Automobile front wall assembly structure and automobile

Abstract

The application discloses a car front wall assembly structure and a car. The car front wall assembly structure comprises a car front wall plate and a reinforcing structure. The car front wall plate comprises a main plate, a first reinforcing plate and a second reinforcing plate. The main plate comprises a middle plate body, a first plate body and a second plate body. The first plate body and the second plate body are respectively arranged on the two opposite sides of the middle plate body along a first preset direction. The first plate body is provided with a first opening, and the second plate body is provided with a second opening. The first reinforcing plate is arranged in the first opening and fixedly connected with the main plate. The second reinforcing plate is arranged in the second opening and fixedly connected with the main plate. The reinforcing structure comprises a reinforcing piece and a reinforcing seat. The reinforcing piece is arranged on one side of the car front wall plate along a second preset direction and extends along the second preset direction and is connected with the main plate. The reinforcing seat is provided with two reinforcing seats which are respectively arranged on the two sides of the reinforcing piece along the first preset direction and are connected with the main plate and the reinforcing piece. The car's NVH performance and safety performance can be improved.

Description

Technical Field

[0001] This application relates to the field of automotive component technology, and more particularly to an automotive front fascia assembly structure and an automobile. Background Technology

[0002] The front bulkhead of a car is located between the driver's compartment and the engine compartment, and serves to insulate against heat, transmit force, and protect the driver's compartment space.

[0003] However, in related technologies, the stiffness and strength of the front bulkhead of a car are generally low, making it susceptible to resonance caused by the car's powertrain, resulting in a booming sound inside the vehicle. Furthermore, the use of localized reinforcing plates or small sections of reinforcing beams on the front bulkhead typically fails to provide adequate collision protection for passengers. Summary of the Invention

[0004] This application provides a front bulkhead assembly structure and a vehicle, which can improve the vehicle's NVH performance and safety performance.

[0005] In a first aspect, this application provides a front bulkhead assembly structure for an automobile, comprising: a front bulkhead panel, the front bulkhead panel including a main board, a first reinforcing plate, and a second reinforcing plate; the main board including a middle plate, a first plate, and a second plate; the first plate and the second plate being located on opposite sides of the middle plate along a first preset direction; the first plate having a first opening; the second plate having a second opening; the first reinforcing plate being located at the first opening and fixedly connected to the main board; and the second reinforcing plate being located at the second opening and fixedly connected to the main board; a reinforcing structure, the reinforcing structure including a reinforcing member and a reinforcing seat; the reinforcing member being located on one side of the front bulkhead panel along a second preset direction; the reinforcing member extending along the second preset direction and connected to the main board; the second preset direction being perpendicular to the first preset direction and the thickness direction of the main board; and two reinforcing seats being provided, the two reinforcing seats being located on opposite sides of the reinforcing member along the first preset direction; and the reinforcing seats being interconnected with the main board and the reinforcing member.

[0006] In some embodiments of this application, a portion of the first reinforcing plate protrudes in a direction away from the first opening to form a plurality of first protrusion structures, the overall shapes of the plurality of first protrusion structures being different.

[0007] In some embodiments of this application, a first portion of the second reinforcing plate protrudes in a direction away from the second opening to form a second protrusion structure; a second portion of the second reinforcing plate protrudes in a direction close to the second opening to form a third protrusion structure, and the third protrusion structure and the second protrusion structure are arranged in a second preset direction.

[0008] In some embodiments of this application, the vehicle front bulkhead further includes: a first reinforcing beam extending along a second preset direction and connected to the main board; a second reinforcing beam extending along the second preset direction and connected to the main board, wherein the second reinforcing beam and the first reinforcing beam are arranged at intervals along the first preset direction.

[0009] In some embodiments of this application, the motherboard has a first end face and a second end face arranged along a first preset direction with respect to the first end face. The first reinforcing beam is disposed close to the first end face, and the second reinforcing beam is disposed close to the second end face. The distance between the second centerline of the first reinforcing beam and the first end face along the first preset direction is 'a'. The distance between the third centerline of the second reinforcing beam and the second centerline of the first reinforcing beam along the first preset direction is 'b'. The distance between the third centerline of the second reinforcing beam and the second end face along the first preset direction is 'c'. The second centerline and the third centerline are parallel to the second preset direction, and 'a', 'b', and 'c' are all equal.

[0010] In some embodiments of this application, the cross-section of the reinforcing member is generally a right-angled triangle, and a first connector for connecting to the front bulkhead of the vehicle is connected at the first acute angle of the reinforcing member, the first connector extending along the first preset direction; a second connector for connecting to the floor of the vehicle is connected at the second acute angle of the reinforcing member, the second connector extending along the first preset direction.

[0011] In some embodiments of this application, the reinforcing member is provided with a plurality of first energy-absorbing cavities arranged along the second preset direction, each group of first energy-absorbing cavities including at least one first energy-absorbing cavity, the first energy-absorbing cavity extending along the first preset direction to penetrate the reinforcing member.

[0012] In some embodiments of this application, the reinforcing seat includes a first part and a second part connected to the first part. The first part is located on one side of the front bulkhead of the vehicle along a third preset direction, and the second part is located on the other side of the front bulkhead of the vehicle along the third preset direction. The third preset direction is perpendicular to the second preset direction and the first preset direction. The first part is used to connect to the engine compartment of the vehicle, and the second part is used to connect to the driver's compartment of the vehicle.

[0013] In some embodiments of this application, a first reinforcing structure is connected to one side of the two reinforcing seats facing each other. The first reinforcing structure is located in the first part and includes a plurality of first reinforcing ribs. The plurality of first reinforcing ribs intersect each other and are connected at the intersection node.

[0014] In some embodiments of this application, a slot is provided on one side of the two reinforcing seats facing each other. The slot is located on the side of the first reinforcing structure away from the second part, and part of the side beam of the car is engaged in the slot.

