The front structure of the vehicle and the vehicle

Abstract

This invention provides a front structure for a vehicle and the vehicle itself. The front structure includes a front engine compartment and a front subframe. The front engine compartment has longitudinal beams on both left and right sides, and front shock absorber towers connected to each longitudinal beam. Each front shock absorber tower has a front reinforcing longitudinal beam and a rear reinforcing longitudinal beam arranged side-by-side. The top ends of the rear reinforcing longitudinal beams are connected by an upper crossbeam of the front engine compartment, and the bottom ends of the front reinforcing longitudinal beams are connected by a lower crossbeam of the front engine compartment. The lower crossbeam, the upper crossbeam, the front reinforcing longitudinal beams, and the front shock absorber towers on both sides form a ring structure. The front structure of this invention improves the structural strength of the front shock absorber towers, reduces the material thickness of the towers, and increases the Y-axis stiffness of the front of the vehicle body, facilitating the transmission of collision forces between the left and right sides of the front engine compartment. The ring structure also helps to disperse the collision forces at the front, thus improving overall vehicle safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and particularly to a front structure for a vehicle. Furthermore, this invention also relates to a vehicle having the aforementioned front structure. Background Technology

[0002] As vehicle design becomes increasingly sophisticated, collision safety has become an increasingly important aspect of overall vehicle quality. Within the vehicle's frame system, the front structure serves as the primary channel for transmitting collision forces to the rear of the vehicle during frontal, small overlap, and offset collisions. Its ability to transmit these forces directly impacts the vehicle's collision performance rating.

[0003] The front shock absorber towers are located on both sides of the front of the vehicle, between the front wheel arch side beams and the front engine compartment longitudinal beams. As the mounting platform for the front shock absorbers, the front shock absorber towers themselves are not very strong. This makes them prone to lateral instability during use, thus affecting the performance of the front shock absorbers. Currently, increasing the thickness of the shock absorber tower material is commonly used to improve its structural strength; however, increasing the material thickness increases the vehicle's weight, thereby increasing production costs.

[0004] Furthermore, in the event of a collision, existing vehicle body structures still suffer from poor transmission and dispersion of impact forces at the front of the vehicle. This is particularly true for vehicle structures with a subframe at the bottom of the engine compartment; the unreasonable connection between the subframe and the engine compartment results in limited transmission of impact forces along the subframe, which is detrimental to vehicle collision safety. Summary of the Invention

[0005] In view of this, the present invention aims to provide a front structure for a vehicle to improve the structural strength of the front shock absorber tower and facilitate the transmission and dispersion of collision forces at the front of the vehicle.

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

[0007] A front structure of a vehicle includes a front engine compartment and a front subframe connected to the bottom of the front engine compartment; the front engine compartment has front engine compartment longitudinal beams disposed on the left and right sides, and front shock absorber towers connected to each of the front engine compartment longitudinal beams; each of the two front shock absorber towers is provided with a front reinforcing longitudinal beam and a rear reinforcing longitudinal beam arranged side by side, the top ends of the two rear reinforcing longitudinal beams are connected together by a front engine compartment upper crossbeam disposed between the tops of the two front shock absorber towers, and the bottom ends of the two front reinforcing longitudinal beams are connected together by a front engine compartment lower crossbeam disposed between the tops of the two front engine compartment longitudinal beams; the front engine compartment lower crossbeam, the front engine compartment upper crossbeam, and the front reinforcing longitudinal beams and the front shock absorber towers on both sides are connected to form a ring structure.

[0008] Furthermore, the bottom ends of the rear reinforcing longitudinal beams on each side are connected to the front engine compartment longitudinal beams on the same side, and the front subframe is provided with side connecting arms that are respectively connected to the front engine compartment longitudinal beams on both sides; the side connecting arms on each side are connected to the rear reinforcing longitudinal beams on the same side in the overall vehicle height direction, and the front engine compartment upper crossbeam, the front subframe, and the rear reinforcing longitudinal beams and the front engine compartment longitudinal beams on both sides are connected to form a ring structure.

[0009] Furthermore, the front subframe has subframe longitudinal beams located on the left and right sides; the side connecting arms on both sides are located on the subframe longitudinal beams on the same side, and a subframe middle crossbeam is provided between the connection points of the side connecting arms on both sides and the subframe longitudinal beams.

[0010] Furthermore, each of the two front engine compartment longitudinal beams is provided with a box-shaped suspension reinforcement plate, and the suspension reinforcement plate is provided with a connecting sleeve; each of the side connecting arms is connected to the connecting sleeve on the same side, and each of the suspension reinforcement plates is connected to the top surface of the front engine compartment longitudinal beam on the same side, as well as the left and right sides.

[0011] Furthermore, the bottom ends of the rear reinforcing longitudinal beams on both sides have an upper overlapping portion that overlaps the top end face of the front engine compartment longitudinal beam, and a side overlapping portion that overlaps the side end face of the front engine compartment longitudinal beam facing the vehicle interior.

[0012] Furthermore, the rear reinforcing longitudinal beams on both sides are fastened to the front shock absorber tower and the front engine compartment longitudinal beam, and together with the front shock absorber tower and the front engine compartment longitudinal beam, they form a rear longitudinal beam cavity; the upper crossbeam of the front engine compartment includes a crossbeam body connected to the top of the rear reinforcing longitudinal beams on both sides at its left and right ends, and a crossbeam sealing plate connected between the tops of the front shock absorber towers on both sides; the crossbeam body has a "U" shaped cross section, and the crossbeam body and the crossbeam sealing plate form an upper crossbeam cavity, and the two ends of the upper crossbeam cavity are connected to the rear longitudinal beam cavities on both sides.

[0013] Furthermore, along the overall vehicle height direction from bottom to top, the distance between the front reinforcing longitudinal beam and the rear reinforcing longitudinal beam on the same side is gradually reduced.

[0014] Furthermore, the front reinforcing longitudinal beams on both sides are fastened to the front shock absorber tower, and form a front longitudinal beam cavity with the front shock absorber tower; the cross-section of the lower crossbeam of the front engine compartment is "n" shaped, and a lower crossbeam cavity is formed inside the lower crossbeam of the front engine compartment, and the two ends of the lower crossbeam cavity are connected to the front longitudinal beam cavities on both sides.

