Forward engine compartment structure and the vehicle equipped with it

Abstract

This invention provides a front engine compartment structure and a vehicle equipped with it. The front engine compartment structure includes 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 front shock absorber towers on both sides is provided with front reinforcing longitudinal beams and rear reinforcing longitudinal beams arranged front and rear. The bottom ends of the front reinforcing longitudinal beams on both sides are connected together by a lower front engine compartment crossbeam disposed between the two front engine compartment longitudinal beams. The bottom ends of the rear reinforcing longitudinal beams on both sides are connected to the front engine compartment longitudinal beams on the same side, and the top ends of the rear reinforcing longitudinal beams on both sides are connected together by an upper front engine compartment crossbeam disposed between the tops of the two front shock absorber towers. This front engine compartment structure can improve the structural strength of the shock absorber tower location, which is beneficial for reducing the thickness of the shock absorber tower material and can also improve the overall rigidity of the front engine compartment location, thus contributing to the improvement of vehicle safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle body technology, and particularly to a front engine compartment structure. The invention also relates to a vehicle equipped with the aforementioned front engine compartment structure. Background Technology

[0002] As the skeletal structure at the front of the vehicle body, the front engine compartment not only serves to support the front components of the vehicle, but is also a major collision-contacting structure when the vehicle is involved in a collision. Therefore, the structural performance of the front engine compartment and its performance in transmitting collision forces are crucial to the safety of the entire vehicle in a collision, especially in a frontal collision.

[0003] Furthermore, among the various structural components of the front engine compartment, such as the front engine compartment longitudinal beams and the front shock absorber towers, while the front engine compartment longitudinal beams serve as the main force transmission channel during a vehicle collision, the existing structural design of the front engine compartment longitudinal beams still suffers from a low degree of participation in small overlap collisions, failing to effectively transfer collision forces. As for the front shock absorber towers, to meet structural performance requirements, the tower material is made quite thick, resulting in an increase in the overall weight of the front engine compartment area. Conversely, reducing the thickness of the shock absorber towers to reduce weight makes it difficult to guarantee the structural strength of the front shock absorber towers. Summary of the Invention

[0004] In view of this, the present invention aims to propose a front engine compartment structure to improve the safety of the entire vehicle.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A forward engine compartment structure includes forward engine compartment longitudinal beams disposed on the left and right sides, and forward shock absorber towers connected to each of the forward engine compartment longitudinal beams, wherein each of the forward shock absorber towers on both sides is provided with a front reinforcing longitudinal beam and a rear reinforcing longitudinal beam arranged front and rear.

[0007] The bottom ends of the front reinforcing longitudinal beams on both sides are connected together by the lower crossbeam of the front nacelle located between the front nacelle longitudinal beams on both sides. The bottom ends of the rear reinforcing longitudinal beams on both sides are connected to the front nacelle longitudinal beam on the same side. The top ends of the rear reinforcing longitudinal beams on both sides are connected together by the upper crossbeam of the front nacelle located between the tops of the front shock absorber towers on both sides.

[0008] 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 each side gradually decreases.

[0009] Furthermore, the lower crossbeam of the front nacelle is connected between the tops of the longitudinal beams of the front nacelle on both sides, and 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.

[0010] The cross-section of the lower crossbeam of the forward engine compartment is "n" shaped, and a lower crossbeam cavity is formed inside the lower crossbeam. The two ends of the lower crossbeam cavity are connected to the front longitudinal beam cavities on both 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.

[0013] The front nacelle upper crossbeam includes a crossbeam body that connects to the top of the rear reinforcing longitudinal beams on both sides at the left and right ends, and a crossbeam sealing plate that connects the top of the front shock absorber towers on both sides.

[0014] The cross-section of the main body of the crossbeam is U-shaped. The main body of the crossbeam and the crossbeam sealing plate form an upper crossbeam cavity. The two ends of the upper crossbeam cavity are connected to the rear longitudinal beam cavities on both sides.

[0015] Furthermore, the rear ends of the forward engine compartment longitudinal beams on both sides are respectively provided with lower force transmission beams that are connected to the middle channel reinforcing longitudinal beams on the same side, and the end of each lower force transmission beam near the forward engine compartment longitudinal beam is connected to the rear reinforcing longitudinal beam on the same side.

[0016] Furthermore, each of the lower force transmission beams is connected to the front end of the middle channel reinforcing longitudinal beam on the same side, and a connecting plate is connected between the two ends of the middle channel reinforcing longitudinal beams on both sides.

