Longitudinal beam front end structure, front cabin assembly and automobile

Abstract

The present application relates to the longitudinal beam front end structure, front cabin assembly and car, the longitudinal beam front end structure includes front longitudinal beam and front end plate, the front end plate includes two connection flanges and boss; the front end of the front longitudinal beam is internally provided with front reinforcement, the front longitudinal beam, front reinforcement and two connection flanges are connected through multiple connectors; When colliding, the force transmission path of the longitudinal beam front end structure is: the boss transmits the collision force from the front to the front reinforcement; the connection flange transmits the collision force from the side to the front longitudinal beam. In the present application, on the basis of traditional side force transmission, the channel for transmitting force from the front is added, and the shear force of side lap is reduced; the connectors are used to connect the connection flanges on both sides of the front reinforcement, the front longitudinal beam and the front end plate into a whole, compared with the traditional welding structure, the shear capacity is improved, and the collision safety performance is improved; by adjusting the position of the front end plate, the front end module can be adjusted along the first, second and third directions, and the front end plate has high assembly level, short size chain and good precision.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to the longitudinal beam front end structure, the front engine compartment assembly, and automobiles. Background Technology

[0002] The longitudinal beam front end structure is a crucial force transmission path in the vehicle body, playing a vital role in its collision safety performance. It also provides mounting points for the front-end module, which houses a range of exterior components such as bumpers and headlights. The installation position of the front-end module is closely related to the gaps and surface differences in the front of the vehicle; therefore, the longitudinal beam front end structure is also critical to the front appearance of the car.

[0003] Currently, the longitudinal beam front-end structure includes a front-end side reinforcing plate, a front-end upper reinforcing plate, a front-end plate, and a front-end lower reinforcing plate. The front-end structure overlaps with the upper, lower, and two sides of the front longitudinal beam, meaning it overlaps with the front longitudinal beam on all four sides. The front-end structure is connected via welding, riveting, and drilling bolts. However, the aforementioned front-end structure has low collision safety performance. After a collision, the front-end structure transmits force to the front longitudinal beam through the shear force between the four overlapping surfaces. When the force generated by the collision is too large, it can easily cause the welds, rivets, and drilling bolts to detach, leading to failure of the front-end structure.

[0004] Furthermore, when the front end plate of the longitudinal beam is assembled on the front longitudinal beam, the position of the front end plate of the longitudinal beam cannot be adjusted in multiple directions at the same time; in addition, the welding level of the front end plate of the longitudinal beam is low and the welding dimension chain is long, resulting in poor accuracy of the front end plate of the longitudinal beam due to cumulative welding errors, which in turn leads to the front end module not being able to be installed in the correct position. Summary of the Invention

[0005] One objective of this invention is to provide a longitudinal beam front end structure to at least solve the technical problem of low collision safety performance of longitudinal beam front end structures in the prior art; a second objective is to provide a front engine compartment assembly; and a third objective is to provide an automobile.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A longitudinal beam front end structure includes a front longitudinal beam and a front end plate connected to the front end of the front longitudinal beam. The front end plate includes two oppositely arranged connecting flanges, which respectively overlap with the two sides of the front longitudinal beam along a first direction.

[0008] The front longitudinal beam is provided with a front reinforcing member inside the front end, and the front longitudinal beam, the front reinforcing member and the two connecting flanges are connected by multiple connectors.

[0009] The front end plate also includes a boss protruding toward the front reinforcement. When a collision occurs, the force transmission path of the front end structure of the longitudinal beam is as follows: the boss transmits the collision force from the front to the front reinforcement, and then through the front reinforcement to the front longitudinal beam; the connecting flange transmits the collision force from the side to the front longitudinal beam.

[0010] Furthermore, along the second direction, there is an adjustment gap between the front end plate and the front end of the front longitudinal beam, and the second direction is perpendicular to the first direction;

[0011] The front end plate also includes an upper flange and a lower flange connected to the two connecting flanges. Along the third direction, the distance between the upper flange and the front longitudinal beam and the distance between the lower flange and the front longitudinal beam are both greater than the adjustment gap. The third direction is perpendicular to both the first direction and the second direction.

[0012] The front-end board is used to connect the front-end module assembly; the front-end module assembly is assembled on the front-end board through a front-end module assembly assembly fixture, and the front-end board has a first fixture positioning hole. The first fixture positioning hole cooperates with a first positioning component in the front-end module assembly fixture when assembling the front-end module assembly. Along the first direction, the size of the first fixture positioning hole is larger than the size of the first positioning component.

[0013] Furthermore, the assembly sequence of the front end structure of the longitudinal beam is as follows: the front reinforcing member is installed inside the front longitudinal beam; the front longitudinal beam with the front reinforcing member is assembled with the body body components to form a body-in-white; after the fender and front hood are assembled on the body-in-white, the front end plate is installed at the front end of the front longitudinal beam according to the position of the fender and front hood.

[0014] Furthermore, the front reinforcing member has two side surfaces arranged opposite to each other along the first direction, each side surface having a limiting recess, and the front longitudinal beam having a limiting protrusion that cooperates with the limiting recess.

[0015] Furthermore, the front longitudinal beam has two inner side surfaces arranged opposite each other along the first direction, and along the first direction, there is an installation gap between the inner side surface of the front longitudinal beam and the side surface of the front reinforcing member, the value of which is less than or equal to 0.5 mm.

[0016] Furthermore, the connecting flange is provided with a first through hole for the connector to pass through, and the front longitudinal beam is provided with a second through hole corresponding to the first through hole. The dimensions of the second through hole along the second direction and the third direction are respectively larger than the dimensions of the connector along the second direction and the third direction.

[0017] Furthermore, along the second direction, there is a gap between the boss and the front reinforcement, and the value of the gap between the boss and the front reinforcement is 2.5mm-3.5mm.

