Vehicle front bay assembly and vehicle

Abstract

This disclosure relates to a vehicle front compartment assembly and a vehicle, including a front bulkhead and two front wheel arch structures. The two front wheel arch structures are symmetrically arranged and spaced apart along the left-right direction of the vehicle. Each front wheel arch structure includes a wheel arch, a torsion box, and a longitudinal beam arranged along the front-rear direction of the vehicle. The ends of the two wheel arches near the bottom of the front compartment are respectively located on the front side of the two longitudinal beams, and the portions of the two torsion boxes near the longitudinal beams are respectively located on the side walls of the rear support sections of the two longitudinal beams. The two ends of the front bulkhead are respectively located on the rear support sections of the two longitudinal beams and the portions of the two torsion boxes away from the longitudinal beams. Each of the two front wheel arch structures has a mounting portion. The two front wheel arch structures, the mounting portion, and the front bulkhead are integrally formed, that is, the vehicle front compartment assembly is an integrally formed structure, which facilitates assembly, improves installation strength and rigidity, and improves the torsional rigidity of the entire vehicle. At the same time, since there is no need for welding or mechanical connection between adjacent parts, the weight is reduced, the assembly process is reduced, and the development and manufacturing efficiency is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to a vehicle front compartment assembly and a vehicle. Background Technology

[0002] The front compartment is a key area of ​​the vehicle, housing components such as the front air suspension, drive motor, steering and brakes.

[0003] In the existing technology, the vehicle front compartment assembly that carries these front compartment components is usually assembled into a whole structure by welding or mechanically connecting multiple parts such as wheel arches, front bulkhead lower plate, and longitudinal beams. Due to the large number of joints, the assembly precision is not high, the design is complicated, and the overall strength and rigidity performance of the vehicle front compartment assembly formed by connecting multiple parts is poor. It is necessary to spend more weight and cost to meet the increasingly high performance requirements of the body-in-white. Summary of the Invention

[0004] To address the aforementioned technical problems, this disclosure provides a vehicle front compartment assembly and a vehicle.

[0005] In one aspect, this disclosure provides a vehicle front compartment assembly, including a front bulkhead and two front wheel arch structures;

[0006] The two front wheel arch structures are symmetrically arranged on both sides of the front compartment along the left-right direction of the vehicle and spaced apart. Each front wheel arch structure includes a wheel arch, a torsion box, and a longitudinal beam arranged along the front-rear direction of the vehicle. The ends of the two wheel arches near the bottom of the front compartment are respectively located on the front support sections of the two longitudinal beams, and the portions of the two torsion boxes near the longitudinal beams are respectively located on the side walls of the rear support sections of the two longitudinal beams.

[0007] The two ends of the front bulkhead are respectively located on the rear support sections of the two longitudinal beams, and respectively located on the portions of the two torque boxes away from the longitudinal beams. Both of the front wheel arch structures have mounting portions for mounting the front cabin components.

[0008] The two front wheel arch structures, the mounting portion, and the front bulkhead are integrally formed.

[0009] Furthermore, the mounting portion includes two first sub-mounting portions and two second sub-mounting portions;

[0010] Both first sub-mounting parts are used to install shock absorbers and are located on the side of the two wheel covers away from the corresponding longitudinal beams, respectively;

[0011] Both second sub-mounting parts are used to mount the upper swing arm and are located on the front end faces of the two wheel covers respectively.

[0012] Furthermore, each of the first sub-mounting parts is provided with a first reinforcing rib, and the first reinforcing rib is integrally die-cast with the corresponding wheel cover; and / or,

[0013] Each of the second sub-mounting parts is provided with a second reinforcing rib, and the second reinforcing rib is integrally die-cast with the corresponding wheel cover.

[0014] Furthermore, the mounting portion includes two third sub-mounting portions for mounting the motor mount;

[0015] The two third sub-mounting parts are respectively located at the connection between the two wheel covers and the corresponding longitudinal beams.

[0016] Furthermore, each of the third sub-mounting parts is provided with a third reinforcing rib, which is integrally die-cast with the corresponding wheel cover and the corresponding longitudinal beam.