[0015] In some embodiments of this application, a second reinforcing structure is connected to one side of each of the two reinforcing seats facing away from each other. The second reinforcing structure is located in the first part and is generally mesh-shaped. The second reinforcing structure has a plurality of second energy-absorbing cavities. Or / and, a third reinforcing structure for connection with the chassis of an automobile is connected to the bottom of the first part. The third reinforcing structure is generally mesh-shaped and has a plurality of third energy-absorbing cavities.

[0016] In some embodiments of this application, the second part has multiple layers of fourth energy-absorbing cavities arranged along the second preset direction, and each of the fourth energy-absorbing cavities includes at least one fourth energy-absorbing cavity.

[0017] In some embodiments of this application, both the vehicle front bulkhead and the reinforcing structure are made of aluminum alloy.

[0018] Secondly, this application also provides an automobile, including a vehicle body and a front bulkhead assembly structure, the vehicle body having an engine compartment and a driver's compartment, the front bulkhead being located between the engine compartment and the driver's compartment, and the front bulkhead, the reinforcing seat, and the reinforcing member being connected to the vehicle body.

[0019] The beneficial effects of this application are as follows: The main board is the skeleton of the front bulkhead of the automobile. The middle plate is located between the first plate and the second plate. When the vibration is transmitted to the first opening and the second opening, it is blocked. This can reduce the vibration amplitude when the first plate and the second plate are excited by the powertrain of the automobile and cause resonance. This can reduce or even eliminate the second-order frequency resonance problem. At the same time, the first reinforcing plate is fixed at the first opening and the second reinforcing plate is fixed at the second opening to ensure the structural strength and rigidity of the first opening and the second opening. While eliminating the resonance problem, it can improve the rigidity and NVH (Noise, Vibration, Harshness) performance of the entire front bulkhead 10. In addition, in this application, the area under the front bulkhead of the automobile can be protected by the reinforcing members. At the same time, the two reinforcing seats provide support and reinforcement for the reinforcement and the front bulkhead of the automobile, which can improve the rigidity and protection range of the front bulkhead assembly structure and provide better collision protection for passengers. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a three-dimensional installation schematic diagram of the automotive front bulkhead reinforcement structure in one embodiment of this application; Figure 2 This is a schematic diagram of the motherboard structure in one embodiment of this application; Figure 3 This is a schematic diagram of the structure of a car front bulkhead at one angle in one embodiment of this application; Figure 4 This is a schematic diagram of the structure of the front bulkhead of an automobile in one embodiment of this application from another angle; Figure 5 This is a schematic diagram of the structure of the front bulkhead of a car in one embodiment of this application at another angle; Figure 6 This is a schematic diagram of the structure of the first reinforcing plate in one embodiment of this application; Figure 7 This is a schematic diagram of the structure of the second reinforcing plate in one embodiment of this application; Figure 8 This is a planar mounting diagram of the automotive front bulkhead assembly structure in a second preset direction according to an embodiment of this application; Figure 9 This is a schematic diagram of the reinforcement in one embodiment of the present application from a certain perspective; Figure 10 This is a schematic diagram of the reinforcement member in one embodiment of this application from another perspective; Figure 11 This is a planar mounting diagram of the front bulkhead assembly structure of an automobile in a first preset direction according to an embodiment of this application; Figure 12 This is a schematic diagram of the planar installation of the reinforcing structure in a first predetermined direction according to an embodiment of this application; Figure 13 This is a schematic diagram of the reinforcing structure from one perspective in one embodiment of this application; Figure 14 This is a schematic diagram of the reinforcing structure in one embodiment of this application from another perspective; Figure 15 This is a schematic diagram of the structure of the reinforced seat in one viewpoint according to an embodiment of this application; Figure 16 This is a schematic diagram of the structure of the reinforced seat from another perspective in one embodiment of this application; Figure 17This is a schematic diagram of the structure for enhancing seating position from another perspective in one embodiment of this application; Figure 18 This is a schematic diagram of the structure of the seat in one embodiment of the present application.

[0022] Figure label: 10. Front bulkhead of automobile; 11. Main board; 111. Intermediate panel; 111a. First centerline; 112. First panel; 112a. First opening; 113. Second panel; 113a. Second opening; 114. First end face; 115. Second end face; 12. First reinforcing plate; 121. First protruding structure; 13. Second reinforcing plate; 131. First section; 131a. Second protruding structure; 132. Second section; 132a. Third protruding structure; 14. First reinforcing beam; 141. Second centerline; 15. Second reinforcing beam; 151. Third centerline; 20. Reinforcing structure; 30. Reinforcing member; 31. First energy absorber Cavity; 311, First energy-absorbing cavity; 40, Reinforcing seat; 41, First part; 411, Receiving groove; 412, Supporting plane; 42, Second part; 421, Fourth energy-absorbing cavity; 421a, Fourth energy-absorbing cavity; 422, Vertical plate; 423, Support plate; 424, Mounting plane; 51, First connector; 52, Second connector; 61, First reinforcing structure; 611, First reinforcing rib; 612, Cross node; 613, Bolt hole; 62, Slot; 63, Second reinforcing structure; 631, Second energy-absorbing cavity; 632, Second reinforcing rib; 633, Third reinforcing rib; 64, Third reinforcing structure; 641, Third energy-absorbing cavity. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0024] This application provides a front bulkhead assembly structure and a vehicle to address the problem that, in related technologies, the rigidity and strength of the front bulkhead are generally low, making it susceptible to resonance caused by the vehicle's powertrain, resulting in a rumbling sound inside the vehicle. Furthermore, the common practice of using localized reinforcing plates or small sections of reinforcing beams on the front bulkhead fails to provide adequate collision protection for passengers.

[0025] Firstly, this application provides a front bulkhead assembly structure for an automobile, such as... Figure 1 As shown, the automotive front bulkhead assembly structure includes a front bulkhead panel 10 and a reinforcing structure 20.