[0017] Furthermore, each of the aforementioned front engine compartment longitudinal beams is provided with a front wheel arch side beam on its outer side. The front parts of the front engine compartment longitudinal beams on both sides are bent outwards in the left-right direction of the vehicle, and the front end of each of the front wheel arch side beams extends forward and downward, and is connected to the front end of the front engine compartment longitudinal beam on the same side.

[0018] Furthermore, the rear end of each of the front wheel arch side beams has a first connecting arm and a second connecting arm arranged in a forked shape;

[0019] The rear ends of the first connecting arm and the second connecting arm are both connected to the A-pillar on the same side, and a collapse cavity is formed between the first connecting arm, the second connecting arm and the A-pillar.

[0020] Furthermore, the front end of each of the front wheel arch side beams is connected to the side of the front engine compartment longitudinal beam facing the rear of the vehicle on the same side;

[0021] Each of the bent portions of the front engine compartment longitudinal beams is connected to a connecting bracket, and the front engine compartment longitudinal beams on both sides are connected to the front frame and the front anti-collision beam assembly through the connecting brackets.

[0022] Furthermore, the distance between the front ends of the longitudinal beams of the front engine compartment on both sides along the left-right direction of the vehicle is greater than the distance between the left and right ends of the front bumper beam in the front bumper beam assembly along the left-right direction of the vehicle.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] The front engine compartment structure described in this invention, through the setting of front and rear reinforcing longitudinal beams on the side of the front shock absorber tower, can improve the structural strength of the shock absorber tower location, which is beneficial to reducing the thickness of the shock absorber tower material and achieving weight reduction. At the same time, through the setting of the upper and lower crossbeams of the front engine compartment, a lateral connection can also be formed between the two front shock absorber towers, improving the lateral stiffness of the front of the vehicle body. Furthermore, a ring structure can be formed between the two front shock absorber towers, utilizing the high strength of the ring structure to improve the overall stiffness of the front engine compartment location, thereby contributing to the improvement of the overall vehicle safety.

[0025] 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 formed between them, contributing to the structural reinforcement and impact force transmission effects.

[0026] 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 utilizes 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, ensures the reliability of the connection between the forward engine compartment upper crossbeam and the rear reinforcing longitudinal beams on both sides, and ensures 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.

[0027] Furthermore, by installing a lower force-transfer beam connecting the front engine compartment longitudinal beam and the central tunnel reinforcing longitudinal beam, the connection strength between the two beams can be increased. This also creates a new force-transfer channel between them, facilitating the transfer of collision forces and improving overall vehicle safety. The two central tunnel reinforcing longitudinal beams are connected by a connecting plate. This plate increases the rigidity of the front end of the central tunnel and also forms a force-transfer channel between the two central tunnel reinforcing longitudinal beams, further aiding in the transfer of collision forces between the left and right sides of the vehicle body.

[0028] By bending the front of the front engine compartment longitudinal beam outwards and connecting the front end of the front wheel arch side beam to the front end of the front engine compartment longitudinal beam, the front engine compartment longitudinal beam and the front wheel arch side beam can better participate in small overlap collisions. This allows for the effective transfer of collision forces through the front engine compartment longitudinal beam and the front wheel arch side beam, improving safety in small overlap collisions and contributing to overall vehicle safety. The rear end of the front wheel arch side beam is equipped with a first connecting arm and a second connecting arm, 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, avoiding increased A-pillar intrusion and compression of the firewall, thus improving collision safety.

[0029] The front wheel arch side beam connects to the rear side of the front engine compartment longitudinal beam. In a small overlap collision, it facilitates the transfer of collision energy to the front wheel arch side beam, helping to ensure effective energy absorption. The connecting brackets facilitate the connection between the energy-absorbing box and the front engine compartment longitudinal beam, ensuring reliable connection. This design ensures that the distance between the two ends of the front bumper beam is less than the distance between the front ends of the two front engine compartment longitudinal beams. This not only allows the front engine compartment longitudinal beam to participate in small overlap collisions but also gives it a higher level of participation compared to the front bumper beam. Therefore, the effective transfer of collision force by the front engine compartment longitudinal beam improves safety in small overlap collisions and enhances the overall vehicle safety.

[0030] Another object of the present invention is to provide a vehicle having a front engine compartment structure as described above.