[0017] Furthermore, the mounting section includes two fourth sub-mounting sections for mounting the front subframe and two fifth sub-mounting sections for mounting the battery mounting points;

[0018] The two fourth sub-mounting parts are respectively located on opposite sides of the two longitudinal beams;

[0019] The two fifth sub-installation parts are located on opposite sides of the rear support sections of the two longitudinal beams or on opposite sides of the two torsion boxes.

[0020] Furthermore, a fourth reinforcing rib is provided at the fourth sub-mounting part, and the fourth reinforcing rib is integrally die-cast with the corresponding longitudinal beam; and / or,

[0021] A fifth reinforcing rib is provided at the fifth sub-installation part, and the fifth reinforcing rib is integrally die-cast with the corresponding longitudinal beam or the corresponding torsion box.

[0022] Furthermore, each of the aforementioned front wheel arch structures also includes an upper nose bridge;

[0023] The two upper nose bridges are located on opposite ends of the two wheel covers, and each upper nose bridge and the corresponding wheel cover are integrally die-cast.

[0024] Furthermore, each of the aforementioned front wheel arch structures also includes a hinge pillar inner plate;

[0025] The two hinge pillar inner plates are respectively located at the rear ends of the two upper nose bridges, and the bottom ends of the two hinge pillar inner plates are respectively located at the top ends of the two torque boxes. Each hinge pillar inner plate is integrally die-cast with the corresponding upper nose bridge and the corresponding torque box.

[0026] Furthermore, both of the aforementioned front wheel arch structures have integrally die-cast reinforcements.

[0027] Secondly, this embodiment also provides a vehicle including the aforementioned vehicle front compartment assembly.

[0028] The technical solution provided in this disclosure has the following advantages compared with the prior art:

[0029] The vehicle front compartment assembly and vehicle disclosed herein, by setting a front bulkhead and two front wheel arch structures, are arranged at intervals on both sides of the front compartment along the left-right direction of the vehicle, and are symmetrically arranged with the center of the front compartment as the center of symmetry. Each front wheel arch structure includes a wheel arch, a torsion box, and a longitudinal beam arranged along the front-rear direction of the vehicle. Specifically, the ends of the two wheel arches near the bottom of the front compartment are respectively located on the front support sections of the two longitudinal beams, the portions of the two torsion boxes near the longitudinal beams are respectively located on the side walls of the rear support sections of the two longitudinal beams, the two ends of the front bulkhead are respectively located on the rear support sections of the two longitudinal beams, and the two ends of the front bulkhead are also respectively located on the portions of the two torsion boxes away from the longitudinal beams. Each wheel arch structure has a mounting portion for installing front compartment components; the two front wheel arch structures, the mounting portions, and the front bulkhead are integrally formed. In other words, all components of the two front wheel arch structures, the mounting portions on the front wheel arches, and the front bulkhead connecting the two front wheel arch structures are all integrally formed. In other words, the vehicle front compartment assembly provided in this embodiment is an integrally formed structure, eliminating the large tolerance caused by the accumulation of dimensional chains. It is easy to assemble, and its strength and rigidity are higher than those of traditional forms, which improves the rigidity and strength of the whole vehicle to a certain extent. At the same time, since there is no need for welding or mechanical connection between adjacent parts, the weight is reduced, the assembly process is reduced, and the manufacturing efficiency is improved. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0031] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is an axonometric view of the vehicle front compartment assembly described in the embodiments of this disclosure;

[0033] Figure 2 This is a front view of the vehicle front compartment assembly described in the embodiments of this disclosure;

[0034] Figure 3 This is a side view of the vehicle front compartment assembly described in the embodiments of this disclosure;

[0035] Figure 4 This is a partial axle-view of a vehicle according to another embodiment of the present disclosure, which actually illustrates the usage state of the front compartment assembly.