[0018] Furthermore, the cross-sectional shape of the second through hole is circular, and the connector includes a connecting rod portion for passing through the second through hole. The cross-sectional shape of the connecting rod portion is circular, and the difference between the radius of the second through hole and the radius of the connecting rod portion is a first difference value, which is equal to the value of the adjustment gap.

[0019] Furthermore, the cross-sectional shape of the first tooling positioning hole is oblong, the cross-sectional shape of the first positioning member is circular, and along the first direction, the difference between the length of the first tooling positioning hole and the diameter of the first positioning member is greater than or equal to twice the first difference.

[0020] Furthermore, the front end plate also includes a main body plate portion connecting the two connecting flanges. The main body plate portion is connected to the connecting flanges through flange rounded corners, and the adjustment gap is the gap between the flange rounded corners and the front end of the front longitudinal beam.

[0021] Furthermore, the end of the connecting flange away from the main body plate is connected to a guide flange, which is inclined along the second direction.

[0022] Furthermore, the connector is a first bolt, and one of the connecting flanges is provided with a first welding nut for screwing into the first bolt.

[0023] A forward engine compartment assembly includes a longitudinal beam front end structure as described in any one of the preceding claims and a forward engine compartment welded sub-assembly connected to the longitudinal beam front end structure.

[0024] Furthermore, the longitudinal beam front end structure includes a front longitudinal beam, and the front engine compartment welded sub-assembly includes a front longitudinal beam end plate and a front engine compartment cast aluminum part. An assembly interface is formed between the front longitudinal beam end plate and the front engine compartment cast aluminum part, and the rear end of the front longitudinal beam is threadedly connected to the assembly interface.

[0025] The rear end of the front longitudinal beam is provided with a rear reinforcement member. The front longitudinal beam end plate, the front engine compartment cast aluminum part, the front longitudinal beam and the rear reinforcement member are connected by multiple second bolts.

[0026] An automobile comprising the front engine compartment assembly described in any of the preceding claims.

[0027] Beneficial effects of the embodiments of the present invention:

[0028] After a collision, the boss in the front panel will make face contact with the front reinforcement, thereby effectively transferring the impact force from the front to the front reinforcement, and from the front reinforcement to the front longitudinal beam, and then to the entire vehicle body. At the same time, the connecting flange will transfer the impact force from the side to the front longitudinal beam. That is, the longitudinal beam front end structure provided in this embodiment of the invention optimizes the force transmission path. On the basis of traditional side force transmission, it adds a channel for front force transmission, which greatly reduces the shear force of the side overlap, thereby avoiding the failure of the entire longitudinal beam front end structure in a collision and improving the collision safety performance. In addition, the use of connectors passing through the front reinforcement and connecting the front longitudinal beam to the front panel to form a whole, compared with the traditional welded front end structure, greatly improves the shear resistance, so that the overlap surface between the front longitudinal beam and the front end panel can withstand a large shear force, thereby further avoiding the failure of the longitudinal beam front end structure. Attached Figure Description

[0029] Figure 1 This is an exploded structural diagram of the longitudinal beam front end structure provided in an embodiment of the present invention;

[0030] Figure 2 This is a three-dimensional structural diagram of the longitudinal beam front end structure provided in an embodiment of the present invention;

[0031] Figure 3 for Figure 2 Schematic diagram of the cross section at point AA;

[0032] Figure 4 A schematic diagram of the front longitudinal beam, front reinforcing member, and rear reinforcing member provided in an embodiment of the present invention;

[0033] Figure 5 A schematic diagram of the front reinforcing member provided in an embodiment of the present invention;

[0034] Figure 6 This is an exploded structural diagram of the forward engine compartment assembly provided in an embodiment of the present invention;

[0035] Figure 7 A three-dimensional structural schematic diagram of the front engine compartment assembly provided in an embodiment of the present invention;

[0036] Figure 8 This is a schematic diagram of the front-end module assembly provided in an embodiment of the present invention.

[0037] Explanation of reference numerals in the attached drawings: 10-Front end plate, 11-Main body plate, 111-First tooling positioning hole, 112-Boss, 113-Third tooling positioning hole, 114-First mounting hole, 115-Front end mounting surface, 12-Connecting flange, 121-First through hole, 13-Flanged flange fillet, 14-Guide flange, 15-First welding nut, 20-Connector, 30-Front longitudinal beam, 31-Second through hole, 32-Limiting protrusion 33-Inner side surface, 40-Front reinforcement, 41-Third through hole, 42-Side surface, 421-Limiting recess, 50-Rear reinforcement, 60-Front engine compartment welding sub-assembly, 61-Front longitudinal beam sealing plate, 62-Front engine compartment cast aluminum part, 70-Second bolt, 80-Front-end module assembly, 81-Front-end module, 811-Second tooling positioning hole, 812-Mounting stud, 82-Collision beam assembly, 821-Second mounting hole. Detailed Implementation

[0038] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0039] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0040] At present, the front compartment welding assembly includes a right front frame connecting member, a right shock absorber tower, a right front longitudinal beam, and a right-side longitudinal beam front end structure. The right-side longitudinal beam front end structure includes a right longitudinal beam front end side reinforcing plate, a right longitudinal beam front end upper reinforcing plate, a right longitudinal beam front end plate, and a right longitudinal beam front end lower reinforcing plate. The right longitudinal beam front end plate is provided with positioning holes, mounting surfaces and mounting holes, and plays an important role in installing the front end module. The right-side longitudinal beam front end structure is lapped with the upper surface, lower surface and two side surfaces of the right front longitudinal beam, that is, the right-side longitudinal beam front end structure is lapped with four surfaces of the right front longitudinal beam. The right-side longitudinal beam front end structure and the right front longitudinal beam are connected by blind rivets and flow drill screws. When a collision occurs, the longitudinal beam front end structure can transmit force to the right front longitudinal beam through the four-side lapping surfaces, and further transmit the force to the right front frame connecting member, and even the entire vehicle body, so as to ensure that the vehicle body has a certain collision safety performance. However, the collision safety performance of the above-mentioned longitudinal beam front end structure is relatively low. After a collision occurs, the longitudinal beam front end structure transmits force to the front longitudinal beam through the shear force between the four-side lapping surfaces. When the force generated by the collision is too large, it is very easy to cause the welding spots, riveting points, flow drill screws and the like to be sheared and pulled off, thus causing the failure of the longitudinal beam front end structure. In order to solve the above problems, the embodiments of the present invention propose a longitudinal beam front end structure, a front compartment assembly and a automobile.