[0015] Furthermore, front wheel arch side beams are connected to both sides of the front shock absorber towers. Each front wheel arch side beam is arranged side by side on the side of the front engine compartment longitudinal beam closest to the outside of the vehicle, and a connecting beam is provided between the front wheel arch side beams on both sides and the front engine compartment longitudinal beam. The connecting beams on both sides are arranged along the left and right direction of the vehicle, and the end of each connecting beam closest to the outside of the vehicle is connected to the front end of the front wheel arch side beam on the same side, while the end of each connecting beam closest to the inside of the vehicle is connected to the front engine compartment longitudinal beam on the same side.

[0016] Furthermore, a support portion is formed at one end of the connecting beam that is connected to the longitudinal beam of the front engine compartment. The support portion is located on the side of the connecting beam facing the rear of the vehicle, and in the left-right direction of the vehicle, along the side pointing to the longitudinal beam of the front engine compartment, the support portion gradually protrudes towards the rear of the vehicle; and / or, in the left-right direction of the vehicle, the end of the connecting beam closer to the interior of the vehicle is connected to the end face of the longitudinal beam of the front engine compartment facing outward.

[0017] Furthermore, the rear end of the front wheel arch side beam has a first connecting arm and a second connecting arm arranged in a forked shape. The rear ends of the first connecting arm and the second connecting arm are both connected to the A-pillar, and a crumple zone is formed between the first connecting arm, the second connecting arm and the A-pillar; and / or, the front ends of the longitudinal beams of the front engine compartment on both sides are connected to the front end frame, and a diagonal tie beam is connected between the top of the front wheel arch side beams on both sides and the front end frame.

[0018] Compared with the prior art, the present invention has the following advantages:

[0019] The front structure of the vehicle described in this invention, through the arrangement of front and rear reinforcing longitudinal beams, can improve the structural strength of the front shock absorber tower, which is beneficial to reducing the material thickness of the front shock absorber tower and thus achieving the purpose of weight reduction. At the same time, through the arrangement of the upper and lower crossbeams of the front engine compartment, a lateral connection can be formed between the front shock absorber towers on both sides, which can improve the Y-axis stiffness of the front of the vehicle body and help to transmit collision forces between the left and right sides of the front engine compartment. Furthermore, the lower and upper crossbeams of the front engine compartment, as well as the front reinforcing longitudinal beams and the front shock absorber towers on both sides, form a ring structure. The ring structure's high strength can also be utilized to further increase the overall strength of the front of the vehicle body and facilitate the transmission and dispersion of collision forces at the front, thereby improving the overall vehicle safety.

[0020] Secondly, the front engine compartment crossbeam, front subframe, and the rear reinforcing longitudinal beams on both sides are connected in a ring structure. This ring structure's high strength further increases the overall strength of the front of the vehicle and facilitates the distribution of collision forces at the front, thereby improving overall vehicle safety. Correspondingly, a subframe crossbeam is installed between the side connecting arms on both sides, increasing the Y-axis support stiffness between the side connecting arms and improving the overall structural stability of the front subframe. The use of box-shaped suspension reinforcement plates ensures the reliability of the side connecting arm connections. Since the suspension reinforcement plates are connected to the top surface of the front engine compartment longitudinal beam on the same side, as well as to both sides, this ensures the structural strength of the suspension reinforcement plates themselves and the connection strength with the front engine compartment longitudinal beam, thus contributing to better reliability of the front subframe connection.

[0021] Furthermore, the rear reinforcing longitudinal beam is connected to the forward engine compartment longitudinal beam via upper and side overlap sections, which improves the reliability of the connection between the two and enhances the longitudinal reinforcement effect of the rear reinforcing longitudinal beam. The formation of the rear longitudinal beam cavity can utilize the high structural strength of the cavity to increase the structural strength of the rear reinforcing longitudinal beam itself. The forward engine compartment upper crossbeam is composed of a crossbeam body and a crossbeam end plate, which facilitates the fabrication of the forward engine compartment upper crossbeam. At the same time, the formation of the upper crossbeam cavity, which is connected to the rear longitudinal beam cavity, can also ensure the reliability of the connection between the forward engine compartment upper crossbeam and the rear reinforcing longitudinal beams on both sides, as well as the continuity of the force transmission channel formed between the forward engine compartment upper crossbeam and the rear reinforcing longitudinal beam, which helps to improve the collision force transmission effect.

[0022] Furthermore, the gradually decreasing distance between the front and rear reinforcing longitudinal beams from bottom to top creates a herringbone-shaped structure, enhancing the reinforcement of the front damping tower structure. A longitudinal beam cavity is formed between the front reinforcing longitudinal beam and the front damping tower, leveraging the high structural strength of the cavity to improve the beam's own structural strength. The lower crossbeam of the front engine compartment adopts an "n"-shaped cross section, forming a lower crossbeam cavity that connects with the longitudinal beam cavity. This increases the structural strength of the lower crossbeam and ensures the reliability of the connection between the lower crossbeam and the two front reinforcing longitudinal beams, as well as the continuity of the force transmission channel between them, contributing to the structural reinforcement and impact force transmission effects. By installing a connecting beam between the front end of the front wheel arch side beam and the front engine compartment longitudinal beam, when a vehicle collides and the barrier comes into contact with the front wheel arch side beam, the collision force can be effectively transmitted not only through the front wheel arch side beam but also through the connecting beam to the front engine compartment longitudinal beam, thereby improving the performance of collision force transmission and enhancing collision safety.

[0023] In this invention, the connecting beam is connected to the side end of the front engine compartment longitudinal beam facing outwards, facilitating the connection between the connecting beam and the front engine compartment longitudinal beam. This also facilitates the transfer of collision force from the connecting beam to the front engine compartment longitudinal beam, improving the collision force transmission effect. The connecting beam is also connected to the side end of the front engine compartment longitudinal beam facing outwards, facilitating the connection between the connecting beam and the front engine compartment longitudinal beam. This also facilitates the transfer of collision force from the connecting beam to the front engine compartment longitudinal beam, improving the collision force transmission effect. A first connecting arm and a second connecting arm are provided at the rear end of the front wheel arch side beam, forming a crumple zone. This not only increases the lateral support of the A-pillar to the front wheel arch side beam but also prevents excessive material stacking in the A-pillar area during a collision, increasing A-pillar intrusion and compressing the firewall, thus improving collision safety. A diagonal brace is provided between the front wheel arch side beam and the top of the front frame. Using the diagonal brace and the front frame, a ring structure is formed at the front end of the vehicle side. This not only increases the structural strength of the front end of the vehicle side but also facilitates the transmission of collision force, thus improving collision safety.