[0036] Among them, 1. Front bulkhead; 2. Front wheel arch structure; 21. Wheel arch; 22. Torque box; 23. Longitudinal beam; 24. Upper nose bridge; 25. Hinge pillar inner plate; 31. First sub-mounting part; 32. Second sub-mounting part; 33. Third sub-mounting part; 34. Fourth sub-mounting part; 35. Fifth sub-mounting part. Detailed Implementation

[0037] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0038] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0039] refer to Figures 1 to 3 As shown in the figure, this embodiment provides a vehicle front compartment assembly (hereinafter referred to as the front compartment assembly), which includes a front bulkhead 1 and two front wheel arch structures 2. The two front wheel arch structures 2 are symmetrically arranged on both sides of the front compartment along the left-right direction of the vehicle and spaced apart. Each front wheel arch structure 2 includes a wheel arch 21, a torque box 22, and a longitudinal beam 23 arranged along the front-rear direction of the vehicle. The ends of the two wheel arches 21 near the bottom of the front compartment are respectively located on the front support sections of the two longitudinal beams 23, and the portions of the two torque boxes 22 near the longitudinal beams 23 are respectively located on the side walls of the rear support sections of the two longitudinal beams 23. The two ends of the front bulkhead 1 are respectively located on the rear support sections of the two longitudinal beams 23 and respectively located on the portions of the two torque boxes 22 away from the longitudinal beams 23. Each of the two front wheel arch structures 2 has a mounting portion for mounting front compartment components. The two front wheel arch structures 2, the mounting portion, and the front bulkhead 1 are integrally formed.

[0040] It should be noted that, unless otherwise stated, the directional terms “front, rear, left, right” refer to the front, rear, left, and right when the vehicle is in normal driving mode. Among them, front and rear correspond to the length direction of the vehicle, and left and right correspond to the width direction of the vehicle. “Top and bottom” usually refer to the top and bottom of the vehicle’s front compartment assembly when it is assembled on the vehicle and in normal use. “Inner and outer” refer to the inner and outer contours of the corresponding components themselves.

[0041] As will be readily understood by those skilled in the art, the front support section of the longitudinal beam 23 refers to the part of the longitudinal beam 23 that is far from the front bulkhead 1, and the rear support section of the longitudinal beam 23 refers to the part of the longitudinal beam 23 that is close to the front bulkhead 1. In other words, along the front-rear direction of the vehicle, the longitudinal beam 23 is divided into a front support section and a rear support section, with the front support section of the longitudinal beam 23 in front and the rear support section of the longitudinal beam 23 in the back.

[0042] In this embodiment, the front bulkhead 1 of the front cabin assembly, as well as the two wheel arches 21, two longitudinal beams 23, and two torsion boxes 22 located on both sides of the front bulkhead 1, are all integrally formed, thereby making the front cabin assembly provided in this embodiment a whole structure. This avoids the phenomenon of low strength and rigidity at the connection points caused by welding or mechanical connection in the prior art, and improves work efficiency.

[0043] It is understandable that because the front compartment assembly provided in this embodiment adopts a one-piece molding design concept, that is, the front compartment assembly is designed as a one-piece molded integral structure, there is no need to consider the process form, sealing strategy, and molding process of the front bulkhead and the two wheel arches, two longitudinal beams, and two torsion boxes on both sides of the front bulkhead in the design process. This reduces the development cycle of the front compartment assembly, improves development efficiency, saves assembly processes, simplifies process steps, and reduces the connecting materials between parts. As a result, while reducing the overall weight, it also improves the rigidity and strength of the whole vehicle, reduces the tolerance problems caused by the accumulation of dimensional chains, and reduces costs.

[0044] In this embodiment, the front bulkhead, along with the two wheel arches, two longitudinal beams, and two torsion boxes located on either side of the front bulkhead, are all integrally die-cast. This is primarily to meet the high requirements for overall lightweighting in new energy vehicles and the need for further improvements in vehicle iteration speed. The front compartment accounts for 40%-50% of the weight of the entire vehicle structure and bears important performance requirements. Therefore, using an integral die-casting solution in this area can effectively reduce the weight of the overall structure, meet the lightweight design requirements, and improve the main performance indicators of the vehicle.

[0045] In practice, before the front cabin assembly is die-cast, performance simulation analysis can identify areas with high strength requirements. Specifically, topology optimization is used to reinforce these areas with additional structures or ribs to meet performance demands. High-pressure die-casting allows for more flexible design of component layouts, thereby improving the strength and stiffness of critical areas.