[0041] In a first aspect, with reference to Figure 1 and Figure 2 , the embodiments of the present invention propose a longitudinal beam front end structure, which includes a front longitudinal beam 30 and a front end plate 10 detachably connected to the front end of the front longitudinal beam 30. The front end plate 10 includes two oppositely disposed connecting flanges 12, and the two connecting flanges 12 are respectively lapped with two sides of the front longitudinal beam 30 along the first direction; a front reinforcing member 40 is disposed inside the front end of the front longitudinal beam 30, and the front longitudinal beam 30, the front reinforcing member 40 and the two connecting flanges 12 are connected by a plurality of connecting members 20; the front end plate 10 further includes a boss 112 protruding toward the front reinforcing member 40. When a collision occurs, the force transmission path of the longitudinal beam front end structure is: the boss 112 transmits the collision force from the front to the front reinforcing member 40, and transmits the collision force to the front longitudinal beam 30 through the front reinforcing member 40; the connecting flanges 12 transmit the collision force from the side to the front longitudinal beam 30.

[0042] Specifically, only two connecting flanges 12 in the front end plate 10 are lapped with the front longitudinal beam 30. In order to ensure that the longitudinal beam front end structure has good collision safety, a front reinforcing member 40 is disposed inside the front end of the front longitudinal beam 30 to reinforce the structural strength of the front end of the front longitudinal beam 30. The front reinforcing member 40 can be made of an aluminum alloy material by casting. The front longitudinal beam 30 can be made of an aluminum alloy material by extrusion, and the cross-sectional shape of the front longitudinal beam 30 can be a shape of Chinese character "mu". The plurality of connecting members 20 are distributed at intervals along the third direction, and the third direction can be referred to Figure 1 and Figure 6The direction indicated by the Z-arrow. The number of connectors 20 can be set according to actual needs, such as two to four. The number of connectors 20 is preferably set to three. The connection between the front end plate 10 and the front longitudinal beam 30 can be a screw connection, in which case the connector 20 is the first bolt. The extension direction of the connector 20 is consistent with the first direction. Multiple connectors 20 can connect the front longitudinal beam 30, the front reinforcing member 40, and the front end plate 10 into a whole, and enable the lap surface between the front longitudinal beam 30 and the front end plate 10 to withstand greater shear force.

[0043] After a collision, the boss 112 in the front panel 10 will make face contact with the front reinforcement 40, thereby effectively transferring the collision force from the front to the front reinforcement 40, and from the front reinforcement 40 to the front longitudinal beam 30, and then to the entire vehicle body. At the same time, the connecting flange 12 transfers the collision force from the side to the front longitudinal beam 30. That is, the longitudinal beam front end structure provided in this embodiment of the invention optimizes the force transmission path. On the basis of traditional side force transmission, a channel for front force transmission is added, which greatly reduces the shear force of the side overlap, thereby avoiding the failure of the entire longitudinal beam front end structure in a collision and improving the collision safety performance. In addition, the use of the connector 20 to pass through the front reinforcement 40 and the interior of the front longitudinal beam 30 and connect with the front panel 10 to form a whole, greatly improves the shear resistance compared with the traditional welded front end structure, so that the overlap surface between the front longitudinal beam 30 and the front panel 10 can withstand a large shear force, thereby further avoiding the failure of the longitudinal beam front end structure.

[0044] Along the second direction, there is an adjustment gap between the front end plate 10 and the front end of the front longitudinal beam 30, and the second direction is perpendicular to the first direction; the front end plate 10 also includes an upper flange and a lower flange connected to two connecting flanges 12, and along the third direction, the distance between the upper flange and the front longitudinal beam 30 and the distance between the lower flange and the front longitudinal beam 30 are both greater than the adjustment gap, and the third direction is perpendicular to both the first and second directions; the front end plate 10 is used to connect the front end module assembly 80; the front end module assembly 80 is assembled on the front end plate 10 through a front end module assembly assembly fixture, and the front end plate 10 has a first fixture positioning hole 111, which cooperates with the first positioning component in the front end module assembly assembly fixture when assembling the front end module assembly 80, and along the first direction, the size of the first fixture positioning hole 111 is larger than the size of the first positioning component.

[0045] Specifically, the front-end board 10 is provided with a front-end mounting surface 115 and multiple first mounting holes 114. The front-end mounting surface 115 is used to mate with the front-end module assembly 80, and the first mounting holes 114 are used to connect to the front-end module assembly 80. The number of first mounting holes 114 can be set according to actual needs, such as four. The two connecting flanges 12 are set opposite each other along a first direction, which is the left-right direction. The first direction can be referred to... Figure 1 and Figure 6 The direction indicated by the Y-arrow. The upper and lower flanges are respectively provided on the upper and lower edges of the main body plate 11 to ensure the structural strength of the front end plate 10.

[0046] In the front end plate 10, only the two connecting flanges 12, which are arranged opposite each other along the first direction, overlap with the front longitudinal beam 30. Along the second and third directions, the front end plate 10 does not overlap with the front longitudinal beam 30. Furthermore, along the second direction, there is an adjustment gap between the front end plate 10 and the front end of the front longitudinal beam 30. Along the third direction, the distances between the upper flange and the front longitudinal beam 30, and the distances between the lower flange and the front longitudinal beam 30, are both greater than the adjustment gap. Therefore, the position of the front end plate 10 relative to the front longitudinal beam 30 can be adjusted along the second and third directions. The second direction is also the front-rear direction, which can be referred to as... Figure 1 and Figure 6 The direction indicated by the X-arrow in the middle. The third direction is also the up and down direction; the third direction can be referenced. Figure 1 and Figure 6 The direction indicated by the Z-arrow.