[0026] The front bulkhead 10 of the automobile includes a main board 11, a first reinforcing plate 12, and a second reinforcing plate 13. The main board 11 includes a middle plate 111, a first plate 112, and a second plate 113. The first plate 112 and the second plate 113 are respectively located on opposite sides of the middle plate 111 along a first preset direction XX. The first plate 112 has a first opening 112a, and the second plate 113 has a second opening 113a. The first reinforcing plate 12 is located in the first opening 112a and is fixedly connected to the first plate 112. The second reinforcing plate 13 is located in the second opening 113a and is fixedly connected to the second plate 113.

[0027] The reinforcing structure 20 includes a reinforcing member 30 and a reinforcing seat 40. The reinforcing member 30 is located on one side of the front bulkhead 10 along the second preset direction XX. The reinforcing member 30 extends along the second preset direction XX and is connected to the front bulkhead 10. There are two reinforcing seats 40, and the two reinforcing seats 40 are respectively located on both sides of the reinforcing member 30 along the first preset direction YY. The first preset direction YY is perpendicular to the second preset direction XX. The reinforcing seats 40 are connected to the front bulkhead 10 and the reinforcing member 30.

[0028] It should be noted that when the front bulkhead 10 is applied to a car, it is installed between the engine compartment and the passenger compartment. The front bulkhead 10 can serve to insulate heat, transmit force, and protect the passenger compartment space. In addition, the front bulkhead 10 can also attenuate the excitation from the powertrain of the car to a certain extent, thereby reducing vibration and noise. However, in related technologies, because the front bulkhead 10 is close to the powertrain of the car, if the front bulkhead 10 is a large plate with a one-piece design, it is easy for the front bulkhead 10 to be excited by the powertrain of the car and resonate, thus producing a roaring sound inside the car.

[0029] It should also be noted that research shows that in the second-order vibration mode of a plate structure, the plate structure will experience second-order frequency resonance. Taking the axis of symmetry of the plate structure as the nodal line (where the vibration displacement is 0), the portions on the left and right sides of the nodal line of the plate structure move upward and downward, respectively. In this application, the main plate 11 serves as the skeleton of the front bulkhead 10 of the automobile, with the middle plate 111 located between the first plate 112 and the second plate 113. A portion of the first plate 112 is cut off to form the first opening 112a, and a portion of the second plate 113 is cut off to form the second opening 113a. Vibration is transmitted to the first opening 112a and the second opening. When the first plate 112 and the second plate 113 are blocked at 113a, the vibration amplitude caused by resonance due to excitation of the vehicle's powertrain can be reduced, thereby reducing or even eliminating the second-order frequency resonance problem. At the same time, the first reinforcing plate 12 is fixed at the first opening 112a and the second reinforcing plate 13 is fixed at the second opening 113a to ensure the structural strength and stiffness of the first opening 112a and the second opening 113a. While eliminating the resonance problem, the stiffness of the entire front bulkhead 10 of the vehicle and the NVH (Noise, Vibration, Harshness) performance can be improved.

[0030] It is also understandable that in this application, the main board 11, the first reinforcing plate 12, and the second reinforcing plate 13 adopt a split design. The split design can further improve the overall rigidity and modality of the front panel 10 of the vehicle, and reduce or even avoid resonance caused by excitation from the powertrain, thereby further improving the ability of the front panel 10 of the vehicle to attenuate noise radiation and improve the quietness of the vehicle interior.

[0031] It should also be noted that in this application, the reinforcement 30 can protect the area below the front bulkhead 10 of the vehicle, while the two reinforcement seats 40 provide support and reinforcement for the reinforcement 30 and the front bulkhead 10 of the vehicle, which can effectively improve the rigidity and protection range of the front bulkhead assembly structure of the vehicle, and provide better collision protection for passengers. In addition, the reinforcement structure 20 can change the resonance frequency of the front bulkhead assembly structure of the vehicle, which can reduce the risk of abnormal noise caused by the excitation of the vehicle's powertrain to the resonance of the front bulkhead assembly structure of the vehicle, improve the vibration reduction and noise reduction effect of the front bulkhead assembly structure of the vehicle, thereby improving the comfort of the cab and further improving the NVH performance of the front bulkhead assembly structure.

[0032] In one embodiment of this application, the first opening 112a is located at the point of maximum amplitude of the first plate 112, and the second opening 113a is located at the point of maximum amplitude of the second plate 113. It should be noted that the point of maximum amplitude of the first plate 112 refers to the position where the vibration amplitude of the first plate 112 is the largest in the second-order vibration mode, and is related to the size, shape, and material of the first plate 112, and can be selected according to actual needs; the point of maximum amplitude of the second plate 113 refers to the position where the vibration amplitude of the second plate 113 is the largest in the second-order vibration mode, and is related to the size, shape, and material of the second plate 113, and can be selected according to actual needs.

[0033] In one embodiment of this application, a first reinforcing plate 12 covers a first opening 112a and a second reinforcing plate 13 covers a second opening 113a, so as to further improve the structural strength and stiffness at the first opening 112a and the second opening 113a.

[0034] In one embodiment of this application, the intermediate plate 111, the first plate 112, and the second plate 113 can be integrally formed to improve the overall structural strength of the motherboard 11.

[0035] See Figure 2 and Figure 3 As shown, in one embodiment of this application, the first plate 112 and the second plate 113 are symmetrically distributed about a first centerline 111a of the intermediate plate 111, and the first centerline 111a is perpendicular to a first preset direction XX. It can be understood that the symmetry between the first plate 112 and the second plate 113 about the first centerline 111a ensures that the structural and mechanical properties, such as stiffness, of the first plate 112 and the second plate 113 are essentially the same. Furthermore, the first opening 112a and the second opening 113a are symmetrically distributed about the first centerline 111a of the intermediate plate 111.

[0036] In one embodiment of this application, the width of the motherboard 11 along the second preset direction YY is m1, the length of the motherboard 11 along the first preset direction XX is L1, and the ratio of m1 to L1 is 0.30 to 0.40; the width of the first reinforcing plate 12 along the second preset direction YY is m2, the length of the first reinforcing plate 12 along the first preset direction XX is L2, and the ratio of m2 to L2 is 0.8 to 0.9; the width of the second reinforcing plate 13 along the second preset direction YY is m3, the length of the first reinforcing plate 12 along the first preset direction XX is L3, and the ratio of m3 to L3 is 0.8 to 0.9; the second preset direction YY is perpendicular to the first preset direction XX and the thickness direction of the motherboard 11.