[0046] In specific implementation, the two front wheel arch structures 2, the front bulkhead 1, and the mounting parts on the two front wheel arch structures 2 can adopt any suitable molding method, as long as they can be integrally molded into an integral structure. For example, the front bulkhead 1 of the front compartment assembly and the two wheel arches 21, two longitudinal beams 23, and two torsion boxes 22 respectively disposed on both sides of the front bulkhead 1 are integrally die-cast.

[0047] As will be readily understood by those skilled in the art, the front compartment components typically include shock absorbers, drive motors, brake and steering assemblies, etc. When arranging mounting parts for mounting the front compartment components on the front wheel arch structure 2, topology optimization was used to find the optimal mounting positions suitable for mounting each front compartment component when designing the front compartment assembly provided in this embodiment. The corresponding mounting parts are arranged at the optimal mounting positions, which is a reasonable design and helps to improve the overall performance of the vehicle.

[0048] In practice, each installation unit can also be designed to mimic the shape of the front cabin components to facilitate assembly and improve the reliability of its connection with the corresponding front cabin components.

[0049] In addition, depending on the specific assembly situation, the mounting part can be a mounting hole, a mounting base, etc., and can be selected arbitrarily according to the specific use situation, without too many restrictions.

[0050] Through the above technical solution, the vehicle front compartment assembly and vehicle provided in this embodiment, by setting a front bulkhead 1 and two front wheel arch structures 2, the two front wheel arch structures 2 are spaced apart on both sides of the front compartment along the left-right direction of the vehicle, and are symmetrically arranged with the center of the front compartment as the center of symmetry. Each front wheel arch structure 2 includes a wheel arch 21, a torque box 22, and a longitudinal beam 23 arranged along the front-rear direction of the vehicle. Specifically, the ends of the two wheel arches 21 near the bottom of the front compartment are respectively located on the front support sections of the two longitudinal beams 23, and the portions of the two torque boxes 22 near the longitudinal beams 23 are respectively located on the side walls of the rear support sections of the two longitudinal beams 23. Both ends of the front bulkhead 1 are respectively located on the rear support sections of the two longitudinal beams 23, and both ends of the front bulkhead 1 are also respectively located on the two torque boxes. On the portion of 22 away from the longitudinal beam 23, both front wheel arch structures 2 have mounting portions for mounting front compartment components; the two front wheel arch structures 2, the mounting portions, and the front bulkhead 1 are integrally formed. That is to say, all components of the two front wheel arch structures 2, the mounting portions on the front wheel arch 21, and the front bulkhead 1 connecting the two front wheel arch structures 2 are all integrally formed. In other words, the vehicle front compartment assembly provided in this embodiment is an integrally formed structure, eliminating the phenomenon of large tolerances caused by the accumulation of dimensional chains. It is easy to assemble, and has high strength and rigidity, which improves the rigidity and strength of the whole vehicle to a certain extent. At the same time, since there is no need for welding or mechanical connection between adjacent parts, the weight is reduced, the assembly process is reduced, and the work efficiency is improved.

[0051] In this embodiment, reference Figure 1 and Figure 2 As shown, the mounting portion on the front wheel arch structure 2 includes two first sub-mounting portions 31 and two second sub-mounting portions 32; both first sub-mounting portions 31 are used to mount shock absorbers and are located on the side of the two wheel arches 21 away from the corresponding longitudinal beam 23, that is, both first sub-mounting portions 31 are located on the top surface of the corresponding wheel arches 21, which facilitates the assembly of shock absorbers.

[0052] Both second sub-mounting parts 32 are used to mount the upper swing arm and are located on the front end face of the two wheel covers 21 respectively. That is, both second sub-mounting parts 32 are located on the front side of the corresponding wheel cover 21, which facilitates assembly.

[0053] In practice, each of the first sub-mounting parts 31 is provided with a first reinforcing rib. The first reinforcing rib is integrally die-cast with the corresponding wheel cover 21. There can be one or more first reinforcing ribs. When there are multiple first reinforcing ribs, the multiple reinforcing ribs are arranged at intervals along the circumference of the first sub-mounting part 31, which can evenly distribute the load-bearing force, increase the structural strength of the first sub-mounting part 31, and help increase the structural stability of the wheel cover 21.