[0047] The cross-sectional shape of the first tooling positioning hole 111 can be oblong, in which case the length direction of the first tooling positioning hole 111 is consistent with the first direction. The front-end module assembly assembly tooling includes a first positioning component, as shown in the reference... Figure 8 The front-end module assembly 80 includes a second tooling positioning hole 811.

[0048] When the front-end module assembly 80 is connected to the front-end board 10, the front-end module assembly 80 is first clamped onto the front-end module assembly assembly fixture. At this time, the first positioning member passes through the second fixture positioning hole 811 on the front-end module assembly 80, and then the first positioning member is inserted into the first fixture positioning hole 111. Simultaneously, the front-end module assembly 80 is brought into contact with the front-end mounting surface 115 to determine the assembly position of the front-end module assembly 80 along the second and third directions. When it is necessary to adjust the position of the front-end module assembly 80 along the first direction, it is only necessary to move the front-end module assembly assembly fixture along the first direction. During this process, the first positioning member moves along the first direction within the first fixture positioning hole 111, and the front-end module assembly fixture drives the front-end module assembly 80 to move together along the first direction, thereby allowing the position of the front-end module assembly 80 relative to the front-end board 10 to be adjusted along the first direction.

[0049] In existing technology, because the entire front end structure of the right longitudinal beam overlaps with the four sides of the right front longitudinal beam, the position of the front end plate of the right longitudinal beam cannot be adjusted simultaneously in multiple directions during assembly. Furthermore, during assembly, the right longitudinal beam front end side reinforcing plate, the right longitudinal beam front end upper reinforcing plate, the right longitudinal beam front end plate, and the right longitudinal beam front end lower reinforcing plate are first connected to the right front longitudinal beam to form a front longitudinal beam sub-assembly, and then connected to the right front frame connector and the right shock absorber tower to form the front longitudinal beam assembly. The front longitudinal beam assembly then undergoes multiple processes, such as welding, riveting, and drilling screw connection, to form the front engine compartment welded assembly. It is evident that the welding level of the entire right longitudinal beam front end plate is low, and the welding dimension chain is long. Therefore, when the front engine compartment welded assembly is completed, the dimensional accuracy of the right longitudinal beam front end plate is significantly reduced due to the cumulative error from multiple welding processes. It is evident that, due to the inability to adjust the position of the front end plate of the longitudinal beam simultaneously in multiple directions and the large cumulative welding error and poor precision, the front end module cannot be installed in the correct position. This makes it difficult to control the gaps between the bumper, headlights and front cover, and fenders installed on the front end module, as well as the surface differences of the exterior, thus failing to meet the requirements of high-quality automobiles in terms of appearance refinement.

[0050] In this embodiment of the invention, only two connecting flanges 12 arranged opposite to each other along the first direction in the front end plate 10 overlap with the front longitudinal beam 30. Along the second and third directions, the front end plate 10 and the front longitudinal beam 30 do not overlap. Furthermore, along the second direction, there is an adjustment gap between the front end plate 10 and the front end of the front longitudinal beam 30. Therefore, the position of the front end plate 10 relative to the front longitudinal beam 30 can be adjusted along the second and third directions, thereby allowing the position of the front end module assembly 80 connected to the front end plate 10 to be adjusted along the second and third directions. When the front end module assembly 80 is assembled, the first positioning member in the front end module assembly assembly fixture can move within the first fixture positioning hole 111 along the first direction, thereby allowing the front end module assembly assembly fixture to move smoothly along the first direction. This allows the front end module assembly 80 held by the front end module assembly assembly fixture to have an adjustment amount along the first direction, thereby realizing the adjustment of the position of the front end module assembly 80 along the first direction. In summary, in this embodiment of the invention, the position of the front-end module assembly 80 can be adjusted in the first direction, the second direction, and the third direction, thereby enabling arbitrary adjustment of the position of the front-end module assembly 80 to be adjusted to the correct position. This ensures that the gaps between the bumper, headlights, front cover, and fenders installed on the front-end module assembly 80 are uniform, and the surface differences of the exterior surfaces are uniform, thus ensuring the refinement of the front appearance of the car.

[0051] This longitudinal beam front end structure is applied to automobiles. It should be noted that the orientations of "front," "rear," "up," "down," "left," and "right" described in this embodiment of the invention are the same as the front, rear, up, down, left, and right orientations of an automobile. "Front" refers to the side where the front of the vehicle is located, "rear" refers to the side where the rear of the vehicle is located, "up" refers to the side where the roof of the vehicle is located, "down" refers to the side where the undercarriage of the vehicle is located, "left" refers to the side where the left wheel is located, and "right" refers to the side where the right wheel is located.

[0052] It should be noted that, Figure 1 and Figure 2 Only the front end structure of the longitudinal beam on one side is shown; the front end structure of the longitudinal beam on the other side is symmetrical to the front end structure of the longitudinal beam on the first side. Figure 1 and Figure 2 Specifically, the front end structure of the longitudinal beam on the left is shown.

[0053] Reference Figure 8 The front-end module assembly 80 includes a front-end module 81 and a collision beam assembly 82 connected to the front-end module 81. The front-end module 81 includes mounting studs 812, the number of which can be set according to actual needs, such as two, in which case the two mounting studs 812 are spaced apart along a first direction. The front-end module 81 is connected to the collision beam assembly 82 via the mounting studs 812. During connection, the mounting studs 812 pass through the collision beam assembly 82, and a nut is tightened at the free end of each mounting stud.