[0024] Another object of the present invention is to provide a vehicle having the front structure of a vehicle as described above.

[0025] The vehicle described in this invention has the same beneficial effects as the front structure of the vehicle described above, and will not be repeated here. Attached Figure Description

[0026] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0027] Figure 1 This is a schematic diagram of the front structure of the vehicle according to an embodiment of the present invention from one perspective.

[0028] Figure 2 This is a schematic diagram of the front structure of the vehicle described in an embodiment of the present invention from another perspective;

[0029] Figure 3 This is a schematic diagram of the forward cabin structure from one perspective, as described in an embodiment of the present invention.

[0030] Figure 4 This is a schematic diagram of the forward fuselage structure from another perspective, as described in an embodiment of the present invention.

[0031] Figure 5 This is a schematic diagram of the subframe structure according to an embodiment of the present invention;

[0032] Figure 6 This is a partial structural diagram of the first annular structure described in an embodiment of the present invention;

[0033] Figure 7This is a schematic diagram of the first annular structure according to an embodiment of the present invention;

[0034] Figure 8 This is a partial structural schematic diagram of the second annular structure described in an embodiment of the present invention;

[0035] Figure 9 This is a schematic diagram of the structure of the suspension reinforcing plate and connecting sleeve according to an embodiment of the present invention;

[0036] Figure 10 This is a schematic diagram of the second annular structure according to an embodiment of the present invention;

[0037] Figure 11 This is a side view of the front structure of the vehicle according to an embodiment of the present invention;

[0038] Figure 12 This is a schematic diagram of the front wheel arch side beam and A-pillar as described in an embodiment of the present invention;

[0039] Figure 13 This is a schematic diagram of the front structure according to an embodiment of the present invention.

[0040] Explanation of reference numerals in the attached figures:

[0041] 1. Front engine compartment longitudinal beam; 2. Front shock absorber tower; 3. Front engine compartment upper crossbeam; 4. Subframe longitudinal beam; 5. Front wheel arch side beam; 6. Front engine compartment lower crossbeam; 7. Connecting beam; 8. Subframe front crossbeam; 9. Subframe middle crossbeam; 10. Energy absorption box; 11. Front bumper beam; 12. Front end frame; 13. Diagonal tie beam; 14. A-pillar;

[0042] 100. First ring structure; 200. Second ring structure;

[0043] 101. Suspension reinforcement plate; 102. Connecting sleeve; 103. Subframe mounting section;

[0044] 401. Side connecting arm;

[0045] 201. Front reinforcing longitudinal beam; 202. Rear reinforcing longitudinal beam; 2021. Upper lap joint; 2022. Side lap joint;

[0046] 301. Main body of the crossbeam; 302. Crossbeam sealing plate;

[0047] 501. First connecting arm; 502. Second connecting arm;

[0048] 7a. Support section;

[0049] 1201, Side support; 1202, Upper support; 1203, Lower crossbeam. Detailed Implementation

[0050] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0051] In the description of this invention, it should be noted that the use of terms such as "upper," "lower," "inner," and "outer," indicating orientation or positional relationship, is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does 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, and therefore should not be construed as a limitation of the invention. Furthermore, the use of terms such as "first" and "second" is also for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0052] Furthermore, in the description of this invention, unless otherwise explicitly specified, the connecting structures between mating components can be conventional in the art. Moreover, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0053] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0054] This embodiment relates to a front structure of a vehicle, which can improve the ability of the front of the vehicle to transmit collision forces when a frontal collision occurs, thereby contributing to the improvement of the overall vehicle collision safety.

[0055] Reference Figure 1 and Figure 2 As shown, the front structure in this embodiment includes a front engine compartment and a front subframe connected to the bottom of the front engine compartment, so that the two work together to transmit and disperse collision forces. The front engine compartment in this embodiment has front engine compartment longitudinal beams 1 located on the left and right sides, and front shock absorber towers 2 connected to each front engine compartment longitudinal beam 1. The front engine compartment longitudinal beams 1 on both sides are symmetrically arranged in the left-right direction of the vehicle, and longitudinal beam cavities are formed within the front engine compartment longitudinal beams 1, which helps to improve the structural strength of the front engine compartment longitudinal beams 1 and enhance their force transmission effect.

[0056] In this embodiment, the front shock absorber towers 2 located on both sides are symmetrically arranged in the middle and rear part of the front engine compartment longitudinal beam 1 in the left-right direction of the vehicle, and the front shock absorber towers 2 extend upward along the height direction of the vehicle. Each front shock absorber tower 2 has a shock absorber mounting hole on its top to facilitate the installation of the front shock absorber. As a preferred embodiment, [following the previous description]... Figure 2 and Figure 3As shown, both front damping towers 2 are equipped with front reinforcing longitudinal beams 201 and rear reinforcing longitudinal beams 202 arranged side-by-side. The top ends of the rear reinforcing longitudinal beams 202 are connected together by a front nacelle upper crossbeam 3 located between the tops of the two front damping towers 2. The bottom ends of the front reinforcing longitudinal beams 201 are connected together by a front nacelle lower crossbeam 6 located between the tops of the two front nacelle longitudinal beams 1. The front nacelle lower crossbeam 6, the front nacelle upper crossbeam 3, and the front reinforcing longitudinal beams 201 and the front damping towers 2 are connected to form a ring structure. To distinguish it from the ring structure described below, in this embodiment, the ring structure formed here is referred to as the first ring structure 100.