[0054] Each of the second sub-mounting parts 32 is provided with a second reinforcing rib. The second reinforcing rib is integrally die-cast with the corresponding wheel cover 21. There can be one or more second reinforcing ribs. When there are multiple second reinforcing ribs, the multiple second reinforcing ribs are arranged at intervals along the circumference of the second sub-mounting part 32, which can evenly distribute the load-bearing force, increase the structural strength of the second sub-mounting part 32, and help increase the structural stability of the wheel cover 21.

[0055] It should be noted that the first reinforcing rib can be provided only at the first sub-mounting part 31, or the second reinforcing rib can be provided only at the second sub-mounting part 32. Of course, the first reinforcing rib and the second reinforcing rib can be provided at the first sub-mounting part 31 and the second sub-mounting part 32 respectively. The choice can be made arbitrarily according to the specific working conditions, and no further restrictions are imposed here.

[0056] In this embodiment, reference Figure 1 and Figure 3 As shown, the mounting section also includes two third sub-mounting sections 33 for mounting the motor mounts. The third sub-mounting section 33 is formed into a right-angled trapezoid that matches the motor mount. The front side of the right-angled trapezoid is a hypotenuse that slopes outward from top to bottom, and the rear side of the right-angled trapezoid is a right-angled side. The two third sub-mounting sections 33 are respectively located at the connection between the two wheel covers 21 and the corresponding longitudinal beams 23. That is, a third sub-mounting section 33 is provided between each wheel cover 21 and the longitudinal beam 23 on the same side, which facilitates assembly, has an aesthetically pleasing appearance, and provides uniform load-bearing capacity.

[0057] Furthermore, each third sub-mounting part 33 is provided with a third reinforcing rib. The third reinforcing rib can be set at any suitable position in the circumferential direction of the third sub-mounting part 33. Preferably, the third reinforcing rib is set on the bottom edge of the third sub-mounting part 33 and is formed as an upward-opening U-shaped or arc-shaped reinforcing rib, which supports the stable structure and has high reliability. In specific implementation, the third reinforcing rib is integrally die-cast with the corresponding wheel cover 21 and the corresponding longitudinal beam 23, which can increase the structural strength of the third sub-mounting part 33 and help increase the structural stability between the wheel cover 21 and the longitudinal beam 23.

[0058] For specific implementation, refer to Figure 2 and Figure 3 As shown, the mounting section includes two fourth sub-mounting sections 34 for mounting the front subframe and two fifth sub-mounting sections 35 for mounting battery mounting points. The two fourth sub-mounting sections 34 are located on opposite sides of the two longitudinal beams 23, meaning that each longitudinal beam 23 is provided with a fourth sub-mounting section 34, and each fourth sub-mounting section 34 is located on the outer side of the corresponding longitudinal beam 23. The design is reasonable, the installation is convenient, and the layout is flexible.

[0059] Depending on the specific layout, the fourth sub-mounting part 34 can be set at any suitable position on the outside of each longitudinal beam 23. Preferably, refer to Figure 3 As shown, the two fifth sub-mounting parts 35 are located on opposite sides of the rear support sections of the two longitudinal beams 23 or on opposite sides of the two torque boxes 22. It can be understood that the fifth sub-mounting parts 35 can be set on the rear support sections of the corresponding longitudinal beams 23 or on the corresponding torque boxes 22. They can be selected arbitrarily according to the specific use, and no further restrictions are imposed here.

[0060] In addition, a fourth reinforcing rib is provided at the fourth sub-mounting part 34. The fourth reinforcing rib is integrally die-cast with the corresponding longitudinal beam 23. There can be one or more fourth reinforcing ribs. When there are multiple fourth reinforcing ribs, the multiple reinforcing ribs are arranged at intervals along the circumference of the first sub-mounting part 31 on the upper part of the fourth reinforcing rib. This can evenly distribute the load-bearing capacity, increase the structural strength of the fourth sub-mounting part 34, and help increase the structural stability of the longitudinal beam 23, resulting in higher load-bearing capacity, strength, and stiffness.

