Automobile front end assembly and automobile

Abstract

The application provides an automobile front end assembly and an automobile, and relates to the technical field of automobile parts, and the automobile front end assembly comprises a front longitudinal beam, a headlamp support and an upper longitudinal beam, the headlamp support comprises a longitudinal support, one end of the longitudinal support is connected with the front longitudinal beam, the other end of the longitudinal support is connected with the upper longitudinal beam, the longitudinal support comprises a plurality of longitudinal arms arranged in sequence, one end of each of the plurality of longitudinal arms is connected with the front longitudinal beam, and the other end of each of the plurality of longitudinal arms is connected with the upper longitudinal beam. The automobile front end structure is higher in reliability and safety, and can prevent the front longitudinal beam from collapsing seriously, reduce the intrusion into the passenger compartment and improve the safety of the passenger compartment.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and more specifically, to a front-end assembly and an automobile. Background Technology

[0002] Durability, reliability, and safety are the most fundamental performance characteristics of a car. The design of the front-end assembly directly determines the vehicle's frontal collision safety and its overall strength, durability, and reliability. A reliable and safe front-end assembly is essential to ensure the safety of the occupants. Current front-end assemblies contain numerous components, but their interrelationships are weak. For example, the headlight mounting bracket primarily provides a mounting point for the headlights, with a single function. In a high-speed frontal collision or when a car is towed, the front bumper beam, the foremost component in the front-end structure, bears the load first. The load is then transferred to the front longitudinal beams, which are prone to significant longitudinal collapse due to the high stress, resulting in severe damage and endangering the passenger compartment. Summary of the Invention

[0003] The present invention aims to improve the reliability and safety of the front-end structure of automobiles.

[0004] To address the aforementioned problems, the present invention provides a front-end assembly for automobiles, including a front longitudinal beam, a headlight bracket, and an upper longitudinal beam. The headlight bracket includes a longitudinal support, one end of which is connected to the front longitudinal beam, and the other end of which is connected to the upper longitudinal beam. The longitudinal support includes a plurality of longitudinal arms arranged sequentially, one end of which is connected to the front longitudinal beam, and the other end of which is connected to the upper longitudinal beam.

[0005] The present invention provides an automotive front-end assembly that, compared with the prior art, has, but is not limited to, the following technical effects:

[0006] In this vehicle front-end assembly, the headlight bracket not only provides mounting points for the headlights, but also includes a longitudinal bracket. Since one end of the longitudinal bracket, for example, the front end, is connected to the front longitudinal beam, and the other end, for example, the rear end, is connected to the upper longitudinal beam, the longitudinal bracket can act as a force transmission structure to indirectly connect the front longitudinal beam and the upper longitudinal beam. In this way, when the front anti-collision beam is under severe stress, the load transmitted from the front anti-collision beam to the front longitudinal beam can be distributed to the upper longitudinal beam and the front shock absorber tower at the upper longitudinal beam through the longitudinal bracket. This can reduce the amount of collapse of the front longitudinal beam, thereby preventing severe damage to the front structure of the vehicle. The reliability and safety of the front structure of the vehicle are higher. At the same time, since it can prevent severe collapse of the front longitudinal beam, it will also reduce the intrusion into the passenger compartment, improving the safety of the passenger compartment. Moreover, the longitudinal support includes multiple longitudinal arms arranged in sequence. One end of each longitudinal arm, such as the front end, is connected to the front longitudinal beam, and the other end of each longitudinal arm, such as the rear end, is connected to the upper longitudinal beam. In this way, during the force transmission process, the load of the front longitudinal beam can be transferred to the upper longitudinal beam by the multiple longitudinal arms. That is, the multiple longitudinal arms can serve as multiple force transmission paths, which can prevent local stress concentration in the longitudinal support and even the headlight support, resulting in better force transmission effect, durability, and reliability.

[0007] Furthermore, the headlight bracket also includes a column and a connecting arm. The column is mounted on the front longitudinal beam, and the column is connected to the longitudinal bracket through the connecting arm.

