As shown, the thicknesses of vertical reinforcing ribs A1 to A3 are 4cm, 6cm, and 8cm, respectively.

[0056] Thus, the thickness of the vertical stiffener 71 of the front engine compartment structure 100 of this application gradually increases from front to back along the X direction of the vehicle body, so that the vertical stiffener 71 can fully absorb energy during a collision, thereby achieving the gradual crushing or shattering of the front end 11 of the front longitudinal beam 10.

[0057] In some embodiments, the thickness of the plurality of vertical reinforcing ribs 71 increases progressively from front to back in a geometric sequence along the X direction of the vehicle body.

[0058] For example, such as Figure 2 As shown, the vertical reinforcing rib 71 includes vertical reinforcing rib A1, vertical reinforcing rib A2 and vertical reinforcing rib A3. The thicknesses of vertical reinforcing rib A1 to vertical reinforcing rib A3 are 4 cm, 8 cm and 16 cm respectively.

[0059] Thus, the thickness of the vertical stiffener 71 of the front engine compartment structure 100 of this application increases gradually in a geometric sequence along the X direction of the vehicle body from front to back, so that the vertical stiffener 71 can fully absorb energy during a collision, thereby crushing or breaking the front end 11 of the front longitudinal beam 10 step by step.

[0060] Please see Figure 2 In some embodiments, the plurality of reinforcing ribs 70 include three vertical reinforcing ribs 71 and one transverse reinforcing rib 72 that gradually increase in thickness from front to back along the X direction of the vehicle body.

[0061] One horizontal reinforcing rib 72 and three vertical reinforcing ribs 71 can be connected by welding to make the horizontal reinforcing rib 72 and the three vertical reinforcing ribs 71 fit together more closely.

[0062] For example, such as Figure 2 As shown, the three progressively thicker vertical reinforcing ribs 71 are vertical reinforcing rib A1, vertical reinforcing rib A2, and vertical reinforcing rib A3, respectively. The thicknesses of vertical reinforcing ribs A1 to A3 are 8 cm, 10 cm, and 12 cm, respectively.

[0063] The cavity 13 is divided into six small cavities 131 that gradually become denser from front to back along the X direction of the vehicle body by vertical reinforcing ribs 71 and transverse reinforcing ribs 72.

[0064] For example, such as Figure 2 As shown, the six small cavities 131 include cavity B1, cavity B2, cavity B3, cavity B4, cavity B5, and cavity B6. The small cavities 131 can be rectangular, square, or other shapes, etc., and are not limited here. For example, cavities B1 and B2 are square, cavities B3 and B4 are rectangular, and cavities B5 and B6 are rectangular.

[0065] Thus, the front engine compartment structure 100 of this application, by setting three vertical reinforcing ribs 71 and one transverse reinforcing rib 72 in the cavity 13, divides the cavity 13 into six gradually denser cavities 131 along the X direction of the vehicle body from front to back, so that the front longitudinal beam 10 has a gradually stronger impact resistance along the X direction of the vehicle body, and realizes that the front end 11 of the front longitudinal beam 10 is crushed or broken step by step.

[0066] Please see Figure 3 In some embodiments, the rear end 12 of the front longitudinal beam 10 is provided with multiple reinforcing ribs 70, which form a stable triangle. For example, Figure 3The area circled in the diagram also includes reinforcing ribs 70 within the forward engine compartment interior area 80 at the rear end 12 of the forward longitudinal beam 10. Multiple reinforcing ribs 70 form a stable triangle, acting to hold the forward longitudinal beam 10 in place during a collision. Since the forward engine compartment structure 100 and the passenger compartment are connected by a front bulkhead, the full coverage of the rear end 12 of the forward longitudinal beam 10 with reinforcing ribs 70 strengthens the rigidity of the forward engine compartment structure 100, reducing intrusion into the passenger compartment behind the forward engine compartment structure 100 during a collision and protecting occupant safety. The interior area of ​​the forward engine compartment 100 refers to the passenger compartment area.

[0067] Multiple reinforcing ribs 70 are connected by welding at the rear end 12 of the front longitudinal beam 10 to form a more robust and stable triangle. The stable triangle formed by the multiple reinforcing ribs 70 can be an acute triangle, and there is no restriction on this.

[0068] Thus, the front cabin structure 100 of this application provides a stable triangular structure composed of multiple reinforcing ribs 70 at the rear end 12 of the front longitudinal beam 10, so that the reinforcing ribs 70 fully cover the rear end 12 of the front longitudinal beam 10, thereby holding the front longitudinal beam 10 in place during a collision. Since the front cabin structure 100 and the passenger compartment are connected by a front bulkhead, the stiffness of the front cabin structure 100 can be strengthened by having the reinforcing ribs 70 fully cover the rear end 12 of the front longitudinal beam 10, so as to reduce the intrusion into the passenger compartment behind the front cabin structure 100 during a collision and protect the safety of the occupants.

[0069] In some embodiments, the stiffener 70 covers the inner boundary of the front longitudinal beam 10.

[0070] For example, such as Figure 3 As shown, multiple reinforcing ribs 70 are connected by welding at the rear end 12 of the front longitudinal beam 10, and the reinforcing ribs 70 cover the inner boundary of the front longitudinal beam 10. They can hold the front longitudinal beam 10 in place during a collision, thereby strengthening the passenger compartment at the rear end 12 of the front longitudinal beam 10. This reduces the intrusion into the front cabin structure 100 during a collision and protects the safety of the occupants.