[0061] In addition, a fifth reinforcing rib is provided at the fifth sub-mounting part 35. The fifth reinforcing rib is integrally die-cast with the corresponding longitudinal beam 23 or the corresponding torsion box 22. Similarly, there can be one or more fifth reinforcing ribs. When there are multiple fifth reinforcing ribs, the multiple fifth reinforcing ribs are arranged at intervals along the circumference of the fifth sub-mounting part 35 at the upper part of the fifth sub-mounting part 35, which can evenly distribute the load-bearing force, increase the structural strength of the fifth sub-mounting part 35, and help increase the structural stability of the longitudinal beam 23 or the torsion box 22.

[0062] It should be noted that the fourth reinforcing rib can be provided only at the fourth sub-mounting part 34, or the fifth reinforcing rib can be provided only at the fifth sub-mounting part 35. Of course, the fourth reinforcing rib and the fifth reinforcing rib can be provided at the fourth sub-mounting part 34 and the fifth sub-mounting part 35 respectively. The choice can be made arbitrarily according to the specific operating conditions, and no further restrictions are imposed here.

[0063] In this embodiment, reference 1 and Figure 3 As shown, each front wheel arch structure 2 also includes an upper nose bridge 24. That is, the front cabin assembly provided in this embodiment also includes two upper nose bridges 24, with one front wheel arch structure 2 corresponding to one upper nose bridge 24. Specifically, the two upper nose bridges 24 are located on opposite ends of the two wheel arches 21, that is, the two upper nose bridges 24 are respectively set on the ends of the two wheel arches 21 opposite to the corresponding longitudinal beams 23. Each upper nose bridge 24 and the corresponding wheel arch 21 are integrally die-cast, which helps to enhance the rigidity and strength of the front cabin assembly provided in this embodiment and enhance the overall rigidity.

[0064] Further, refer to Figure 1 and Figure 3 As shown, each front wheel arch structure 2 also includes a hinge pillar inner plate 25. In specific implementation, the two hinge pillar inner plates 25 are respectively located at the rear ends of the two upper nose bridges 24, and the bottom ends of the two hinge pillar inner plates 25 are respectively located at the top ends of the two torque boxes 22. Each hinge pillar inner plate 25 is integrally die-cast with the corresponding upper nose bridge 24 and the corresponding torque box 22, which helps to enhance the rigidity and strength of the front compartment assembly provided in this embodiment, resulting in higher overall performance. At the same time, the modeling cycle is shortened during the design phase, meeting the current large-size requirements of vehicle models.

[0065] Understandably, the hinge pillar inner plate 25 is also integrally formed with the front bulkhead by die casting through the torsion box 22. Without the need for sealants, it overcomes the sealing problem of rat holes caused by the use of sealant to bond the joints in the prior art. This not only saves costs, but also improves the sealing performance of the front compartment assembly provided in this embodiment through the overall structure.

[0066] In specific implementation, in the front compartment assembly provided in this embodiment, at least the front bulkhead 1, two wheel arches 21, two torque boxes 22, two longitudinal beams 23, two upper nose bridges 24, and two hinge pillar inner plates 25 are all made of aluminum die casting to form an integral casting structure. Compared with the prior art, it has a significant weight reduction effect. Because the connection between the parts is reduced, the rigidity and modal characteristics of the front compartment assembly and the whole vehicle are significantly improved. There is no need to consider assembly and sealing processes, nor is there a need to consider connection materials. Therefore, not only is the overall weight reduced, but the overall rigidity and strength are also improved, the entire design cycle is shortened, development resources are released, and costs are saved.

[0067] In this embodiment, the two front wheel arch structures 2 have integrally die-cast structural reinforcements. The structural reinforcements on the front wheel arch structure 2, as well as the first, second, third, fourth, and fifth reinforcing ribs at the mounting portion for installing the front cabin components, can all be optimized and found to have the most reasonable structural path based on topological calculations. This is easy to implement, results in structural stability, helps increase structural strength and stiffness, and provides good load-bearing performance.

[0068] Implementation 2

[0069] refer to Figure 4 As shown in the illustration, this embodiment also provides a vehicle including the aforementioned vehicle front compartment assembly.

[0070] The vehicle front compartment assembly in this embodiment has the same structure as the vehicle front compartment assembly provided in Embodiment 1, and can bring the same or similar technical effects. It will not be described in detail here. For details, please refer to the description of the above embodiments.