[0008] Furthermore, multiple connecting arms are provided, with one end of each connecting arm connected to a different position of the column, and the other end of each connecting arm connected to a different longitudinal position of the longitudinal support.

[0009] Furthermore, the front longitudinal beam includes a front longitudinal beam body and a longitudinal beam upper support. One end of the longitudinal beam upper support is connected to the front longitudinal beam body, and the other end of the longitudinal beam upper support is connected to the end of the longitudinal support away from the upper longitudinal beam. One end of the column is connected to the end of the longitudinal beam upper support away from the longitudinal support or / and the front longitudinal beam body.

[0010] Furthermore, the longitudinal support includes two longitudinal arms, namely a first longitudinal arm and a second longitudinal arm arranged side by side. The longitudinal support also includes a transverse arm, one end of the first longitudinal arm is connected to the front longitudinal beam, and the first longitudinal arm and the second longitudinal arm are connected by the transverse arm.

[0011] Furthermore, the longitudinal support includes three horizontal arms, namely a first horizontal arm, a second horizontal arm, and a third horizontal arm. One end of the first longitudinal arm and the second longitudinal arm are connected by the third horizontal arm, the other end of the first longitudinal arm and the second longitudinal arm are connected by the first horizontal arm, and the middle part of the first longitudinal arm and the second longitudinal arm is connected by the second horizontal arm.

[0012] Furthermore, the vehicle front-end assembly also includes a bridging beam and a front shock absorber tower. One end of the front shock absorber tower is connected to the upper longitudinal beam, and the other end of the front shock absorber tower is connected to one end of the bridging beam. The other end of the bridging beam is connected to the headlight bracket. The headlight bracket, the upper longitudinal beam, the front shock absorber tower, and the bridging beam constitute a first closed-loop structure.

[0013] Furthermore, the front shock absorber tower includes a first shock absorber tower reinforcement member and a second shock absorber tower reinforcement member arranged at an angle. One end of the first shock absorber tower reinforcement member is connected to the upper longitudinal beam, and the other end of the first shock absorber tower reinforcement member is connected to the bridging beam and the second shock absorber tower reinforcement member respectively. The end of the second shock absorber tower reinforcement member away from the first shock absorber tower reinforcement member is connected to the front longitudinal beam. The headlight bracket, the upper longitudinal beam, the first shock absorber tower reinforcement member, and the bridging beam constitute the first closed-loop structure, and the second shock absorber tower reinforcement member, the bridging beam, the headlight bracket, and the front longitudinal beam constitute the second closed-loop structure.

[0014] Furthermore, the headlight bracket is an integral injection-molded structure; and / or, the headlight bracket has an internal cavity, at least one side of the cavity is open, and the cavity has reinforcing ribs.

[0015] The present invention also provides an automobile, including the automobile front-end assembly as described above.

[0016] Since the technological improvements and effects of the vehicle are the same as those of the vehicle's front-end assembly, the vehicle will not be described in detail again. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the automotive front-end assembly according to an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of the headlight bracket from one perspective according to an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of the headlight bracket from another perspective according to an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of the structure of the automotive front-end assembly from another perspective of an embodiment of the present invention.

[0021] Explanation of reference numerals in the attached figures:

[0022] 1. Front longitudinal beam; 11. Front longitudinal beam body; 12. Upper bracket of longitudinal beam; 2. Headlight bracket; 21. Column; 22. Longitudinal bracket; 221. First longitudinal arm; 222. Second longitudinal arm; 223. First transverse arm; 224. Second transverse arm; 225. Third transverse arm; 23. Connecting arm; 24. Reinforcing rib; 25. Protruding column; 261. First connecting hole; 262. Second connecting hole; 263. Third connecting hole; 264. Fourth connecting hole; 265. Fifth connecting hole; 266. Sixth connecting hole; 271. First protrusion; 3. Upper longitudinal beam; 4. Bridging beam; 5. Front shock absorber tower; 51. First reinforcing member of shock absorber tower; 52. Second reinforcing member of shock absorber tower; 6. Upper transverse beam; 7. Front anti-collision transverse beam. Detailed Implementation

[0023] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0024] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fitting" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] In the description of this invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0026] Furthermore, in the attached diagram, the X-axis represents the longitudinal direction, that is, the front-to-back direction of the car, with the positive direction of the X-axis representing the front and the negative direction representing the rear; the Y-axis represents the lateral direction, that is, the left-to-right direction of the car, with the positive direction of the Y-axis representing the left and the negative direction representing the right; and the Z-axis represents the vertical direction, that is, the up-down direction of the car, with the positive direction of the Z-axis representing the up and the negative direction representing the down.