[0071] Thus, the front cabin structure 100 of this application can cover the rear end 12 of the front longitudinal beam 10 with the reinforcing rib 70 covering the inner boundary of the front longitudinal beam 10, thereby holding the front longitudinal beam 10 in place during a collision. Since the front cabin structure 100 and the passenger compartment are connected by the front bulkhead, the stiffness of the front cabin structure 100 can be strengthened by covering the rear end 12 of the front longitudinal beam 10 with the reinforcing rib 70, so as to reduce the intrusion into the passenger compartment behind the front cabin structure 100 during a collision and protect the safety of the occupants.

[0072] Please see Figure 1In some embodiments, an energy-absorbing box 200 is connected to the front of the front longitudinal beam 10. The length of the energy-absorbing box 200 may include 780 mm or other lengths. This application uses an energy-absorbing box 200 of 780 mm as an example for illustration. That is, the front nacelle structure 100 of this application can be adapted to both longer and shorter energy-absorbing boxes 200.

[0073] Understandably, when the energy-absorbing box 200 adapted to the current cabin structure 100 is relatively long, the energy-absorbing area of ​​the die-cast part behind the energy-absorbing box 200 is relatively short, and the number of compartments that can be divided within the cavity 13 of the front longitudinal beam 10 is relatively small. Therefore, as mentioned above, this application divides the cavity 13 into six progressively denser small cavities 131 along the X direction of the vehicle body by setting only three vertical reinforcing ribs 71 and one transverse reinforcing rib 73. This makes the impact resistance of the front longitudinal beam 10 gradually increase from weak to strong along the X direction of the vehicle body, achieving progressive crushing or shattering of the front end 11 of the front longitudinal beam 10. In other words, the front cabin structure 100 of this application can match the length of the relatively long energy-absorbing box 200, achieving better impact protection while absorbing sufficient energy.

[0074] When the front longitudinal beam 10 is connected to the energy-absorbing box 200, it can be connected by welding to make the connection between the front longitudinal beam 10 and the energy-absorbing box 200 tighter and more secure.

[0075] In addition, when the front longitudinal beam 10 is connected to the energy absorption box 200, it can also be connected by a screw connection so that the energy absorption box 200 can be replaced if it is damaged.

[0076] Thus, the front longitudinal beam 10 of the front cabin structure 100 of this application is connected to the energy absorption box 200 in front, and the energy absorption box 200 has a length of 780mm, which makes the energy absorption area shorter and reduces the number of small cavities 131. This allows the small cavities 131 in the cavity 13 of the front end 11 of the front longitudinal beam 10 to change rhythmically or sequentially during a collision, thereby achieving full energy absorption of the front end 11 of the front longitudinal beam 10.

[0077] This application also provides a vehicle. The vehicle includes the front engine compartment structure 100 described above. The specific front engine compartment structure 100 is as described above and will not be repeated here.

[0078] Thus, the vehicle of this application, by providing multiple reinforcing ribs 70 in the cavity 13 of the front end 11 of the front longitudinal beam 10, divides the compartment into multiple small compartments that gradually become denser from front to back along the X direction of the vehicle body. In the event of a collision, the front end 11 of the front longitudinal beam 10 is crushed or broken step by step, thereby improving the safety of the occupants and achieving a balance between the lightweighting of the front engine compartment structure 100 and collision safety.

[0079] The above embodiments merely illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A forward engine compartment structure, characterized in that, include: The front longitudinal beam has a cavity at its front end with multiple reinforcing ribs. The cavity is divided by the reinforcing ribs into multiple small cavities that gradually become denser from front to back along the X direction of the vehicle body. A shock absorber tower is installed above the front longitudinal beam; and The overlapping plate is used to overlap the front longitudinal beam and the front bulkhead of the vehicle. The front longitudinal beam, the shock absorber tower and the overlapping plate are integrally cast. The reinforcing ribs include multiple vertical reinforcing ribs, and the thickness of the multiple vertical reinforcing ribs gradually increases from front to back along the X direction of the vehicle body.

2. The forward cabin structure according to claim 1, characterized in that, The reinforcing ribs also include transverse reinforcing ribs, and the vertical reinforcing ribs are arranged perpendicular to the transverse reinforcing ribs. The spacing between the vertical reinforcing ribs gradually decreases from front to back along the X direction of the vehicle body.

3. The forward cabin structure according to claim 2, characterized in that, The spacing between the vertical reinforcing ribs follows an arithmetic progression, decreasing progressively from front to back along the X direction of the vehicle body.

4. The forward nacelle structure according to claim 2, characterized in that, The thickness of the multiple vertical reinforcing ribs increases gradually in a geometric progression from front to back along the X direction of the vehicle body.

5. The forward nacelle structure according to claim 2, characterized in that, The plurality of reinforcing ribs include three vertical reinforcing ribs and one transverse reinforcing rib that gradually increase in thickness from front to back along the X direction of the vehicle body. The cavity is divided by the vertical and transverse reinforcing ribs into six small cavities that gradually increase in density from front to back along the X direction of the vehicle body.

6. The forward cabin structure according to claim 1, characterized in that, The rear end of the front longitudinal beam is provided with multiple reinforcing ribs, which form a stable triangle.

7. The forward nacelle structure according to claim 6, characterized in that, The reinforcing ribs cover the inner boundary of the front longitudinal beam.

8. The forward nacelle structure according to claim 1, characterized in that, The front longitudinal beam is connected to an energy-absorbing box, and the length of the energy-absorbing box includes 780mm.

9. A vehicle, characterized in that, The vehicle includes the front engine compartment structure as described in any one of claims 1 to 8.

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