[0057] As a preferred arrangement method, it still combines Figure 3 and Figure 4 As shown, the front reinforcing longitudinal beam 201 is positioned on the side of the front shock absorber tower 2 facing the front of the vehicle, and extends upwards along the overall vehicle height to the top of the front shock absorber tower 2. In practice, both front reinforcing longitudinal beams 201 are fastened to the front shock absorber tower 2, forming a front longitudinal beam cavity with the tower 2. The front reinforcing longitudinal beam 201 can be welded to the front shock absorber tower 2. This cavity design leverages the high structural strength of the cavity to enhance the structural strength of the front reinforcing longitudinal beam 201 itself. Furthermore, the direction of the front reinforcing longitudinal beam 201's extension also improves the structural strength of the front shock absorber tower 2 in the vertical direction of the vehicle, thereby reducing the material thickness of the tower 2 and lowering its weight, ultimately reducing production costs.

[0058] In this embodiment, the cross-section of the lower front engine compartment beam 6 is "n"-shaped, and a lower beam cavity is formed inside the lower front engine compartment beam 6. The two ends of the lower beam cavity are connected to the cavities of the two front longitudinal beams on both sides. This arrangement can increase the structural strength of the lower front engine compartment beam 6 itself, and also ensure the reliability of the connection between the lower front engine compartment beam 6 and the two front reinforcing longitudinal beams 201, as well as the continuity of the force transmission channel formed between them, which helps to ensure the structural reinforcement effect and the collision force transmission effect.

[0059] In terms of detailed structure, such as Figure 4As shown, the open side of the front engine compartment lower crossbeam 6 faces the vehicle floor, which not only facilitates the arrangement of the front engine compartment lower crossbeam 6 but also provides high structural strength. To further improve the structural strength of the front engine compartment lower crossbeam 6, flanges are formed on both the front and rear sides of the front engine compartment lower crossbeam 6, and the flanges at both ends are welded to the top of the front engine compartment longitudinal beam 1. As a preferred arrangement, each end of the front engine compartment lower crossbeam 6 also has an extension portion, which can be fastened to the front shock absorber tower 2 on the same side and extends upward to the bottom of the front reinforcing longitudinal beam 201, overlapping with the bottom of the front reinforcing longitudinal beam 201. The setting of this extension portion not only facilitates the connection strength between the front reinforcing longitudinal beam 201 and the front engine compartment lower crossbeam 6, but also facilitates the through connection between the front longitudinal beam cavity and the lower crossbeam cavity. This allows the collision force to be transmitted and dispersed between the two.

[0060] The schematic diagram of the first annular structure 100 in this embodiment is shown below. Figure 6 and Figure 7 As shown, the four corners of the first annular structure 100 are smoothly transitioned to achieve better force transmission. In specific implementation, the collision force transmitted to the front engine compartment can be transmitted to the first annular structure 100 via the front engine compartment longitudinal beam 1, and the collision force is transmitted and dispersed in the vertical and horizontal directions of the entire vehicle through the first annular structure 100, thereby improving the structural strength of the front engine compartment and the collision force transmission capability, and thus improving vehicle safety.

[0061] As a preferred embodiment, in this embodiment, such as Figure 2 and Figure 5 and Figure 8 As shown, the bottom ends of the rear reinforcing longitudinal beams 202 on each side are connected to the front engine compartment longitudinal beam 1 on the same side. The front subframe is equipped with side connecting arms 401 that connect to the front engine compartment longitudinal beams 1 on both sides respectively. The side connecting arms 401 on each side are connected to the rear reinforcing longitudinal beams 202 on the same side in the overall vehicle height direction, and the front engine compartment upper crossbeam 3, the front subframe, and the rear reinforcing longitudinal beams 202 and front engine compartment longitudinal beams 1 on both sides are connected to form a ring structure. For ease of description, this ring structure is referred to as the second ring structure 200 in this embodiment. The four corners of the second ring structure 200 have smooth transitions, which helps to improve the force transmission stability at the corners during collisions.

[0062] In this embodiment, the second annular structure 200, by utilizing the high strength of the annular structure, further increases the overall strength of the front of the vehicle body and facilitates the transmission and dispersion of collision forces at the front, thereby improving the overall vehicle safety. The rear reinforcing longitudinal beam 202 in the second annular structure 200 will be described in detail below. Furthermore, in this embodiment, the first and second annular structures 200 are arranged around the front shock absorber tower 2. The arrangement of the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 before and after the front shock absorber tower 2 strengthens the front shock absorber tower 2 and limits the relative displacement between the two front shock absorber towers 2, thus preventing displacement of the front shock absorber tower 2 in the longitudinal direction of the vehicle and effectively improving the dynamic stiffness of the front shock absorber tower 2 and the lateral stiffness of the front engine compartment longitudinal beam 1.

[0063] like Figure 4 and Figure 6 and Figure 10 As shown, both rear reinforcing longitudinal beams 202 are fastened to the front shock absorber tower 2 and the front engine compartment longitudinal beam 1, forming a rear longitudinal beam cavity between them. The formation of the rear longitudinal beam cavity utilizes the high structural strength of the cavity to increase the structural strength of the rear reinforcing longitudinal beam 202 itself. In this embodiment, the rear reinforcing longitudinal beam 202 is preferably located on the side of the front shock absorber tower 2 facing the vehicle interior, and behind the front reinforcing longitudinal beam 201. As a preferred structural configuration, the bottom ends of both rear reinforcing longitudinal beams 202 have an upper overlapping portion 2021 that overlaps the top end face of the front engine compartment longitudinal beam 1, and a side overlapping portion 2022 that overlaps the side end face of the front engine compartment longitudinal beam 1 facing the vehicle interior. The upper overlapping portion 2021 and the side overlapping portion 2022 are welded to the forward engine compartment longitudinal beam 1 respectively. The cooperation between the upper overlapping portion 2021 and the side overlapping portion 2022 can improve the reliability of the connection between the two and help to improve the longitudinal reinforcement effect of the rear reinforcing longitudinal beam 202.