[0027] It should also be noted that the aforementioned X-axis, Y-axis and Z-axis are used only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0028] See Figure 1 and Figure 4 An embodiment of the present invention provides a front end assembly for an automobile, including a front longitudinal beam 1, a headlight bracket 2, and an upper longitudinal beam 3. The headlight bracket 2 includes a longitudinal support 22, one end of which is connected to the front longitudinal beam 1, and the other end of which is connected to the upper longitudinal beam 3. The longitudinal support 22 includes a plurality of longitudinal arms arranged in sequence, one end of which is connected to the front longitudinal beam 1, and the other end of which is connected to the upper longitudinal beam 3.

[0029] It should be noted that the upper longitudinal beam 3 can also be called a "shotgun" in this field. A shotgun is the longitudinal beam on a car that mounts the front fender, located on the outermost side of the engine compartment.

[0030] In this embodiment, the headlight bracket 2 in the front end assembly of the vehicle not only provides a mounting point for the headlight, but also includes a longitudinal bracket. Since one end of the longitudinal bracket, for example, the front end, is connected to the front longitudinal beam 1, and the other end of the longitudinal bracket, for example, the rear end, is connected to the upper longitudinal beam 3, the longitudinal bracket 22 can serve as a force transmission structure to indirectly connect the front longitudinal beam 1 and the upper longitudinal beam 3. Thus, when the front anti-collision beam 7 is under severe stress, the load transmitted from the front anti-collision beam 7 to the front longitudinal beam 1 can be transmitted and distributed to the upper longitudinal beam 3 and the front shock absorber tower 5 at the upper longitudinal beam 3 through the longitudinal bracket 22. This can reduce the amount of collapse of the front longitudinal beam 1, thereby preventing severe damage to the front end structure of the vehicle. The reliability and safety of the front end structure of the vehicle are higher. At the same time, since it can prevent severe collapse of the front longitudinal beam 1, it will also reduce the intrusion into the passenger compartment and improve the safety of the passenger compartment.

[0031] Moreover, the longitudinal support includes multiple longitudinal arms arranged in sequence. One end of each longitudinal arm, such as the front end, is connected to the front longitudinal beam, and the other end of each longitudinal arm, such as the rear end, is connected to the upper longitudinal beam. In this way, during the force transmission process, the load of the front longitudinal beam can be transferred to the upper longitudinal beam by the multiple longitudinal arms. That is, the multiple longitudinal arms can serve as multiple force transmission paths, which can prevent local stress concentration in the longitudinal support and even the headlight support, resulting in better force transmission effect, durability, and reliability.

[0032] Among them, see Figure 1 and Figure 4 Specifically, the rear end of the longitudinal support can be connected to the front end of the upper longitudinal beam, and the front end of the longitudinal support, which is inclined downwards, is connected to the front longitudinal beam 1.

[0033] See Figure 1-2 and Figure 4Optionally, the headlight bracket 2 further includes a column 21 and a connecting arm 23. The column 21 is mounted on the front longitudinal beam 1, and the column 21 is connected to the longitudinal bracket 22 through the connecting arm 23.

[0034] In this embodiment, specifically, since the upper longitudinal beam 3 is located at the outermost edge of the cabin, and the front longitudinal beam 1 has a distance to the outermost edge of the cabin along the transverse direction, that is to say, the front longitudinal beam 1 is not only located below the upper longitudinal beam 3, but also on the inner side. Figure 1 Taking the front longitudinal beam 1 as an example, the left front longitudinal beam 1 is located to the lower right of the left upper longitudinal beam 3, and the right front longitudinal beam 1 is located to the lower left of the right upper longitudinal beam 3. Therefore, the rear end of the longitudinal support 22 can be connected to the front end of the upper longitudinal beam 3, the front end of the longitudinal support 22 is inclined downward and connected to the front longitudinal beam 1, and the bottom end of the column 21 is connected to the front longitudinal beam 1 to realize that the column 21 is installed on the front longitudinal beam 1, while the longitudinal support 22 located outside the front longitudinal beam 1 is connected to the column 21 through the connecting arm 23.