[0037] Understandably, by rationally designing the aspect ratios of the main board 11, the first reinforcing plate 12, and the second reinforcing plate 13, the first reinforcing plate 12 and the second reinforcing plate 13 can avoid the first-order modal frequencies of the main board 11, thus preventing resonance between the first reinforcing plate 12 and the second reinforcing plate 13 and the main board 11. It can also improve the modal frequencies and stiffness of the entire front bulkhead 10 of the vehicle, thereby enhancing the vibration damping capability of the front bulkhead 10 of the vehicle to the powertrain, and thus having a better ability to attenuate noise radiation.

[0038] Preferably, the ratio of m1 to L1 is 0.33, the width m1 of the main board 11 along the second preset direction YY is 497 mm, and the length L1 of the main board 11 along the first preset direction XX is 1483 mm; the ratio of m2 to L2 is 0.82, the width m2 of the first reinforcing plate 12 along the second preset direction YY is 147 mm, and the length L2 of the first reinforcing plate 12 along the first preset direction XX is 504 mm; the ratio of m3 to L3 is 0.82, the width m3 of the second reinforcing plate 13 along the second preset direction YY is 147 mm, and the length L3 of the second reinforcing plate 13 along the first preset direction XX is 504 mm.

[0039] like Figure 4 and Figure 5 As shown, in one embodiment of this application, the front bulkhead 10 of the vehicle further includes a first reinforcing beam 14 and a second reinforcing beam 15; the first reinforcing beam 14 extends along a second preset direction YY and is connected to the main board 11; the second reinforcing beam 15 extends along the second preset direction YY and is connected to the main board 11, and the second reinforcing beam 15 and the first reinforcing beam 14 are arranged at intervals along the first preset direction XX. It can be understood that the first reinforcing beam 14 and the second reinforcing beam 15 can play a role in local reinforcement to improve the overall structural strength of the front bulkhead 10 of the vehicle. Moreover, compared with the reinforcing beams that extend along the first preset direction XX, the first reinforcing beam 14 and the second reinforcing beam 15 in this application extend along the second preset direction YY, which adds a new force transmission path to the front bulkhead 10 of the vehicle, and can transfer collision energy in the vertical direction, thereby improving the collision safety performance of the front bulkhead 10 of the vehicle.

[0040] Furthermore, the two ends of the first reinforcing beam 14 respectively cover the two sides of the main board 11 arranged along the second preset direction YY, so that the two ends of the first reinforcing beam 14 extend from one side to the other side along the second preset direction YY; the two ends of the second reinforcing beam 15 respectively cover the two sides of the main board 11 arranged along the second preset direction YY, so that the two ends of the first reinforcing beam 14 extend from one side to the other side along the second preset direction YY. It can be understood that, in the second preset direction YY, the first reinforcing beam 14 and the second reinforcing beam 15 extend beyond the area defined by the main board 11 to improve the overall structural strength of the vehicle front bulkhead 10 in the first preset direction XX.

[0041] See also Figure 4 and Figure 5 As shown, in one embodiment of this application, the motherboard 11 has a first end face 114 and a second end face 115 arranged along a first preset direction XX with respect to the first end face 114. A first reinforcing beam 14 is disposed near the first end face 114, and a second reinforcing beam 15 is disposed near the second end face 115. The distance between the second centerline 141 of the first reinforcing beam 14 and the first end face 114 along the first preset direction XX is a; the distance between the third centerline 151 of the second reinforcing beam 15 and the second centerline 141 of the first reinforcing beam 14 along the first preset direction XX is b; the distance between the third centerline 151 of the second reinforcing beam 15 and the second end face 115 along the first preset direction XX is c; the second centerline 141 and the third centerline 151 are parallel to the second preset direction YY; and a, b, and c are all equal.

[0042] Understandably, the second center line 141 and the third center line 151 are located at one-third of the length of the main board 11 along the first preset direction XX. The second center line 141 and the third center line 151 divide the main board 11 into three equal parts along the first preset direction XX. This arrangement design can greatly improve the bending and torsional stiffness of the entire front panel 10 of the vehicle and enhance the NVH performance of the whole vehicle.

[0043] In one embodiment of this application, when the front bulkhead 10 is installed in a car, the first reinforcing beam 14 and the second reinforcing beam 15 are located on the side of the main board 11 closer to the engine compartment, and the first reinforcing plate 12 and the second reinforcing plate 13 are located on the side of the main board 11 closer to the driver's compartment.

[0044] In one embodiment of this application, the first reinforcing beam 14 is also fixedly connected to the first reinforcing plate 12, and the second reinforcing beam 15 is also fixedly connected to the second reinforcing plate 13, so as to further improve the overall structural strength of the automobile front bulkhead 10.

[0045] Preferably, the first reinforcing plate 12 can be fixed to the first plate body 112 by riveting; the second reinforcing plate 13 can be fixed to the second plate body 113 by riveting; the first reinforcing beam 14 can be fixedly connected to the first reinforcing plate 12 by riveting; and the second reinforcing beam 15 can be fixedly connected to the second reinforcing plate 13 by riveting. Of course, depending on actual needs, the first reinforcing plate 12 and the second reinforcing plate 13 can also be fixed to the first plate body 112 and the second plate body 113 respectively by welding, gluing, or threaded connection, and the first reinforcing beam 14 and the second reinforcing beam 15 can also be fixedly connected to the first reinforcing plate 12 and the second reinforcing plate 13 respectively by welding, gluing, or threaded connection.