[0064] In addition, such as Figure 6 As shown, along the vehicle's height direction from bottom to top, the distance between the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 on the same side gradually decreases. This arrangement allows the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 to form a herringbone-like structure, which improves the reinforcement effect on the front shock absorber tower 2 structure, thereby improving the installation reliability of the front shock absorber. Furthermore, it has been verified that by setting the aforementioned front reinforcing longitudinal beam 201 and rear reinforcing longitudinal beam 202 on the side in this embodiment, the material thickness of the front shock absorber tower 2 can be reduced from 1mm to 0.7mm, resulting in an overall weight reduction of 1.32kg, thus achieving a weight reduction effect for both the front shock absorber tower 2 and the entire vehicle.

[0065] In this embodiment, a preferred structural example of the upper crossbeam 3 of the forward engine compartment is as follows: Figure 4As shown, the upper crossbeam 3 of the forward engine compartment includes a crossbeam body 301 connected to the tops of the left and right ends of the rear reinforcing longitudinal beams 202 on both sides, and a crossbeam sealing plate 302 connected between the tops of the front shock absorber towers 2 on both sides. The crossbeam body 301 has a U-shaped cross section, and the crossbeam body 301 and the crossbeam sealing plate 302 form an upper crossbeam cavity, with both ends of the upper crossbeam cavity communicating with the cavities of the rear longitudinal beams on both sides. The two ends of the crossbeam sealing plate 302 also overlap the tops of the front shock absorber towers 2 and are connected to the front shock absorber towers 2 by welding, further improving the lateral connection strength between the upper crossbeam 3 of the forward engine compartment and the front shock absorber towers 2 on both sides.

[0066] In this embodiment, the upper crossbeam 3 of the forward engine compartment is composed of a crossbeam body 301 and a crossbeam sealing plate 302. This facilitates the fabrication of the upper crossbeam 3 and the formation of the upper crossbeam cavity, which communicates with the rear longitudinal beam cavity. This ensures the reliability of the connection between the upper crossbeam 3 of the forward engine compartment and the rear reinforcing longitudinal beams 202 on both sides, as well as the continuity of the force transmission channel formed between the upper crossbeam 3 of the forward engine compartment and the rear reinforcing longitudinal beams 202, thus helping to improve the impact force transmission effect. In addition, in this embodiment, the rear reinforcing longitudinal beams 202 located on both sides are preferably integrally formed with the crossbeam body 301. This not only helps to further improve the connection strength between the rear reinforcing longitudinal beams 202 and the upper crossbeam 3 of the forward engine compartment, but also helps to improve the continuity between the upper crossbeam cavity and the rear longitudinal beam cavities on both sides, thereby making the second annular structure 200 stronger and the impact force transmission and dispersion effect better. Preferably, the arc transition at the connection between the rear reinforcing longitudinal beam 202 and the crossbeam body 301 is smooth to avoid structural abrupt changes at the connection, thereby improving the force transmission efficiency.

[0067] like Figure 2 and Figure 5 As shown, in this embodiment, the front subframe has subframe longitudinal beams 4 located on the left and right sides, and each subframe longitudinal beam 4 has a longitudinal beam cavity to improve the strength and force transmission effect of the subframe longitudinal beam 4. The side connecting arms 401 on both sides are located on the subframe longitudinal beam 4 on the same side, and a subframe middle crossbeam 9 is provided between the connection points of the side connecting arms 401 on both sides and the subframe longitudinal beam 4.

[0068] Since the two subframe longitudinal beams 4 are located inside the corresponding front engine compartment longitudinal beams 1, the connecting arms 401 on each side are inclined outwards in the left-right direction of the vehicle. Furthermore, the connection between the connecting arms 401 on each side and the rear reinforcing longitudinal beam 202 on the same side is such that the top end of each connecting arm 401 and the bottom end of the rear reinforcing longitudinal beam 202 at least partially overlap in the vertical direction of the vehicle. This not only improves the connection strength between the rear reinforcing longitudinal beam 202, the front engine compartment longitudinal beam 1, and the connecting arms 401, but also ensures that the second annular structure 200 has a continuous force transmission effect.

[0069] In this embodiment, by correspondingly setting the subframe middle crossbeam 9 between the side connecting arms 401 on both sides, the Y-direction support stiffness between the side connecting arms 401 on both sides can be increased, preventing the front shock absorber tower 2 from tilting and improving the overall structural stability of the front subframe. Here, a middle crossbeam cavity is formed inside the subframe middle crossbeam 9, and a connecting arm cavity is formed inside the side connecting arms 401, so as to improve the performance of the subframe middle crossbeam 9 and the side connecting arms 401.

[0070] To achieve the connection between the side connecting arm 401 and the forward engine room longitudinal beam 1, as a preferred embodiment, such as... Figure 9 As shown, box-shaped suspension reinforcing plates 101 are respectively installed inside the longitudinal beams 1 of the forward engine compartment on both sides, and connecting sleeves 102 are installed on the suspension reinforcing plates 101. Each side connecting arm 401 is connected to the connecting sleeve 102 on the same side, and each suspension reinforcing plate 101 is connected to the top surface of the longitudinal beam 1 of the forward engine compartment on the same side, as well as the left and right sides. In specific implementation, the connecting sleeve 102 is connected to the bottom of the suspension reinforcing plate 101, and the top of the side connecting arm 401 is connected to the connecting sleeve 102 by bolts.

[0071] In this embodiment, by setting a box-shaped suspension reinforcement plate 101, the reliability of the connection of the side connecting arm 401 can be guaranteed. The suspension reinforcement plate 101 is connected to the top surface of the front engine compartment longitudinal beam 1 on the same side, as well as the left and right sides. This not only ensures the structural strength of the suspension reinforcement plate 101 itself, but also facilitates the transmission of collision force in different directions. In addition, it can improve the connection strength between the suspension reinforcement plate 101 and the front engine compartment longitudinal beam 1, thereby helping to better improve the connection reliability of the front subframe.

[0072] Furthermore, in this embodiment, the front end of the subframe longitudinal beam 4 can generally also be connected to the bottom of the corresponding front engine compartment longitudinal beam 1 via connecting bolts. For example... Figure 11 As shown, for example, a subframe mounting part 103 can be provided at the bottom of the front end of the longitudinal beam 1 in the front engine compartment. The subframe mounting part 103 adopts a box-shaped bracket structure and a threaded sleeve is provided inside it. The front end of the subframe longitudinal beam 4 can be connected to the threaded sleeve by connecting bolts.