[0035] Optionally, multiple connecting arms 23 are provided. One end of each connecting arm 23 is connected to a different position on the column 21, and the other end of each connecting arm 23 is connected to a different longitudinal position on the longitudinal support 22. That is, one end of each connecting arm 23 is connected to a different height position on the column 21, and the other end of each connecting arm 23 is connected to a different longitudinal position on the longitudinal support 22. For example, if two connecting arms 23 are provided, during load transfer, the load can be transferred and distributed to the longitudinal support 22 through these two connecting arms 23, further increasing the load transfer path, avoiding stress concentration in a single connecting arm 23, further improving the durability of the headlight bracket 2 and even the entire front end assembly of the vehicle, and also further improving the rigidity and strength of the headlight bracket 2 and even the entire front end assembly of the vehicle.

[0036] The connecting arm 23 can be a straight structure or an L-shaped arm, thus allowing for a larger arrangement space for the headlights.

[0037] See Figure 1 Optionally, the front longitudinal beam 1 includes a front longitudinal beam body 11 and a longitudinal beam upper support 12. One end of the longitudinal beam upper support 12 is connected to the front longitudinal beam body 11, and the other end of the longitudinal beam upper support 12 is connected to the end of the longitudinal support 22 away from the upper longitudinal beam 3. One end of the column 21 is connected to the end of the longitudinal beam upper support 12 away from the longitudinal support 22 or / and the front longitudinal beam body 11.

[0038] In this embodiment, one transverse end of the longitudinal upper bracket 12 is connected to the front longitudinal beam body 11. The bottom end of the column 21 is specifically installed on one transverse end of the longitudinal upper bracket 12 and / or the front longitudinal beam body 11. The other transverse end of the longitudinal upper bracket 12 is connected to the front end of the longitudinal bracket 22. After the front longitudinal beam 1 receives the load of the front anti-collision crossbeam 7, the load can be sequentially transferred and distributed to the upper longitudinal beam 3 and the front shock absorber tower 5 via the longitudinal upper bracket 12 and the longitudinal bracket 22. The load can also be sequentially transferred and distributed to the upper longitudinal beam 3 and the front shock absorber tower 5 via the column 21, the connecting arm 23, and the longitudinal bracket 22. With multiple load transfer paths, stress concentration on a single component can be avoided, further improving durability.

[0039] See Figure 1 and Figure 2 Optionally, the longitudinal support 22 includes two longitudinal arms, namely a first longitudinal arm 221 and a second longitudinal arm 222 arranged in parallel. The longitudinal support 22 also includes a transverse arm. One end of the first longitudinal arm 221 is connected to the front longitudinal beam 1, and the first longitudinal arm 221 and the second longitudinal arm 222 are connected by the transverse arm.

[0040] In this embodiment, the front end of the first longitudinal arm 221 is connected to the front longitudinal beam 1. Specifically, the front end of the first longitudinal arm 221 is connected to the front longitudinal beam body 11 through the upper bracket 12 of the longitudinal beam. Specifically, the first longitudinal arm 221 is connected to the column 21 through the connecting arm 23. The front end of the first longitudinal arm 221 is connected to the front longitudinal beam 1. The first longitudinal arm 221 and the second longitudinal arm 222 are connected by a cross arm.

[0041] See Figure 1 and Figure 2 Optionally, the longitudinal support 22 has three horizontal arms, namely a first horizontal arm 223, a second horizontal arm 224, and a third horizontal arm 225. One end of the first longitudinal arm 221 and the second longitudinal arm 222 are connected by the third horizontal arm 225, the other end of the first longitudinal arm 221 and the second longitudinal arm 222 are connected by the first horizontal arm 223, and the middle part of the first longitudinal arm 221 and the second longitudinal arm 222 is connected by the second horizontal arm 224.