[0046] like Figure 3 and Figure 6As shown, in one embodiment of this application, a portion of the first reinforcing plate 12 protrudes in a direction away from the first opening 112a to form a plurality of first protrusion structures 121. It should be noted that the direction away from the first opening 112a is parallel to the thickness direction of the main plate 11. The first protrusion structures 121 can greatly improve the surface rigidity of the first reinforcing plate 12, thereby improving the overall structural strength of the first reinforcing plate 12. When the automotive front bulkhead 10 is installed in the vehicle, the first protrusion structures 121 protrude towards the driver's compartment.

[0047] Furthermore, the overall shapes of the multiple first protrusion structures 121 are all different, so that a stepped structure can be formed between the different protrusion structures, thereby further improving the surface stiffness of the first reinforcing plate 12.

[0048] like Figure 3 and Figure 7 As shown, in one embodiment of this application, the first portion 131 of the second reinforcing plate 13 protrudes in a direction away from the second opening 113a to form a second protrusion structure 131a; the second portion 132 of the second reinforcing plate 13 protrudes in a direction close to the second opening 113a to form a third protrusion structure 132a, and the third protrusion structure 132a and the second protrusion structure 131a are arranged in a second preset direction YY. It is understood that the first portion 131 is the part on the second reinforcing plate 13 that forms the second protrusion structure 131a, and the second portion 132 is the part on the second reinforcing plate 13 that forms the third protrusion structure 132a. The direction away from the second opening 113a and the direction close to the second opening 113a are both parallel to the thickness direction of the main plate 11. The second protrusion structure 131a and the third protrusion structure 132a can improve the surface stiffness of the second reinforcing plate 13. In addition, the second protrusion structure 131a and the third protrusion structure 132a protrude in two opposite directions, and the difference in the protrusion direction can greatly improve the bending and torsional stiffness of the second reinforcing plate 13.

[0049] Furthermore, when the front bulkhead 10 is installed in the vehicle, the second protrusion 131 is located above the third protrusion 1212, and the second protrusion 131 protrudes toward the driver's compartment, while the third protrusion 1212 protrudes toward the engine compartment through the second opening 113a.

[0050] In one embodiment of this application, the main board 11, the first reinforcing plate 12, the second reinforcing plate 13, the first reinforcing beam 14, and the second reinforcing beam 15 are all made of aluminum alloy. Aluminum alloy has a significantly lower density than steel. Compared to steel, aluminum alloy is lighter for the same volume, while maintaining similar structural strength and stiffness. This can greatly reduce the weight of the front bulkhead 10 of the vehicle, thereby reducing the overall weight of the vehicle.

[0051] like Figure 8As shown, in some embodiments of this application, on a plane parallel to the first preset direction XX and the second preset direction YY, the two ends of the orthographic projection of the reinforcing structure 20 arranged along the second preset direction YY are respectively flush with the two ends of the front bulkhead 10 arranged along the second preset direction YY. It can be understood that on a plane parallel to the first preset direction XX and the second preset direction YY, the length of the orthographic projection of the reinforcing structure 20 along the second preset direction YY is equal to the length of the orthographic projection of the front bulkhead 10 along the second preset direction YY, and the two ends of the projection of the reinforcing structure 20 are respectively aligned with the two ends of the front bulkhead 10, so that the reinforcing structure 20 achieves full-size reinforcement of the front bulkhead 10 in the second preset direction YY, thereby further improving the rigidity and protection range of the front bulkhead assembly structure.

[0052] See also Figure 8 As shown, in some embodiments of this application, the two reinforcing seats 40 can be symmetrically distributed about the centerline of the reinforcing member 30 to improve the overall stability of the reinforcing structure 20. It should also be noted that when the automotive front bulkhead assembly structure is applied to an automobile, the reinforcing seat 40 can extend from the chassis of the automobile to connect with the front bulkhead 10 to improve the connection strength between the reinforcing seat 40 and the vehicle body. The height of the reinforcing seat 40 can be selected according to actual needs; for example, the height of the reinforcing seat 40 can be 416 mm. Of course, the height of the reinforcing seat 40 can also be other values, and this application does not impose specific limitations.

[0053] like Figure 9 and Figure 10 As shown, in some embodiments of this application, the cross-section of the reinforcing member 30 is generally a right-angled triangle. This cross-section is a plane perpendicular to the first preset direction XX. A first connecting member 51 for connecting with the front panel 10 of the vehicle is connected at the first acute angle of the reinforcing member 30. The first connecting member 51 extends along the second preset direction YY. A second connecting member 52 for connecting with the floor of the vehicle is connected at the second acute angle of the reinforcing member 30. The second connecting member 52 extends along the second preset direction YY. It can be understood that a right-angled triangle has good stability and support. By designing the cross-section of the reinforcing member 30 as a right-angled triangle, the stability and support of the reinforcing member 30 can be improved, enabling the reinforcing member 30 to provide stable support for components such as the front panel 10 of the vehicle. In addition, the first connecting member 51 facilitates the connection between the front panel 10 of the vehicle and the reinforcing member 30, and the second connecting member 52 facilitates the fixing of the reinforcing member 30 to the floor of the vehicle.

[0054] Furthermore, when the front bulkhead assembly structure is applied to a car, the inclined side of the cross-section of the reinforcing member 30 can be arranged towards the car's cockpit, which helps to increase the driving space.

[0055] Furthermore, the first connector 51 and the second connector 52 can be integrally formed with the reinforcing member 30 to improve the connection strength between the first connector 51 and the second connector 52 and the reinforcing member 30.

[0056] In one embodiment of this application, the reinforcing member 30 is provided with multiple sets of first energy-absorbing cavities 31 arranged along a first preset direction XX. Each set of first energy-absorbing cavities 31 includes at least one first energy-absorbing cavity 311, which extends along a second preset direction YY to penetrate the reinforcing member 30. It should be noted that the first energy-absorbing cavity 311 extending along the second preset direction YY can better absorb the energy of a frontal collision of a vehicle and has a better buffering effect, thereby providing better collision protection for passengers.