[0073] In this embodiment, the first annular structure 100 and the second annular structure 200 cooperate with each other in the longitudinal direction of the vehicle. During the transmission of collision force along the longitudinal direction of the vehicle, the first annular structure 100 and the second annular structure 200 respectively transmit and disperse the collision force. Furthermore, the subframe participates in the transmission of collision force within the second annular structure 200, further improving the efficiency of collision force transmission. In addition, the sequential transmission of collision force through the cooperation of the first annular structure 100 and the second annular structure 200 helps mitigate the damage to the front of the vehicle, thereby improving the safety of the front of the vehicle. Simultaneously, it significantly improves the vehicle's safety rating in frontal and small offset collisions.

[0074] As a preferred implementation method, such as Figure 1 As shown, front wheel arch side beams 5 are connected to both front shock absorber towers 2. Each front wheel arch side beam 5 is arranged side-by-side on the side of the front engine compartment longitudinal beam 1 closest to the vehicle exterior, and a connecting beam 7 is provided between each front wheel arch side beam 5 and the front engine compartment longitudinal beam 1. The connecting beams 7 are arranged along the left-right direction of the vehicle, with the end of each connecting beam 7 near the vehicle exterior connected to the front end of the front wheel arch side beam 5 on the same side, and the end of each connecting beam 7 near the vehicle interior connected to the front engine compartment longitudinal beam 1 on the same side. In this embodiment, by providing a connecting beam 7 between the front end of the front wheel arch side beam 5 and the front engine compartment longitudinal beam 1, in the event of a vehicle collision and contact between the collision object, such as a barrier, and the front wheel arch side beam 5, the collision force can be effectively transmitted not only through the front wheel arch side beam 5 but also through the connecting beam 7 to the front engine compartment longitudinal beam 1, thereby improving the performance of collision force transmission and enhancing collision safety.

[0075] In terms of specific structure, refer to Figure 5 As shown, the front wheel arch side beam 5 includes a side beam cover connected to the outside of the front shock absorber tower 2, and a side beam body located outside the side beam cover and having a cavity inside. The opening of the side beam body faces the side beam cover, and because the side beam cover and the side beam body are fastened together, a side beam cavity is formed between them to improve the structural strength and force transmission effect of the front wheel arch side beam 5. Since the front wheel arch side beam 5 is located outside the longitudinal beam 4 of the subframe on the same side, the connecting beam 7 is inclined in the left-right direction of the vehicle. Furthermore, based on the side beam cavity with an opening at the front end inside the front wheel arch side beam 5, see [reference to previous embodiment]. Figure 4 As shown, a portion of the connecting beam 7 forms a seal against the opening at the front end of the front wheel arch side beam 5, which helps to increase the reliability of the connection between the connecting beam 7 and the front wheel arch side beam 5.

[0076] In detail, in this embodiment, the front end of the front wheel arch side beam 5 extends forward and downward and connects to the end of the connecting beam 7 near the outside of the vehicle. At this time, by extending the front end of the front wheel arch side beam 5 forward and downward, not only can the front wheel arch side beam 5 better participate in the collision when the vehicle is involved in an offset collision, but it also facilitates the transmission of the collision force along the front wheel arch side beam 5, thereby improving the collision force transmission effect.

[0077] In this embodiment, the connecting beam 7 can also be formed by fastening the connecting beam body and the cover plate together in the front-rear direction of the vehicle. At the same time, the cross-section of the connecting beam body located on the rear side in the front-rear direction of the vehicle can be shaped like a "Z". Most of the cover plate located on the front side blocks the opening on one side of the main body to facilitate the formation of the beam cavity, while the other part of the cover plate blocks the front end of the front wheel arch side beam 5 to ensure the integrity of the front wheel arch side beam 5 structure.

[0078] As a preferred implementation method, such as Figure 11 As shown, a support portion 7a is formed at one end of the connecting beam 7 that connects to the front engine compartment longitudinal beam 1. The support portion 7a is located on the side of the connecting beam 7 facing the rear of the vehicle, and in the left-right direction of the vehicle, along the side pointing towards the front engine compartment longitudinal beam 1, the support portion 7a gradually protrudes towards the rear of the vehicle. In this embodiment, due to the setting of the support portion 7a, the cross-sectional area of ​​the bottom of the connecting beam 7 gradually increases along the direction close to the front engine compartment longitudinal beam 1. In this way, a Y-direction (i.e., the left-right direction of the vehicle) transition support towards the rear of the vehicle can be formed between the front engine compartment longitudinal beam 1 and the connecting beam 7, which helps to transfer the collision force at the connecting beam 7 to the front engine compartment longitudinal beam 1.

[0079] Still by Figure 11 As shown, in a preferred embodiment, the end of the connecting beam 7 closest to the vehicle interior is also specifically connected to the side end of the front engine compartment longitudinal beam 1 facing outwards in the left-right direction of the vehicle. This connection of the connecting beam 7 to the side end of the front engine compartment longitudinal beam 1 facing outwards facilitates the connection between the connecting beam 7 and the front engine compartment longitudinal beam 1, and also allows for the transfer of collision force from the connecting beam 7 to the front engine compartment longitudinal beam 1. This, combined with the aforementioned support portion 7a, enhances the collision force transfer effect.

[0080] In this embodiment, as Figure 11 and Figure 12As shown, the rear end of the front wheel arch side beam 5 has a first connecting arm 501 and a second connecting arm 502 arranged in a forked shape. The rear ends of both the first connecting arm 501 and the second connecting arm 502 are connected to the A-pillar 14, and a crumple zone Q is formed between the first connecting arm 501, the second connecting arm 502 and the A-pillar 14. By setting the first connecting arm 501 and the second connecting arm 502 at the rear end of the front wheel arch side beam 5 and forming the crumple zone Q, it can not only increase the lateral support of the A-pillar 14 to the front wheel arch side beam 5, but also avoid the problems of excessive material stacking in the A-pillar 14 area and large intrusion of the A-pillar 14 during a collision, thus improving collision safety.