[0042] In this embodiment, the rear ends of the first longitudinal arm 221 and the second longitudinal arm 222 are connected by the first transverse arm 223, the middle parts are connected by the second transverse arm 224, and the front ends are connected by the third transverse arm 225. A total of three transverse arms connect the first longitudinal arm 221 and the second longitudinal arm 222, greatly enhancing the strength and rigidity of the longitudinal support 22 and even the entire headlight bracket 2. Furthermore, a portion of the load transmitted from the upper support 12 of the longitudinal beam to the front end of the first longitudinal arm can be transferred from the third transverse arm 225 to the second longitudinal arm, thus avoiding stress concentration in a single longitudinal arm. When the load is transmitted to the longitudinal support 22 via the connecting arm 23, and when the load is transmitted to the longitudinal support 22 via the upper support 12 of the longitudinal beam, it can be distributed to each longitudinal arm and each transverse arm, further reducing local stress concentration in the headlight bracket 2 and improving durability.

[0043] In addition, an opening is formed between the first longitudinal arm 221, the second longitudinal arm 222, the first transverse arm 223, and the second transverse arm 224, and an opening is also formed between the first longitudinal arm 221, the second longitudinal arm 222, the second transverse arm 224, and the third transverse arm 225, so that the operator's hands can pass smoothly when repairing the headlights, improving the operability and convenience of maintenance.

[0044] To reduce the weight of the headlight bracket 2 while ensuring its rigidity and strength, the longitudinal bracket 22 of the headlight bracket 2 includes two longitudinal arms, namely, the first longitudinal arm 221 and the second longitudinal arm 222, and also includes a first transverse arm 223. The first transverse arm 223 connects the rear ends of the first longitudinal arm 221 and the second longitudinal arm 222 together, and the first transverse arm 223 also provides a mounting point for the front end of the upper longitudinal beam 3. That is, the longitudinal bracket 22 can be connected to the front end of the upper longitudinal beam 3 through the first transverse arm 223.

[0045] See Figure 1-4 Optionally, the front-end structure assembly of the vehicle also includes a bridging beam 4 and a front shock absorber tower 5. One end of the front shock absorber tower 5 is connected to the upper longitudinal beam 3, and the other end of the front shock absorber tower 5 is connected to one end of the bridging beam 4. The other end of the bridging beam 4 is connected to the headlight bracket 2. The headlight bracket 2, the upper longitudinal beam 3, the front shock absorber tower 5, and the bridging beam 4 constitute a first closed-loop structure.

[0046] In this embodiment, the end of the bridging beam 4 furthest from the shock absorber tower 5 is connected to the headlight bracket 2. Specifically, the front end of the bridging beam 4 is connected to the top of the pillar 21, the rear end of the bridging beam 4 is connected to the front shock absorber tower 5, one lateral end of the front shock absorber tower 5 is connected to the upper longitudinal beam 3, and the other lateral end of the front shock absorber tower 5 is connected to the rear end of the bridging beam 4. Thus, the load transmitted from the front anti-collision beam 7 to the front longitudinal beam 1 can also be transmitted through the headlight bracket 2 to the bridging beam 4 and the front shock absorber tower 5, further improving the reliability and safety of the vehicle's front-end structure and the safety of the passenger compartment. Furthermore, the presence of the bridging beam 4 and the front shock absorber tower 5 creates a first closed-loop structure consisting of the headlight bracket 2, the upper longitudinal beam 3, the front shock absorber tower 5, and the bridging beam 4. This first closed-loop structure provides better support for the front longitudinal beam 1, with higher stiffness and strength, further improving the reliability and safety of the vehicle's front-end structure.

[0047] In addition, due to the presence of the bridging beam 4, the bridging beam 4 and the headlight bracket 2 can serve as two force transmission paths for the load on the front longitudinal beam 1, which can prevent stress concentration in the headlight bracket 2 or the bridging beam 4 during load transmission, thus improving durability.