[0071] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0072] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle front compartment assembly, characterized in that, Including the front bulkhead and two front wheel arch structures; The two front wheel arch structures are symmetrically arranged on both sides of the front compartment along the left-right direction of the vehicle and spaced apart. Each front wheel arch structure includes a wheel arch, a torsion box, and a longitudinal beam arranged along the front-rear direction of the vehicle. The ends of the two wheel arches near the bottom of the front compartment are respectively located on the front support sections of the two longitudinal beams, and the portions of the two torsion boxes near the longitudinal beams are respectively located on the side walls of the rear support sections of the two longitudinal beams. The two ends of the front bulkhead are respectively located on the rear support sections of the two longitudinal beams, and respectively located on the portions of the two torque boxes away from the longitudinal beams. Both of the front wheel arch structures have mounting portions for mounting the front cabin components. The two front wheel arch structures, the mounting portion, and the front bulkhead are integrally formed; The front bulkhead is provided with multiple crisscrossing reinforcing ribs.

2. The vehicle front compartment assembly according to claim 1, characterized in that, The mounting section includes two first sub-mounting sections and two second sub-mounting sections; Both first sub-mounting parts are used to install shock absorbers and are located on the side of the two wheel covers away from the corresponding longitudinal beams, respectively; Both second sub-mounting parts are used to mount the upper swing arm and are located on the front end faces of the two wheel covers respectively.

3. The vehicle front compartment assembly according to claim 2, characterized in that, Each of the first sub-mounting parts is provided with a first reinforcing rib, and the first reinforcing rib is integrally die-cast with the corresponding wheel cover; and / or, Each of the second sub-mounting parts is provided with a second reinforcing rib, and the second reinforcing rib is integrally die-cast with the corresponding wheel cover.

4. The vehicle front compartment assembly according to claim 1, characterized in that, The mounting section includes two third sub-mounting sections for mounting the motor suspension; The two third sub-mounting parts are respectively located at the connection between the two wheel covers and the corresponding longitudinal beams.

5. The vehicle front compartment assembly according to claim 4, characterized in that, Each of the third sub-mounting parts is provided with a third reinforcing rib, which is integrally die-cast with the corresponding wheel cover and the corresponding longitudinal beam.

6. The vehicle front compartment assembly according to claim 1, characterized in that, The mounting section includes two fourth sub-mounting sections for mounting the front subframe and two fifth sub-mounting sections for mounting the battery mounting points; The two fourth sub-mounting parts are respectively located on opposite sides of the two longitudinal beams; The two fifth sub-installation parts are located on opposite sides of the rear support sections of the two longitudinal beams or on opposite sides of the two torsion boxes.

7. The vehicle front compartment assembly according to claim 6, characterized in that, A fourth reinforcing rib is provided at the fourth sub-mounting part, and the fourth reinforcing rib is integrally die-cast with the corresponding longitudinal beam; and / or A fifth reinforcing rib is provided at the fifth sub-installation part, and the fifth reinforcing rib is integrally die-cast with the corresponding longitudinal beam or the corresponding torsion box.

8. The vehicle front compartment assembly according to claim 1, characterized in that, Each of the aforementioned front wheel arch structures also includes an upper nose bridge; The two upper nose bridges are located on opposite ends of the two wheel covers, and each upper nose bridge and the corresponding wheel cover are integrally die-cast.

9. The vehicle front compartment assembly according to claim 8, characterized in that, Each of the aforementioned front wheel arch structures also includes a hinge pillar inner plate; The two hinge pillar inner plates are respectively located at the rear ends of the two upper nose bridges, and the bottom ends of the two hinge pillar inner plates are respectively located at the top ends of the two torque boxes. Each hinge pillar inner plate is integrally die-cast with the corresponding upper nose bridge and the corresponding torque box.

10. The vehicle front compartment assembly according to any one of claims 1 to 9, characterized in that, Both of the aforementioned front wheel arch structures have integrally die-cast reinforcements.

11. A vehicle, characterized in that, Includes the vehicle front compartment assembly as described in any one of claims 1 to 10.

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