[0057] Furthermore, the number and / or shape of the first energy-absorbing cavities 311 in all the first energy-absorbing cavities 31 are different. Figure 9 and Figure 10 Taking the first energy-absorbing cavity 31 as an example, it has three layers. The first layer of the first energy-absorbing cavity 31 includes one first energy-absorbing chamber 311, and the overall shape of the first energy-absorbing chamber 311 in the first layer of the first energy-absorbing cavity 31 is a right triangle. The second layer of the first energy-absorbing cavity 31 includes two first energy-absorbing chambers 311, and the overall shapes of the first energy-absorbing chambers 311 in the second layer of the first energy-absorbing cavity 31 are rectangular and trapezoidal, respectively. The third layer of the first energy-absorbing cavity 31 includes four first energy-absorbing chambers 311, and the overall shapes of the first energy-absorbing chambers 311 in the third layer of the first energy-absorbing cavity 31 are rectangular, trapezoidal and triangular, respectively. The differentiated design enables the first energy-absorbing cavity 31 to have a certain ability to resist deformation while absorbing energy and buffering, preventing the space of the cockpit from shrinking drastically after a collision.

[0058] like Figure 11 and Figure 12 As shown, in some embodiments of this application, the reinforcing seat 40 includes a first part 41 and a second part 42 connected to the first part 41. The first part 41 is located on one side of the front bulkhead 10 of the vehicle along a third preset direction ZZ, and the second part 42 is located on the other side of the front bulkhead 10 of the vehicle along the third preset direction ZZ. The third preset direction ZZ is perpendicular to the first preset direction XX and the second preset direction YY. The first part 41 is used to connect with the engine compartment of the vehicle, and the second part 42 is used to connect with the driver's compartment of the vehicle.

[0059] Understandably, see Figure 11On a plane perpendicular to the first preset direction XX, with the orthographic projection of the front bulkhead 10 of the vehicle as the dividing line, the orthographic projection of the reinforcing seat 40 can be roughly divided into a first part 41 and a second part 42. The first part 41 is located on the front side of the front bulkhead 10 of the vehicle (i.e., on the side of the front bulkhead 10 along the third preset direction ZZ), and the second part 42 is located on the rear side of the front bulkhead 10 of the vehicle (i.e., on the other side of the front bulkhead 10 along the third preset direction ZZ). By connecting the first part 41 and the second part 42 to the engine compartment and the driver's compartment respectively, the engine compartment and the driver's compartment as well as the front bulkhead assembly structure of the vehicle can be tightly connected, which improves the connection rigidity between the front bulkhead assembly structure of the vehicle and the vehicle body.

[0060] See also Figure 11 and Figure 12 As shown, in one embodiment of this application, on a plane perpendicular to the first preset direction XX, the first part 41 is trapezoidal in shape, and the second part 42 is triangular in shape. Both triangles and trapezoids have good stability, ensuring that the first part 41 and the second part 42 have good overall stability and preventing deformation of the first part 41 and the second part 42.

[0061] like Figures 13 to 15 As shown in one embodiment of this application, a first reinforcing structure 61 is connected to one side of the two reinforcing seats 40 facing each other. The first reinforcing structure 61 is located in the first part 41 and includes a plurality of first reinforcing ribs 611. The plurality of first reinforcing ribs 611 intersect each other and are connected at the intersection node 612. It can be understood that the first reinforcing structure 61 can improve the overall structural strength of the first part 41, thereby making the reinforcing seat 40 have stronger structural strength and support performance.

[0062] Furthermore, multiple first reinforcing structures 61 are provided, and the multiple first reinforcing structures 61 are arranged along the first preset direction XX, so as to further improve the overall structural strength and support performance of the first part 41.

[0063] Preferably, there are three first reinforcing structures 61, each of which includes two first reinforcing ribs 611. The two first reinforcing ribs 611 intersect each other to form an "X" shape. Of course, the number of first reinforcing structures 61 and the number of first reinforcing ribs 611 in each first reinforcing structure 61 can also be selected according to actual needs.

[0064] See also Figures 13 to 15As shown, in one embodiment of this application, the front bulkhead assembly structure of the automobile further includes a side beam support plate and a side beam. The side beam support plate is located between two reinforcing seats 40 and corresponds one-to-one with the reinforcing seats 40. The side beam support plate is connected to the first reinforcing structure 61 on the corresponding reinforcing seat 40. The side beam corresponds one-to-one with the side beam support plate. The side beam is located on the side of the corresponding side beam support plate away from the second part 42 and extends along a third preset direction ZZ. The side beam is connected to the side beam support plate and the first part 41. It should be noted that the side beam is part of the vehicle frame that makes up the vehicle body. In this application, the side beam refers to the longitudinal beam in the vehicle frame. The side beam support plate is used to provide support for the side beam and tightly connect the side beam to the first part 41, so that the first part 41 can provide a mounting position and support for the side beam.

[0065] Furthermore, bolt holes 613 are provided at the intersection node 612, allowing the side beam support plate to be installed and fixed to the first part 41 via bolts engaging with the bolt holes 613, thus facilitating the installation of the side beam support plate. Moreover, local reinforcement at the intersection node 612 can improve the dynamic stiffness of the mounting point of the side beam support plate, reduce vibration sensitivity at the mounting point, and prevent the side beam support plate from shaking. Furthermore, the two reinforcing seats 40 have a receiving groove 411 and a supporting plane 412 on their facing sides. The first reinforcing structure 61 is housed in the receiving groove 411, and the supporting plane 412 is located in the first part 41 and below the receiving groove 411. The supporting plane 412 is flush with the top surface of the first node and can mate with the plane on the side beam support plate, facilitating the installation of the side beam support plate on the first part 41 while ensuring the assembly accuracy of the side beam support plate.

[0066] Furthermore, a slot 62 is provided on one side of each of the two reinforcing seats 40 facing each other. The slot 62 is located on the side of the first reinforcing structure 61 away from the second part 42, and part of the side beam is engaged in the slot 62. The slot 62 can wrap around part of the side beam, which facilitates the installation and positioning of the side beam on the first part 41. Preferably, one end of the side beam is engaged in the slot 62, and the other end of the side beam extends out of the slot 62.