[0048] In particular, when the front bumper beam 7 is subjected to severe stress, it can be in the case of a car being towed. Specifically, the front bumper beam 7 is typically equipped with a tow hook. When a tow truck pulls a car using the tow hook, the direction and magnitude of the force on the front of the car changes in real time depending on road conditions, the tow truck's direction of travel, and its speed, resulting in a high load. The front-end structure of this embodiment can prevent damage or fatigue failure of local structures due to high loads, improving the durability, reliability, and service life of the front-end structure and avoiding property damage for customers. On the other hand, a high-speed frontal collision is also a time when the front bumper beam 7 is subjected to severe stress. This front-end structure can reduce or even prevent the collapse of the front longitudinal beam 1, reducing intrusion into the front passenger compartment and improving the overall frontal collision safety performance of the vehicle.

[0049] For example, when a car is towed by a trailer, the direction of force on the front of the car may change in real time depending on the working conditions. That is, the direction of force on the front of the car may not be strictly in the X-axis direction, but may be in the X, Y, and Z directions. The closed-loop structure in the front end assembly of the car in this embodiment can effectively support the front longitudinal beam 1. It can provide support regardless of the direction of the load, and has good stiffness and strength performance.

[0050] It should be noted that existing headlight brackets are typically designed to be welded together from 5-6 sheet metal parts. This results in a large number of components, significant weight, complex manufacturing processes, and high production costs, making it difficult to meet the requirements for lightweight vehicle bodies. Furthermore, it is difficult to stamp complex reinforcing structures onto sheet metal parts, and the sheet metal parts themselves are relatively thin, leading to less than ideal rigidity and strength of existing headlight brackets. However, since the primary function of existing headlight brackets is to provide mounting points for the headlights, there are not excessive requirements for their own rigidity and strength.

[0051] In this embodiment, the headlight bracket 2 can be a one-piece injection-molded structure, which has high integration, saves the number of parts, eliminates the need for welding assembly, simplifies the production process, and is lightweight, resulting in significant weight reduction and excellent economic benefits. Furthermore, since the headlight bracket 2 in this embodiment is a one-piece injection-molded structure, during injection molding, the headlight bracket 2 can have an internal cavity, with at least one side of the cavity open, and reinforcing ribs 24 (such as...) are provided within the cavity. Figure 3 As shown in the figure, the headlight bracket 2 itself can achieve high rigidity and strength, which further improves the reliability, safety and durability of the front structure of the car.

[0052] See Figure 1 and Figure 4 Optionally, the front shock absorber tower 5 includes a first shock absorber tower reinforcement 51 and a second shock absorber tower reinforcement 52 arranged at an angle. One end of the first shock absorber tower reinforcement 51 is connected to the upper longitudinal beam 3, and the other end of the first shock absorber tower reinforcement 51 is connected to the bridging beam 4 and the second shock absorber tower reinforcement 52 respectively. The end of the second shock absorber tower reinforcement 52 away from the first shock absorber tower reinforcement 51 is connected to the front longitudinal beam 1. The headlight bracket 2, the upper longitudinal beam 3, the first shock absorber tower reinforcement 51, and the bridging beam 4 constitute the first closed-loop structure, and the second shock absorber tower reinforcement 52, the bridging beam 4, the headlight bracket 2, and the front longitudinal beam 1 constitute the second closed-loop structure.

[0053] Among them, the first reinforcing member 51 of the shock absorber tower can be parallel to the XY plane, or it can be as follows: Figure 1 As shown, it forms a small angle with the XY plane. As long as the first reinforcing member 51 of the shock absorber tower has a certain size in the Y-axis direction, it can be used to install the shock absorber (not shown in the figure).