[0081] Viewed from the left-right direction of the vehicle, the first connecting arm 501 and the second connecting arm 502 form a V-shape, while the A-pillar 14 is arranged along the vertical direction of the vehicle. Therefore, the crumple zone Q formed by the first connecting arm 501, the second connecting arm 502, and the A-pillar 14 is triangular. This utilizes the high strength of the triangular structure to ensure the structural strength of the connection between the front wheel arch side beam 5 and the A-pillar 14, thus ensuring the effective transmission of collision forces between them.

[0082] When the impact force is transmitted, please refer to Figure 12 As shown, part of the impact force at the front wheel arch side beam 5 is transmitted upward to the A-pillar 14, while the other part is transmitted downward along the A-pillar 14 to the sill beam position, thus dispersing the impact force.

[0083] As a preferred implementation method, such as Figure 1 As shown, the front ends of the longitudinal beams 1 of the front engine compartment on both sides are connected to the front frame 12, and diagonal bracing beams 13 are connected between the side beams 5 of the front wheel arches on both sides and the top of the front frame 12. In this embodiment, the front frame 12 is annular, and has side brackets 1201 connected to the longitudinal beams 1 of the front engine compartment on both sides respectively, and an upper bracket 1202 connected between the tops of the side brackets 1201 on both sides, and a lower crossbeam 1203 connected between the bottoms of the side brackets 1201 on both sides. The front ends of the longitudinal beams 1 of the front engine compartment and the aforementioned box 103 are respectively connected to the side of the side brackets 1201 facing the rear of the vehicle, and an energy-absorbing box 10 extending along the front-rear direction of the vehicle to the front bumper beam 11 is provided on the side of the side brackets 1201 facing the front of the vehicle.

[0084] In this embodiment, the front ends of the side bracket 1201, the energy-absorbing box 10, the front end of the front engine compartment longitudinal beam 1, and the front end of the subframe longitudinal beam 4 all intersect at one point, so that the front engine compartment longitudinal beam 1 and the energy-absorbing box 10 can cooperate to form a force transmission channel that runs through the front and rear directions of the whole vehicle. The subframe front crossbeam 8 and the front anti-collision beam 11, which are connected between the front ends of the two subframe longitudinal beams 4, can form a force transmission channel that runs through the left and right sides of the whole vehicle. The front frame 12 forms a ring-shaped force transmission channel. The force transmission channels cooperate with each other, thereby improving the structural strength of the front of the vehicle body and the force transmission effect of the collision force.

[0085] Reference Figure 1 and Figure 13 As shown, in this embodiment, the diagonal brace 13 connects the end of the upper bracket 1202 to the corresponding side front wheel arch beam 5, and the diagonal brace 13 is arranged inclined outward in the longitudinal direction of the vehicle. Preferably, the diagonal brace 13 is arc-shaped, and a reinforcing cavity is formed within it that runs through the length direction. The front end of the diagonal brace 13 overlaps the top of the upper bracket 1202 and is connected to the upper bracket 1202 by welding. The rear end of the diagonal brace 13 overlaps the top and outer side of the front wheel arch beam 5 and is also connected to the front wheel arch beam 5 by welding. In this embodiment, by setting the diagonal brace 13, a ring structure can be formed at the front end of the side of the vehicle body using the diagonal brace 13 and the front frame 12, etc. This not only increases the structural strength of the front end of the side of the vehicle body, but also facilitates the transmission of collision force, thereby improving collision safety.

[0086] Specifically, a ring structure is formed between the upper support 1202 of the front frame 12, the diagonal braces 13 on both sides, the front wheel arch side beam 5, the front shock absorber tower 2, and the upper crossbeam of the nacelle. Similarly, a ring structure is formed between the upper support 1202 of the front frame 12, the diagonal braces 13 on both sides, the front wheel arch side beam 5, the front reinforcing longitudinal beam 201, and the lower crossbeam of the nacelle. Furthermore, the diagonal braces 13 can also form a ring structure with the front wheel arch side beam 5, the connecting beam 7, and the side support 1201. These multiple ring structures not only facilitate the segmented reinforcement and connection but also improve space utilization.

[0087] In addition, in the overall vehicle height direction, such as Figure 13 As shown, the lower crossbeam 1203 is positioned below the front bumper beam 11. The front end of the subframe longitudinal beam 4 passes through the corresponding side bracket 1201 and extends towards the front of the vehicle. A subframe bumper beam (not shown) is connected between the front ends of the two subframe longitudinal beams 4, and the subframe bumper beam is located below the front bumper beam 11 and is also higher than the lower crossbeam 1203. In this embodiment, by setting the lower crossbeam 1203 at the bottom of the front frame 12, pedestrians can be prevented from being dragged under the vehicle during a collision, thus improving pedestrian protection. Furthermore, the lower crossbeam 1203 is connected to the front frame 12, which facilitates the integration of the front structure of the vehicle body and allows for the convenient arrangement of the lower crossbeam 1203 at the front of the vehicle body.

[0088] The front structure of the vehicle described in this embodiment, through the installation of the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202, can improve the structural strength of the front shock absorber tower 2, which is beneficial to reducing the material thickness of the front shock absorber tower 2 and thus achieving the purpose of weight reduction. At the same time, through the installation of the upper crossbeam 3 and the lower crossbeam 6 of the front engine compartment, a lateral connection can also be formed between the two front shock absorber towers 2, which can improve the Y-axis stiffness of the front of the vehicle body and help to transmit the collision force between the left and right sides of the front engine compartment. Furthermore, the lower crossbeam 6 of the front engine compartment, the upper crossbeam 3 of the front engine compartment, and the front reinforcing longitudinal beams 201 and the front shock absorber towers 2 on both sides are connected to form a ring structure. The high strength of the ring structure can also be utilized to further increase the overall strength of the front of the vehicle body and facilitate the transmission and dispersion of the collision force at the front, thereby improving the overall vehicle safety.

[0089] Furthermore, this embodiment also relates to a vehicle having the front structure of a vehicle as described above. This vehicle has the same beneficial effects as the aforementioned front structure, and will not be repeated here.