[0067] like Figure 16 As shown in some embodiments of this application, a second reinforcing structure 63 is connected to one side of each of the two reinforcing seats 40 facing away from each other. The second reinforcing structure 63 is located in the first part 41 and has a mesh-like overall shape. The second reinforcing structure 63 has multiple second energy-absorbing cavities 631. The second energy-absorbing cavities 631 can effectively absorb the energy during a side collision of the vehicle, providing a good buffering effect and further enhancing collision protection for passengers. In addition, the second reinforcing structure 63 can strengthen the structural strength of the reinforcing seat 40 and enhance the support stiffness of the upper and lower sides of the seat 40.

[0068] The overall shape of the second energy-absorbing cavity 631 can be rectangular, trapezoidal or other polygonal, and the second energy-absorbing cavity 631 can be a closed or semi-open cavity.

[0069] Preferably, the second reinforcing structure 63 includes multiple second reinforcing ribs 632 and multiple third reinforcing ribs 633. All second reinforcing ribs 632 are connected to the first portion 41 and are arranged at intervals along a first preset direction (XX), and are connected to the first portion 41. All third reinforcing ribs 633 are connected to the first portion 41 and are arranged at intervals along a third preset direction (ZZ), and are intersected with the second reinforcing ribs 632 to form a grid-like second reinforcing structure 63. Preferably, the number of second reinforcing ribs 632 can be four, and the number of third reinforcing ribs 633 can be two.

[0070] like Figure 17 As shown, in some embodiments of this application, the bottom of the first part 41 is connected to a third reinforcing structure 64 for connection with the chassis of the vehicle. The third reinforcing structure 64 is generally mesh-like and has multiple third energy-absorbing cavities 641. It should be noted that the third reinforcing structure 64 can increase the pressure-bearing area at the bottom of the first part 41, thereby enhancing the pressure-bearing stiffness and support strength of the reinforcing seat 40. In addition, the third energy-absorbing cavities 641 have a good energy-absorbing and buffering effect, which can further provide better collision protection for passengers.

[0071] Furthermore, on a plane perpendicular to the first preset direction XX, the overall shape of the bottom of the first part 41 can be a pentagon. A pentagon has good stability and can improve the support stability of the bottom of the first part 41.

[0072] like Figure 18 As shown, in some embodiments of this application, the second part 42 has multiple layers of fourth energy-absorbing cavities 421 arranged along a first preset direction XX, each fourth energy-absorbing cavity 421 including at least one fourth energy-absorbing cavity 421a. The fourth energy-absorbing cavity 421a can better absorb the energy during a vehicle collision, has a better buffering effect, and can further provide better collision protection for passengers.

[0073] Furthermore, the inner wall surface of the fourth energy-absorbing cavity 421 arranged along the first preset direction XX is a wave-shaped curved surface extending away from the front panel 10 of the vehicle. This design enables the fourth energy-absorbing cavity 421 to absorb not only the collision energy from the front of the vehicle, but also the collision energy from the side of the vehicle, thereby providing better collision protection for passengers.

[0074] Preferably, the number and / or shape of the fourth energy-absorbing cavities 421a in each layer of the fourth energy-absorbing cavity 421 are different, so as to Figure 18Taking a three-layer fourth energy-absorbing cavity 421 as an example, the first layer of the fourth energy-absorbing cavity 421 includes three fourth energy-absorbing cavities 421a, and all three fourth energy-absorbing cavities 421a are quadrilaterals; the second layer of the fourth energy-absorbing cavity 421 includes three fourth energy-absorbing cavities 421a, and the three fourth energy-absorbing cavities 421a are quadrilaterals, quadrilaterals, and triangles respectively; the third layer of the fourth energy-absorbing cavity 421 includes two fourth energy-absorbing cavities 421a, and the two fourth energy-absorbing cavities 421a are quadrilaterals and triangles respectively. The differentiated design enables the fourth energy-absorbing cavity 421 to have a certain resistance to deformation while absorbing energy and buffering.

[0075] Specifically, such as Figure 14 and Figure 18 As shown, the second part 42 includes a vertical plate 422 and a support plate 423; the vertical plate 422 extends along a first preset direction XX and is connected to the first part 41; the support plate 423 is located on the side of the vertical plate 422 near the reinforcing member 30, the support plate 423 is perpendicular to the vertical plate 422, and is connected to both the vertical plate 422 and the first part 41; wherein, the reinforcing member 30 is supported on and connected to the support plate 423. It can be understood that the vertical plate 422 provides a mounting position and support for the support plate 423, while the reinforcing member 30 is supported by the support plate 423, so that the support plate 423 provides support for the reinforcing member 30.

[0076] like Figure 16 and Figure 18 As shown, in one embodiment of this application, the front bulkhead assembly structure of the vehicle also includes a sill beam, which is located on the side of the second part 42 away from the reinforcement 30. The sill beam is connected to the lower middle part of the second part 42 to provide a mounting position and support for the sill beam using the second part 42.

[0077] See also Figure 16 and Figure 18 As shown in one embodiment of this application, the side of the second portion 42 away from the reinforcing member 30 is a mounting plane 424. The automotive front bulkhead assembly structure also includes an A-pillar interior panel, which is located on the side of the second portion 42 away from the reinforcing member 30. The A-pillar interior panel is supported by the sill beam and mounted on the mounting plane 424. The second portion 42 can be used to provide a mounting position and support for the sill beam. In addition, the mounting plane 424 is a planar design, which makes it more convenient to install the A-pillar interior panel.

[0078] In one embodiment of this application, the front bulkhead 10, the reinforcing member 30, and the reinforcing seat 40 are all made of aluminum alloy. Aluminum alloy has a significantly lower density than steel. Compared to steel, aluminum alloy is lighter for the same volume, while maintaining similar structural strength and stiffness. This greatly reduces the weight of the front bulkhead assembly, thus reducing the overall weight of the vehicle. Furthermore, in the front bulkhead assembly, components such as the front bulkhead 10 and the reinforcing member 30 can be connected using riveting, which reduces stress concentration and improves connection accuracy, thereby enhancing the assembly precision between components.