[0054] In this embodiment, specifically, one lateral end of the first reinforcing member 51 of the shock absorber tower is connected to the upper longitudinal beam 3, and the other lateral end of the first reinforcing member 51 of the shock absorber tower is connected to the rear end of the bridging beam 4 and the top end of the second reinforcing member 52 of the shock absorber tower, while the bottom end of the second reinforcing member 52 of the shock absorber tower is connected to the front longitudinal beam 1. The headlight bracket 2, the upper longitudinal beam 3, the first reinforcing member 51 of the shock absorber tower, and the bridging beam 4 constitute the aforementioned first closed-loop structure, while the second reinforcing member 52 of the shock absorber tower, the bridging beam 4, the headlight bracket 2 (specifically, the column 21), and the front longitudinal beam 1 constitute the second closed-loop structure. Furthermore, the headlight bracket 2, the upper longitudinal beam 3, the front shock absorber tower 5, and the front longitudinal beam 1 can also constitute a third closed-loop structure. The existence of these closed-loop structures can more effectively support the front longitudinal beam 1, providing support regardless of loads in the X / Y / Z directions, resulting in better stiffness and strength performance.

[0055] See Figure 1 Specifically, the front end assembly of the vehicle also includes an upper crossbeam 6, the end of which is connected to the end of the headlight bracket 2 away from the front longitudinal beam 1, that is, the lateral end of the upper crossbeam 6 is connected to the top of the headlight bracket 2 (specifically the top of the column 21).

[0056] In this embodiment, the top of the column 21 also supports and connects to the lateral end of the upper crossbeam 6. Specifically, the two lateral ends of the upper crossbeam 6 are respectively connected to the columns 21 of the two headlight brackets 2. Thus, the aforementioned closed-loop structures can not only provide effective support for the front longitudinal beam 1, but also provide effective support for the upper crossbeam 6, especially providing Z-direction support for the upper crossbeam 6. The vertical stiffness of the upper crossbeam 6 and even the entire front end assembly of the vehicle is higher, and the Z-direction deformation is smaller when under load.

[0057] In addition, the upper crossbeam 6, the headlight brackets 2 at both ends, and the front anti-collision crossbeam 7 can also form a fourth closed-loop structure, which will further improve the reliability, installability, and durability of the front end assembly of the vehicle.

[0058] Specifically, see Figure 2 and Figure 3The top surface of column 21 is provided with a first connecting hole 261, which can be used to connect and fix it to the end of the upper crossbeam 6 with bolts; the bottom surface of column 21 is provided with a second connecting hole 262, which can be used to connect and fix it to one end of the upper bracket 12 of the longitudinal beam with bolts; the rear side of the top surface of column 21 is provided with a third connecting hole 263, which can be used to connect and fix it to the front end of the bridging beam 4 with bolts; the front end of the first longitudinal arm 221 protrudes with a first protrusion, and the first protrusion is provided with a vertical fourth connecting hole 264, which can be used to connect and fix it to the end of the upper crossbeam 6 with bolts. The first horizontal arm 223 is provided with a fifth connecting hole 265 at the top, which can be used to connect and fix the upper longitudinal beam 3 to the front end of the upper longitudinal beam 3 with bolts; the first horizontal arm 223 is also provided with a sixth mounting hole 266 at the top, and the column 21 is also provided with a sixth connecting hole 266 at the top. The second longitudinal arm 222 is provided with a second protrusion near the middle, and the second protrusion is also provided with a sixth connecting hole 266, so that the headlights can be installed by bolts through the sixth connecting holes 266 at various positions.

[0059] Specifically, a first protrusion 271 is also provided on the second crossarm 224. The first protrusion 271 is provided with a longitudinal seventh connecting hole. After the wire harness passes through the aforementioned opening, the clip on the wire harness can be engaged into the seventh connecting hole to fix the wire harness and prevent it from shaking. A protruding post 25 is also provided at the top of the column 21. In addition to reinforcing the column 21, the protruding post 25 is also used to cooperate with the front hood buffer block to support the front hood.

[0060] Another embodiment of the present invention provides an automobile, including the automobile front-end assembly as described above.

[0061] Since the technological improvements and effects of the vehicle are the same as those of the vehicle's front-end assembly, the vehicle will not be described in detail again.

[0062] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" and "second" may explicitly or implicitly include at least one of those features.