[0054] The collision beam assembly 82 includes multiple second mounting holes 821. The number of second mounting holes 821 is determined by the number of first mounting holes 114, specifically twice the number of first mounting holes 114 on a single front end plate 10. The front end plate 10 also has second welding nuts corresponding to the first mounting holes 114. When the front end module assembly 80 is connected to the front end plate 10, after the position of the front end module assembly 80 is determined, a third bolt is passed through the second mounting holes 821 and the first mounting holes 114 and screwed into the second welding nuts to complete the assembly of the front end module assembly 80.

[0055] During the assembly of the front panel 10 and the front module assembly 80, the position of the front module assembly 80 has been correctly adjusted. Therefore, after the bumper and headlights are directly assembled on the front module assembly 80, the gap between them and the front cover and fenders, as well as the surface difference of the appearance, will be effectively controlled, thus obtaining a front appearance of the car that meets the assembly tolerance.

[0056] The assembly sequence of the front end structure of the longitudinal beam is as follows: The front reinforcing member 40 is installed inside the front longitudinal beam 30; the front longitudinal beam 30 with the front reinforcing member 40 is assembled with the body body components to form a body-in-white; after assembling the fenders and front hood on the body-in-white, the front end plate 10 is installed at the front end of the front longitudinal beam 30 according to the positions of the fenders and front hood. The body body components include the front engine compartment welding sub-assembly 60, the side panel assembly, the floor assembly, and the roof assembly. After the previous welding assembly, the front engine compartment welding sub-assembly 60 is assembled with the front longitudinal beam 30 with the front reinforcing member 40 in the final process to form the front engine compartment assembly. Then, the front engine compartment assembly is welded with the side panel assembly, floor assembly, roof assembly, etc., to form the body-in-white.

[0057] Since the front panel 10 is connected to the front longitudinal beam 30 by multiple first bolts, welding equipment, riveting equipment, or flow drilling bolting equipment are not required. Therefore, the front panel 10 does not need to be assembled immediately after the front engine compartment assembly is completed. After the body-in-white welding is completed, and the fenders and front hood are assembled on the body-in-white adjustment line, the relative positional relationship between the front panel 10 and the fenders and front hood can be adjusted according to the assembly positions of the fenders and front hood by adjusting the position of the front panel assembly fixture. This ensures that the front panel 10's first fixture positioning hole 111, front mounting surface 115, and first mounting hole 114 are accurately positioned in the front-rear and vertical directions, and have high dimensional accuracy.

[0058] In the prior art, the welding level of the entire right longitudinal beam front end plate is low, and the welding dimension chain is long. Therefore, when the front engine compartment welding assembly is completed, the dimensional accuracy of the right longitudinal beam front end plate is greatly reduced due to the cumulative error from multiple welding processes. In the embodiment of the present invention, the assembly level of the front end plate 10 is high, the dimension chain is short, and the dimensional accuracy is good. Moreover, by adjusting the assembly position of the front end plate 10, the position of the front module assembly 80 can be adjusted, thereby ensuring the refinement of the front appearance of the vehicle.

[0059] Reference Figure 1 and Figure 2 The front end plate 10 is also provided with a third tooling positioning hole 113, which is used to cooperate with the positioning pin on the front end plate assembly tooling.

[0060] When the front module assembly 80 is assembled onto the front panel 10, it is only necessary to use the front module assembly assembly fixture through the first tooling positioning hole 111 to adjust the front module assembly 80 in the left and right directions, so that the front module assembly 80 can be assembled into the correct position, ensuring that the gaps between the bumper, headlight and front cover, and fender installed on the front module assembly 80 are uniform and the surface difference of the appearance is uniform.

[0061] When adjusting the relative position of the front panel 10 with the fender and front hood by adjusting the position of the front panel assembly fixture, first, the relative positions of the front panel assembly fixture in the front-rear direction and the up-down direction are accurately adjusted. Then, the front panel 10 is clamped and positioned on the front panel assembly fixture through the third fixture positioning hole 113 and the front mounting surface 115. Finally, the front panel 10 is connected to the front longitudinal beam 30 by multiple first bolts. This assembly method can ensure the accurate positioning of the first fixture positioning hole 111, the front mounting surface 115, and the first mounting hole 114 of the front panel 10, and achieve high dimensional accuracy.

[0062] Reference Figure 1 , Figure 3 and Figure 4 The connecting flange 12 has a first through hole 121 for the connector 20 to pass through, and the front longitudinal beam 30 has a second through hole 31 corresponding to the first through hole 121. The dimensions of the second through hole 31 along the second direction and the third direction are larger than the dimensions of the connector 20 along the second direction and the third direction, respectively. The third direction is perpendicular to both the first direction and the second direction.

[0063] Specifically, when the front end plate 10 is connected to the front longitudinal beam 30, the connector 20 passes through the first through hole 121 and the second through hole 31. Since the dimensions of the second through hole 31 along the second direction and the third direction are larger than the dimensions of the connector 20 along the second direction and the third direction, the connector 20 can still pass through the first through hole 121 and the second through hole 31 after the position of the front end plate 10 is adjusted along the second direction or the third direction.

[0064] The cross-sectional shape of the first through hole 121 is circular, and the cross-sectional shape of the second through hole 31 is also circular. Before the position of the front end plate 10 relative to the front longitudinal beam 30 is adjusted, the center of the first through hole 121 corresponds to the center of the second through hole 31. After the position of the front end plate 10 is adjusted along the second or third direction, there is a deviation between the center of the first through hole 121 and the center of the second through hole 31. However, because the size of the second through hole 31 is larger, the connector 20 can still pass smoothly through the second through hole 31 after passing through the first through hole 121.

[0065] In this embodiment of the invention, by setting the dimensions of the second through hole 31 along the second direction and the third direction to be larger than the dimensions of the connector 20 along the second direction and the third direction, it is possible to ensure that after the position of the front end plate 10 is adjusted along the second direction or the third direction, the connector 20 can still pass through the first through hole 121 and the second through hole 31, thereby ensuring the connection between the front end plate 10 and the front longitudinal beam 30.