[0090] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A front structure for a vehicle, characterized in that: Includes a front engine compartment and a front subframe connected to the bottom of the front engine compartment; The forward nacelle has forward nacelle longitudinal beams (1) located on the left and right sides, and forward shock absorber towers (2) connected to each of the forward nacelle longitudinal beams (1). Both sides of the front shock absorber tower (2) are provided with front reinforcing longitudinal beams (201) and rear reinforcing longitudinal beams (202) arranged side by side. The top of the rear reinforcing longitudinal beams (202) on both sides are connected together by the upper crossbeam (3) of the front nacelle between the top of the front shock absorber towers (2) on both sides. The bottom of the front reinforcing longitudinal beams (201) on both sides are connected together by the lower crossbeam (6) of the front nacelle between the top of the front nacelle longitudinal beams (1) on both sides. The lower crossbeam (6) of the front nacelle, the upper crossbeam (3) of the front nacelle, the front reinforcing longitudinal beams (201) on both sides and the front shock absorber tower (2) are connected to form a ring structure; The rear reinforcing longitudinal beams (202) on both sides are fastened to the front shock absorber tower (2) and the front engine compartment longitudinal beam (1), and together with the front shock absorber tower (2) and the front engine compartment longitudinal beam (1), they form a rear longitudinal beam cavity; The front nacelle upper crossbeam (3) includes a crossbeam body (301) connected to the top of the rear reinforcing longitudinal beams (202) on both sides at the left and right ends, and a crossbeam sealing plate (302) connected between the tops of the front shock absorber towers (2) on both sides. The cross-section of the main body of the crossbeam (301) is U-shaped. The main body of the crossbeam (301) and the crossbeam sealing plate (302) form an upper crossbeam cavity. The two ends of the upper crossbeam cavity are connected to the rear longitudinal beam cavities on both sides. The front reinforcing longitudinal beams (201) on both sides are fastened to the front damping tower (2) and form a front longitudinal beam cavity with the front damping tower (2); The cross-section of the lower crossbeam (6) of the front engine compartment is "n" shaped, and a lower crossbeam cavity is formed inside the lower crossbeam (6). The two ends of the lower crossbeam cavity are connected to the front longitudinal beam cavities on both sides.

2. The front structure of the vehicle according to claim 1, characterized in that: The bottom end of the rear reinforcing longitudinal beam (202) on each side is connected to the front engine compartment longitudinal beam (1) on the same side, and the front subframe is provided with side connecting arms (401) that are respectively connected to the front engine compartment longitudinal beams (1) on both sides. The side connecting arms (401) on each side are connected to the rear reinforcing longitudinal beam (202) on the same side in the direction of the vehicle height, and the front engine compartment upper crossbeam (3), the front subframe, and the rear reinforcing longitudinal beams (202) and the front engine compartment longitudinal beam (1) on both sides are connected to form a ring structure.

3. The front structure of the vehicle according to claim 2, characterized in that: The front subframe has subframe longitudinal beams (4) located on the left and right sides. The side connecting arms (401) on both sides are respectively located on the subframe longitudinal beam (4) on the same side, and a subframe middle cross beam (9) is provided between the connection points of the side connecting arms (401) on both sides and the subframe longitudinal beam (4).

4. The front structure of the vehicle according to claim 2, characterized in that: The front engine compartment longitudinal beams (1) on both sides are respectively provided with box-shaped suspension reinforcing plates (101), and the suspension reinforcing plates (101) are provided with connecting sleeves (102). Each of the side connecting arms (401) is connected to the connecting sleeve (102) on the same side, and each of the suspension reinforcing plates (101) is connected to the top surface of the front cabin longitudinal beam (1) on the same side, as well as the left and right sides.

5. The front structure of the vehicle according to claim 2, characterized in that: The bottom ends of the rear reinforcing longitudinal beams (202) on both sides have an upper overlapping portion (2021) that overlaps the top end face of the front engine compartment longitudinal beam (1), and a side overlapping portion (2022) that overlaps the side end face of the front engine compartment longitudinal beam (1) facing the vehicle interior.

6. The front structure of the vehicle according to claim 1, characterized in that: Along the height of the vehicle, from bottom to top, the distance between the front reinforcing longitudinal beam (201) and the rear reinforcing longitudinal beam (202) on the same side gradually decreases.

7. The front structure of the vehicle according to any one of claims 1 to 6, characterized in that: Both sides of the front shock absorber tower (2) are connected to the front wheel arch side beam (5). Each of the front wheel arch side beams (5) is arranged side by side on the side of the front engine compartment longitudinal beam (1) on the same side, close to the outside of the vehicle. Both sides of the front wheel arch side beam (5) and the front engine compartment longitudinal beam (1) are provided with connecting beams (7). The connecting beams (7) on both sides are arranged along the left and right direction of the whole vehicle, and the end of each connecting beam (7) near the outside of the vehicle is connected to the front end of the front wheel arch side beam (5) on the same side, and the end of each connecting beam (7) near the inside of the vehicle is connected to the longitudinal beam (1) of the front engine compartment on the same side.

8. The front structure of the vehicle according to claim 7, characterized in that: A support portion (7a) is formed at one end of the connecting beam (7) that connects to the front engine compartment longitudinal beam (1). The support portion (7a) is located on the side of the connecting beam (7) facing the rear of the vehicle, and in the left-right direction of the vehicle, along the side pointing to the front engine compartment longitudinal beam (1), the support portion (7a) gradually protrudes towards the rear of the vehicle; and / or, In the left-right direction of the vehicle, the end of the connecting beam (7) near the inside of the vehicle is connected to the side of the front engine compartment longitudinal beam (1) facing outward.

9. The front structure of the vehicle according to claim 7, characterized in that: The rear end of the front wheel arch side beam (5) has a first connecting arm (501) and a second connecting arm (502) arranged in a forked shape. The rear ends of both the first connecting arm (501) and the second connecting arm (502) are connected to the A-pillar (14), and a crumple zone is formed between the first connecting arm (501), the second connecting arm (502), and the A-pillar (14); and / or, The front ends of the longitudinal beams (1) of the front engine compartment on both sides are connected to the front frame (12), and the top of the front wheel arch side beams (5) on both sides and the front frame (12) are connected by a tie beam (13).

10. A vehicle, characterized in that: The vehicle has the front structure of the vehicle as described in any one of claims 1 to 9.

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