[0079] Based on the above-described front bulkhead assembly structure, this application also provides an automobile, which includes a vehicle body and a front bulkhead assembly structure as described in any of the above embodiments. The vehicle body has an engine compartment and a driver's compartment. The front bulkhead 10 is located between the engine compartment and the driver's compartment. The front bulkhead 10, the reinforcing seat 40, and the reinforcing member 30 are all connected to the vehicle body.

[0080] The vehicle can be a sedan, SUV, off-road vehicle, station wagon, or pickup truck, etc. This application does not impose specific restrictions on the type and size of the vehicle.

[0081] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A front bulkhead assembly structure for automobiles, characterized in that, include: A front bulkhead for automobiles, the front bulkhead for automobiles includes a main board, a first reinforcing plate and a second reinforcing plate, the main board includes a middle plate, a first plate and a second plate, the first plate and the second plate are respectively located on opposite sides of the middle plate along a first preset direction, the first plate has a first opening, the second plate has a second opening, the first reinforcing plate is located in the first opening and is fixedly connected to the main board, and the second reinforcing plate is located in the second opening and is fixedly connected to the main board; A reinforcing structure is provided, comprising a reinforcing member and a reinforcing seat. The reinforcing member is located on one side of the front bulkhead of the vehicle along a second preset direction, extending along the second preset direction and connected to the main board. The second preset direction is perpendicular to the first preset direction and the thickness direction of the main board. Two reinforcing seats are provided, each located on one side of the reinforcing member along a first preset direction, and connected to the main board and the reinforcing member. The reinforcing seat comprises a first part and a second part connected to the first part. The first part is located on one side of the front bulkhead of the vehicle along a third preset direction, and the second part is located on the other side of the front bulkhead of the vehicle along the third preset direction. The third preset direction is perpendicular to the second preset direction and the first preset direction. The first part is used to connect to the engine compartment of the vehicle, and the second part is used to connect to the driver's compartment of the vehicle.

2. The automotive front bulkhead assembly structure according to claim 1, characterized in that, A portion of the first reinforcing plate protrudes in a direction away from the first opening to form a plurality of first protrusion structures, the overall shapes of the plurality of first protrusion structures being different.

3. The automotive front bulkhead assembly structure according to claim 1, characterized in that, The first part of the second reinforcing plate protrudes in a direction away from the second opening to form a second protrusion structure; the second part of the second reinforcing plate protrudes in a direction close to the second opening to form a third protrusion structure, and the third protrusion structure and the second protrusion structure are arranged in a second preset direction.

4. The automotive front bulkhead assembly structure according to claim 1, characterized in that, The vehicle front bulkhead also includes: The first reinforcing beam extends along the second preset direction and is connected to the main board; The second reinforcing beam extends along the second preset direction and is connected to the main board. The second reinforcing beam and the first reinforcing beam are arranged at intervals along the first preset direction.

5. The automotive front bulkhead assembly structure according to claim 4, characterized in that, The motherboard has a first end face and a second end face arranged along the first preset direction with the first end face. The first reinforcing beam is disposed close to the first end face, and the second reinforcing beam is disposed close to the second end face. Wherein, the distance between the second centerline of the first reinforcing beam and the first end face along the first preset direction is a, the distance between the third centerline of the second reinforcing beam and the second centerline of the first reinforcing beam along the first preset direction is b, the distance between the third centerline of the second reinforcing beam and the second end face along the first preset direction is c, the second centerline and the third centerline are parallel to the second preset direction, and a, b and c are all equal.

6. The automotive front bulkhead assembly structure according to claim 1, characterized in that, The cross-section of the reinforcing member is generally a right-angled triangle. A first connector for connecting to the front bulkhead of the vehicle is connected at the first acute angle of the reinforcing member, and the first connector extends along the first preset direction. A second connector for connecting to the floor of the vehicle is connected at the second acute angle of the reinforcing member, and the second connector extends along the first preset direction.

7. The automotive front bulkhead assembly structure according to claim 1, characterized in that, The reinforcing member is provided with multiple sets of first energy-absorbing cavities arranged along the second preset direction. Each set of first energy-absorbing cavities includes at least one first energy-absorbing cavity, which extends along the first preset direction to penetrate the reinforcing member.

8. The automotive front bulkhead assembly structure according to claim 1, characterized in that, The two reinforcing seats are connected to a first reinforcing structure on their opposite sides. The first reinforcing structure is located in the first part and includes a plurality of first reinforcing ribs. The plurality of first reinforcing ribs intersect each other and are connected at the intersection node.

9. The automotive front bulkhead assembly structure according to claim 8, characterized in that, The two reinforcing seats have slots on their opposite sides, which are located on the side of the first reinforcing structure away from the second part, and a portion of the vehicle's side beam engages with the slots.

10. The automotive front bulkhead assembly structure according to claim 1, characterized in that, The two reinforcing seats are connected to a second reinforcing structure on opposite sides of each other. The second reinforcing structure is located in the first part. The second reinforcing structure is generally mesh-like and has multiple second energy-absorbing cavities. or / and, The bottom of the first part is connected to a third reinforcing structure for connection with the chassis of the vehicle. The third reinforcing structure is generally grid-shaped and has multiple third energy-absorbing chambers.

11. The automotive front bulkhead assembly structure according to claim 1, characterized in that, The second part has multiple fourth energy-absorbing cavities arranged along the second preset direction, and each of the fourth energy-absorbing cavities includes at least one fourth energy-absorbing cavity.

12. The automotive front bulkhead assembly structure according to claim 1, characterized in that, Both the front bulkhead and the reinforcing structure are made of aluminum alloy.

13. A car, characterized in that, The vehicle includes a vehicle body and a front bulkhead assembly structure as described in any one of claims 1 to 12, the vehicle body having an engine compartment and a driver's compartment, the front bulkhead being located between the engine compartment and the driver's compartment, and the front bulkhead, the reinforcing seat, and the reinforcing member being connected to the vehicle body.

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