[0066] The cross-sectional shape of the second through hole 31 is circular. The connector 20 includes a connecting rod portion for passing through the second through hole 31. The cross-sectional shape of the connecting rod portion is circular. The difference between the radius of the second through hole 31 and the radius of the connecting rod portion is a first difference value, which is equal to the value of the adjustment gap.

[0067] Specifically, the first difference is 2.5 mm to 3.5 mm, preferably 3 mm, and the radius of the connecting rod can be 4 mm. In this case, the radius of the second through hole 31 is 7 mm and the diameter is 14 mm. The diameter of the first through hole 121 on the connecting flange 12 with the first welding nut 15 can be 9 mm, and the diameter of the first through hole 121 on the other connecting flange 12 can be 12 mm. In this embodiment of the invention, when the position adjustment of the front end plate 10 is within the first difference, it can be ensured that the connector 20 can smoothly pass through the second through hole 31.

[0068] Reference Figure 2 The cross-sectional shape of the first tooling positioning hole 111 is oblong, and the cross-sectional shape of the first positioning element is circular. Along the first direction, the difference between the length of the first tooling positioning hole 111 and the diameter of the first positioning element is greater than or equal to twice the first difference.

[0069] Specifically, along the first direction, the difference between the length of the first tooling positioning hole 111 and the diameter of the first positioning member is taken as the second difference value. The second difference value is greater than or equal to twice the first difference value, and the second difference value can be 10 mm. Along the first direction, the length of the first tooling positioning hole 111 can be 25 mm. The diameter of the semi-circular edge at the end of the first tooling positioning hole 111 is 15 mm, and the diameter of the first positioning member is 15 mm. By setting the difference between the length of the first tooling positioning hole 111 and the diameter of the first positioning member to be greater than or equal to twice the first difference value, sufficient adjustment range of the front-end module assembly 80 in the first direction is ensured.

[0070] Reference Figures 1 to 3 The front end plate 10 also includes a main body plate 11 that connects two connecting flanges 12. The main body plate 11 is connected to the connecting flanges 12 through flange rounded corners 13, and the gap is adjusted to be the gap between the flange rounded corners 13 and the front end of the front longitudinal beam 30.

[0071] Specifically, the adjustment gap value is 2.5 mm to 3.5 mm, such as 2.5 mm, 2.8 mm, 3 mm, 3.1 mm, 3.3 mm, 3.5 mm, etc. The preferred adjustment gap value is 3 mm. Specifically, the adjustment gap value refers to the minimum distance between the flange radius 13 and the front end of the front longitudinal beam 30 along the second direction. The front end plate 10 can be formed by stamping high-strength steel plate. To prevent stamping cracks, the radius of the flange radius 13 can be set to 5 mm. The thickness of the high-strength steel plate can be 2 mm. In this embodiment of the invention, by setting the adjustment gap value to 2.5 mm to 3.5 mm, the front end plate 10 can be adjusted forward or backward relative to the front longitudinal beam 30 by 2.5 mm to 3.5 mm.

[0072] Reference Figures 3 to 5 The front reinforcing member 40 has a third through hole 41 corresponding to the second through hole 31, and the third through hole 41 is used for the connector 20 to pass through.

[0073] Specifically, connector 20 connects the front end plate 10, the front reinforcing member 40, and the front longitudinal beam 30 into a single unit. The number of third through holes 41 is equal to the number of second through holes 31, and both the number of second through holes 31 and the number of third through holes 41 can be three. The radius of the third through hole 41 is equal to the radius of the second through hole 31, both being 14mm, to ensure that the front end plate 10 has a 3mm upward, downward, forward, and backward adjustment range relative to the front longitudinal beam 30.

[0074] Reference Figure 2 and Figure 3 Along the second direction, there is a gap between the boss 112 and the front reinforcing member 40, and the value of the gap between the boss 112 and the front reinforcing member 40 is 2.5mm-3.5mm.

[0075] Specifically, the preferred value for the adjustment gap is 3mm. Because the 3mm adjustment gap exists between the rounded corner 13 of the front end plate 10 and the foremost point of the front longitudinal beam 30, the gap between the front mounting surface 115 and the front longitudinal beam 30 and the front reinforcing member 40 reaches 8mm. Excessive gap will cause the front end plate 10 to deform unstablely after a collision, preventing force from being transmitted to the front longitudinal beam 30. To solve this problem, a boss 112 is provided on the main plate portion 11 of the front end plate 10. Its purpose is to reduce the distance between the front end plate 10 and the front reinforcing member 40 to 3mm. After a collision, the boss 112 in the front end plate 10 can quickly deform and move backward to make frontal contact with the front reinforcing member 40, effectively transmitting force from the front reinforcing member 40 to the front longitudinal beam 30, and then to the front engine compartment cast aluminum part 62, and even the entire vehicle body, thus providing good collision safety for the front end structure of the longitudinal beam.

[0076] Reference Figure 2 and Figure 3The end of the connecting flange 12 away from the main body plate 11 is connected to a guide flange 14, which is inclined in the second direction. The guide flange 14 can guide the front end plate 10 to be smoothly assembled onto the front longitudinal beam 30.

[0077] Reference Figure 1 and Figure 2 The connector 20 is the first bolt, and a first weld nut 15 for screwing into the first bolt is provided on one of the connecting flanges 12.

[0078] Specifically, the first bolt is an M8 bolt. The number of first weld nuts 15 is equal to the number of first bolts. After the front end plate 10 is assembled onto the front longitudinal beam 30, multiple first bolts pass through the connecting flange 12 on the inner side of the front end plate 10, through the front longitudinal beam 30 and the front reinforcing member 40, and are tightened with the first weld nuts 15 on the outer connecting flange 12, thereby firmly fixing the front end plate 10 onto the front longitudinal beam 30, so that the front end plate 10, the front longitudinal beam 30 and the front reinforcing member 40 form an integral structure, thereby improving the collision safety of the front end structure of the longitudinal beam.