[0063] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A front-end assembly for automobiles, characterized in that, It includes a front longitudinal beam (1), a front headlight bracket (2) and an upper longitudinal beam (3). The front headlight bracket (2) includes a longitudinal bracket (22). One end of the longitudinal bracket (22) is connected to the front longitudinal beam (1), and the other end of the longitudinal bracket (22) is connected to the upper longitudinal beam (3). The longitudinal bracket (22) includes a plurality of longitudinal arms arranged in sequence. One end of the plurality of longitudinal arms is connected to the front longitudinal beam (1) respectively, and the other end of the plurality of longitudinal arms is connected to the upper longitudinal beam (3) respectively. It also includes a bridging beam (4) and a front shock absorber tower (5), one end of which is connected to the upper longitudinal beam (3), the other end of which is connected to one end of the bridging beam (4), and the other end of which is connected to the headlight bracket (2). The headlight bracket (2), the upper longitudinal beam (3), the front shock absorber tower (5), and the bridging beam (4) constitute a first closed-loop structure. The front shock absorber tower (5) includes a first shock absorber tower reinforcement member (51) and a second shock absorber tower reinforcement member (52) arranged at an angle. One end of the first shock absorber tower reinforcement member (51) is connected to the upper longitudinal beam (3), and the other end of the first shock absorber tower reinforcement member (51) is connected to the bridging beam (4) and the second shock absorber tower reinforcement member (52) respectively. The end of the second shock absorber tower reinforcement member (52) away from the first shock absorber tower reinforcement member (51) is connected to the front longitudinal beam (1). The headlight bracket (2), the upper longitudinal beam (3), the first shock absorber tower reinforcement member (51) and the bridging beam (4) constitute the first closed-loop structure, and the second shock absorber tower reinforcement member (52), the bridging beam (4), the headlight bracket (2) and the front longitudinal beam (1) constitute the second closed-loop structure.

2. The automotive front-end assembly according to claim 1, characterized in that, The headlight bracket (2) also includes a column (21) and a connecting arm (23). The column is mounted on the front longitudinal beam (1), and the column (21) is connected to the longitudinal bracket (22) through the connecting arm (23).

3. The automotive front-end assembly according to claim 2, characterized in that, The connecting arms are provided in multiple ways. One end of each connecting arm (23) is connected to a different position of the column (21), and the other end of each connecting arm (23) is connected to a different longitudinal position of the longitudinal support (22).

4. The automotive front-end assembly according to claim 2, characterized in that, The front longitudinal beam (1) includes a front longitudinal beam body (11) and a longitudinal beam upper support (12). One end of the longitudinal beam upper support (12) is connected to the front longitudinal beam body (11), and the other end of the longitudinal beam upper support (12) is connected to the end of the longitudinal support (22) away from the upper longitudinal beam (3). One end of the column (21) is connected to the end of the longitudinal beam upper support (12) away from the longitudinal support (22) or / and the front longitudinal beam body (11).

5. The automotive front-end assembly according to claim 1, characterized in that, The longitudinal support (22) includes two longitudinal arms, namely a first longitudinal arm (221) and a second longitudinal arm (222) arranged side by side. The longitudinal support (22) also includes a cross arm. One end of the first longitudinal arm (221) is connected to the front longitudinal beam (1), and the first longitudinal arm (221) and the second longitudinal arm (222) are connected by the cross arm.

6. The automotive front-end assembly according to claim 5, characterized in that, The longitudinal support (22) includes three horizontal arms, namely a first horizontal arm (223), a second horizontal arm (224) and a third horizontal arm (225). One end of the first longitudinal arm (221) and the second longitudinal arm (222) are connected by the third horizontal arm (225), and the other end of the first longitudinal arm (221) and the second longitudinal arm (222) are connected by the first horizontal arm (223). The middle part of the first longitudinal arm (221) and the second longitudinal arm (222) is connected by the second horizontal arm (224).

7. The automotive front-end assembly according to any one of claims 1, characterized in that, The headlight bracket (2) is an integral injection-molded structure; and / or, the headlight bracket (2) has a cavity inside, at least one side of the cavity is open, and the cavity is provided with reinforcing ribs (24).

8. A car, characterized in that, Including the automotive front-end assembly as described in any one of claims 1-7.

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