[0079] The front reinforcing member 40 has two side surfaces 42 arranged opposite to each other along the first direction. Each side surface 42 has a limiting recess 421. The front longitudinal beam 30 is provided with a limiting protrusion 32 that cooperates with the limiting recess 421.

[0080] Specifically, the limiting protrusion 32 protrudes towards the front reinforcing member 40. Two limiting recesses 421 can be provided on each side surface 42. The limiting protrusion 32 and the limiting recesses 421 cooperate to limit the front reinforcing member 40 on the front longitudinal beam 30. When the front reinforcing member 40 is assembled into the front longitudinal beam 30, a locating pin is first used to cooperate with the second through hole 31 and the third through hole 41 to position the front reinforcing member 40. After the front reinforcing member 40 is positioned, a press is used to press out the limiting protrusion 32 onto the front longitudinal beam 30. The position of the limiting protrusion 32 corresponds to the position of the limiting recesses 421, allowing the front reinforcing member 40 to be assembled into the front longitudinal beam 30.

[0081] The front longitudinal beam 30 has two inner surfaces 33 arranged opposite each other along a first direction. Along the first direction, there is an installation gap between the inner surfaces 33 of the front longitudinal beam 30 and the side surfaces 42 of the front reinforcing member 40. The value of the installation gap is less than or equal to 0.5 mm. Preferably, the value of the installation gap is 0.5 mm. This installation gap between the inner surfaces 33 of the front longitudinal beam 30 and the side surfaces 42 of the front reinforcing member 40 facilitates the smooth insertion of the front reinforcing member 40 into the front end of the front longitudinal beam 30. Furthermore, by setting the installation gap to be less than or equal to 0.5 mm, the cross-sectional area of ​​the front reinforcing member 40 is maximized, thereby increasing the contact area between the front reinforcing member 40 and the boss 112. Simultaneously, it prevents the front reinforcing member 40 from wobbling within the front longitudinal beam 30.

[0082] In summary, the embodiments of the present invention provide a longitudinal beam front-end structure with good collision safety performance and convenient adjustment of the position of the front-end module assembly. The longitudinal beam front-end structure provided by the embodiments of the present invention can not only meet the high collision safety performance requirements, but also allow for adjustment of the position of the mounting front-end plate 10 relative to the front longitudinal beam 30 in forward, backward, upward, and downward directions, and can also adjust the position of the front-end module assembly 80 relative to the front-end plate 10 in left and right directions. Furthermore, the assembly hierarchy is high, facilitating adjustments to the appearance of the front of the vehicle.

[0083] It is understood that the above examples are merely examples listed to better understand the technical solutions of the embodiments of the present invention, and are not intended to be the only limitation on the embodiments of the present invention.

[0084] Secondly, referring to Figure 6 and Figure 7 The present invention provides a forward engine compartment assembly, which includes a longitudinal beam front end structure as described in any of the first aspects above and a forward engine compartment welded sub-assembly 60 adjacent to the longitudinal beam front end structure. Because the forward engine compartment assembly includes the aforementioned longitudinal beam front end structure, it also possesses the beneficial effects of the aforementioned longitudinal beam front end structure.

[0085] The front end structure of the longitudinal beam includes the front longitudinal beam 30, and the front engine compartment welded sub-assembly 60 includes the front longitudinal beam end plate 61 and the front engine compartment cast aluminum part 62. An assembly interface is formed between the front longitudinal beam end plate 61 and the front engine compartment cast aluminum part 62, and the rear end of the front longitudinal beam 30 is threadedly connected in the assembly interface.

[0086] Specifically, after the preceding welding assembly, the forward engine compartment welding sub-assembly 60 forms an assembly interface between the forward longitudinal beam end plate 61 and the forward engine compartment cast aluminum part 62. During the assembly of the forward longitudinal beam 30, the rear end of the forward longitudinal beam 30 is inserted into the assembly interface, and then assembled using multiple second bolts 70 to form the forward engine compartment assembly. The forward reinforcing member 40, the forward longitudinal beam 30, and the rear reinforcing member 50 together constitute the forward longitudinal beam assembly. Because the forward longitudinal beam assembly is assembled in the final process of the forward engine compartment assembly, the cumulative welding error of the forward longitudinal beam assembly is greatly reduced, resulting in better dimensional accuracy for the second through hole 31 and the third through hole 41 in the forward longitudinal beam assembly, thus ensuring sufficient adjustment range for the front end plate 10 during assembly.

[0087] The rear end of the front longitudinal beam 30 is equipped with a rear reinforcement 50. The front longitudinal beam end plate 61, the front engine compartment cast aluminum part 62, the front longitudinal beam 30 and the rear reinforcement 50 are connected by multiple second bolts 70.

[0088] Specifically, a third welded nut is provided on the front longitudinal beam end plate 61. When the front longitudinal beam end plate 61, the front engine compartment cast aluminum part 62, the front longitudinal beam 30, and the rear reinforcement 50 are connected by multiple second bolts 70, the second bolts 70 pass through the front longitudinal beam 30 and the rear reinforcement 50 from the inside of the front engine compartment cast aluminum part 62 and are screwed onto the third welded nut on the front longitudinal beam end plate 61. The principle of assembling the rear reinforcement 50 within the front longitudinal beam 30 is the same as the principle of assembling the front reinforcement 40 within the front longitudinal beam 30. The rear reinforcement 50 strengthens the structural strength of the rear end of the front longitudinal beam 30.

[0089] The front nacelle assembly provided in this embodiment of the invention includes various structures of the longitudinal beam front end structure in any of the above embodiments. To avoid repetition, these will not be described again here.

[0090] Thirdly, the present invention provides an automobile that includes a front engine compartment assembly according to any one of the second aspects above.

[0091] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A longitudinal beam front end structure, characterized in that, It includes a front longitudinal beam (30) and a front end plate (10) connected to the front end of the front longitudinal beam (30). The front end plate (10) includes two oppositely arranged connecting flanges (12), which overlap with the two sides of the front longitudinal beam (30) along a first direction. The front longitudinal beam (30) is provided with a front reinforcing member (40) inside the front end. The front longitudinal beam (30), the front reinforcing member (40) and the two connecting flanges (12) are connected by multiple connectors (20). The front end plate (10) also includes a boss (112) protruding toward the front reinforcement (40). When a collision occurs, the force transmission path of the front end structure of the longitudinal beam is as follows: the boss (112) transmits the collision force from the front to the front reinforcement (40), and then through the front reinforcement (40) to the front longitudinal beam (30); the connecting flange (12) transmits the collision force from the side to the front longitudinal beam (30). Along the second direction, there is an adjustment gap between the front end plate (10) and the front end of the front longitudinal beam (30), and the second direction is perpendicular to the first direction; The front end plate (10) also includes an upper flange and a lower flange connected to the two connecting flanges (12). Along the third direction, the distance between the upper flange and the front longitudinal beam (30) and the distance between the lower flange and the front longitudinal beam (30) are both greater than the adjustment gap. The third direction is perpendicular to both the first direction and the second direction.

2. The longitudinal beam front end structure according to claim 1, characterized in that, The front-end plate (10) is used to connect the front-end module assembly (80); the front-end module assembly (80) is assembled on the front-end plate (10) by a front-end module assembly assembly fixture. The front-end plate (10) has a first fixture positioning hole (111). The first fixture positioning hole (111) cooperates with the first positioning component in the front-end module assembly assembly fixture when assembling the front-end module assembly (80). Along the first direction, the size of the first fixture positioning hole (111) is larger than the size of the first positioning component.

3. The longitudinal beam front end structure according to claim 1, characterized in that, The assembly sequence of the front end structure of the longitudinal beam is as follows: install the front reinforcing member (40) inside the front longitudinal beam (30); assemble the front longitudinal beam (30) with the front reinforcing member (40) and the body body components to form a body-in-white; after assembling the fender and front cover on the body-in-white, install the front end plate (10) at the front end of the front longitudinal beam (30) according to the position of the fender and front cover.

4. The longitudinal beam front end structure according to claim 1, characterized in that, The front reinforcing member (40) has two side surfaces (42) arranged opposite to each other along the first direction. Each side surface (42) has a limiting recess (421). The front longitudinal beam (30) has a limiting protrusion (32) that cooperates with the limiting recess (421).

5. The longitudinal beam front end structure according to claim 4, characterized in that, The front longitudinal beam (30) has two inner side surfaces (33) arranged opposite to each other along the first direction. Along the first direction, there is an installation gap between the inner side surface (33) on the front longitudinal beam (30) and the side surface (42) on the front reinforcing member (40), the value of which is less than or equal to 0.5 mm.

6. The longitudinal beam front end structure according to claim 2, characterized in that, The connecting flange (12) has a first through hole (121) for the connector (20) to pass through, and the front longitudinal beam (30) has a second through hole (31) corresponding to the first through hole (121). The dimensions of the second through hole (31) along the second direction and the third direction are respectively larger than the dimensions of the connector (20) along the second direction and the third direction.

7. The longitudinal beam front end structure according to claim 2, characterized in that, Along the second direction, there is a gap between the boss (112) and the front reinforcement (40), and the value of the gap between the boss (112) and the front reinforcement (40) is 2.5mm-3.5mm.

8. The longitudinal beam front end structure according to claim 6, characterized in that, The cross-sectional shape of the second through hole (31) is circular. The connector (20) includes a connecting rod portion for passing through the second through hole (31). The cross-sectional shape of the connecting rod portion is circular. The difference between the radius of the second through hole (31) and the radius of the connecting rod portion is a first difference value, which is equal to the value of the adjustment gap.

9. The longitudinal beam front end structure according to claim 2, characterized in that, The cross-sectional shape of the first tooling positioning hole (111) is oblong, and the cross-sectional shape of the first positioning member is circular. Along the first direction, the difference between the length of the first tooling positioning hole (111) and the diameter of the first positioning member is greater than or equal to twice the first difference.

10. The longitudinal beam front end structure according to claim 2, characterized in that, The front end plate (10) also includes a main body plate (11) that connects the two connecting flanges (12). The main body plate (11) is connected to the connecting flanges (12) through flange fillets (13). The adjustment gap is the gap between the flange fillets (13) and the front end of the front longitudinal beam (30).

11. The longitudinal beam front end structure according to claim 10, characterized in that, The end of the connecting flange (12) away from the main body plate (11) is connected to a guide flange (14), and the guide flange (14) is inclined along the second direction.

12. The longitudinal beam front end structure according to claim 1, characterized in that, The connector (20) is a first bolt, and one of the connecting flanges (12) is provided with a first welding nut (15) for screwing into the first bolt.

13. A forward engine compartment assembly, characterized in that, Includes the longitudinal beam front end structure as described in any one of claims 1 to 11 and the forward engine compartment welded sub-assembly (60) connected to the longitudinal beam front end structure.

14. The forward nacelle assembly according to claim 13, characterized in that, The longitudinal beam front end structure includes a front longitudinal beam (30), and the front engine compartment welded sub-assembly (60) includes a front longitudinal beam end plate (61) and a front engine compartment cast aluminum part (62). An assembly interface is formed between the front longitudinal beam end plate (61) and the front engine compartment cast aluminum part (62), and the rear end of the front longitudinal beam (30) is threadedly connected to the assembly interface. The rear end of the front longitudinal beam (30) is provided with a rear reinforcement (50), and the front longitudinal beam sealing plate (61), the front engine compartment cast aluminum part (62), the front longitudinal beam (30) and the rear reinforcement (50) are connected by a plurality of second bolts (70).

15. A car, characterized in that, Includes the forward nacelle assembly as described in claim 13 or 14.

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