[0031] The vehicle described in this invention has the same beneficial effects as the aforementioned front engine compartment structure, and will not be repeated here. Attached Figure Description

[0032] 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:

[0033] Figure 1 This is a schematic diagram illustrating the arrangement of the front engine compartment in the vehicle body according to an embodiment of the present invention;

[0034] Figure 2 This is a schematic diagram of the forward cabin structure according to an embodiment of the present invention;

[0035] Figure 3 This is a schematic diagram of the forward cabin structure described in an embodiment of the present invention from another perspective;

[0036] Figure 4 This is a cross-sectional schematic diagram of the main body of the beam according to an embodiment of the present invention;

[0037] Figure 5 This is a schematic diagram of the structure of the upper and lower crossbeams of the forward engine compartment as described in an embodiment of the present invention;

[0038] Figure 6 This is a schematic diagram of the forward engine compartment longitudinal beam as described in an embodiment of the present invention;

[0039] Figure 7 This is a schematic diagram of the lower force transmission beam configuration according to an embodiment of the present invention;

[0040] Figure 8 This is a schematic diagram of the lower force transmission beam according to an embodiment of the present invention;

[0041] Figure 9 This is a schematic diagram of the front wheel arch side beam according to an embodiment of the present invention;

[0042] Figure 10 This is a schematic diagram of the force transmission of the front wheel arch side beam according to an embodiment of the present invention;

[0043] Figure 11 This is a schematic diagram showing the distance between the front ends of the longitudinal beams on both sides of the front engine compartment and the distance between the left and right ends of the front bumper beam;

[0044] Explanation of reference numerals in the attached figures:

[0045] 1. Front engine compartment longitudinal beam; 2. Front shock absorber tower; 3. Front wheel arch side beam; 4. Front engine compartment upper crossbeam; 5. Front engine compartment lower crossbeam; 6. Front bulkhead; 7. Connecting bracket; 8. Front end frame; 9. Energy absorption box; 10. Front bumper beam; 11. Central tunnel reinforced longitudinal beam; 12. Lower force transmission beam; 13. Connecting plate; 14. Support crossbeam; 15. Central tunnel; 16. A-pillar; 17. Sill beam;

[0046] 101. Inner plate of longitudinal beam; 102. Outer plate of longitudinal beam; 1a. Outer extension; 201. Front reinforcing longitudinal beam; 202. Rear reinforcing longitudinal beam; 2021. Upper overlapping part; 2022. Side overlapping part; 301. First connecting arm; 302. Second connecting arm; 401. Main body of crossbeam; 402. Crossbeam sealing plate; 12a. Arc-shaped surface;

[0047] Q. Collapse cavity. Detailed Implementation

[0048] 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.

[0049] 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.

[0050] 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.

[0051] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0052] This embodiment relates to a forward cabin structure, combined with... Figures 1 to 5 As shown, the forward engine compartment structure includes forward engine compartment longitudinal beams 1 located on the left and right sides, and forward shock absorber towers 2 connected to each forward engine compartment longitudinal beam 1. Both forward shock absorber towers 2 are provided with forward reinforcing longitudinal beams 201 and rear reinforcing longitudinal beams 202 arranged side by side.

[0053] The bottom ends of the two front reinforcing longitudinal beams 201 are connected together by the front nacelle lower crossbeam 5 set between the two front nacelle longitudinal beams 1. The bottom ends of the two rear reinforcing longitudinal beams 202 are connected to the front nacelle longitudinal beam 1 on the same side. The top ends of the two rear reinforcing longitudinal beams 202 are connected together by the front nacelle upper crossbeam 4 set between the tops of the two front shock absorber towers 2.

[0054] At this point, the arrangement of the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 on the side of the front shock absorber tower 2 in this embodiment can improve the structural strength of the location of the front shock absorber tower 2, which is beneficial to reducing the thickness of the shock absorber tower material and achieving weight reduction. At the same time, the arrangement of the upper crossbeam 4 and the lower crossbeam 5 of the front engine compartment can also form a lateral (i.e., left-right direction of the whole vehicle) connection between the two front shock absorber towers 2, improve the lateral stiffness of the front of the vehicle body, and can also form a ring structure between the two front shock absorber towers 2. The high strength of the ring structure can be used to improve the overall stiffness of the front engine compartment.

[0055] Specifically, in this embodiment, the front reinforcing longitudinal beams 201 and rear reinforcing longitudinal beams 202 on the sides of the front shock absorber towers 2 extend along the height direction of the front shock absorber towers 2, that is, along the height direction of the entire vehicle, thereby achieving a side-by-side arrangement of the front reinforcing longitudinal beams 201 and rear reinforcing longitudinal beams 202 on each side. Furthermore, based on the side-by-side arrangement of the front reinforcing longitudinal beams 201 and rear reinforcing longitudinal beams 202 on the same side, as a preferred embodiment, the distance between the front reinforcing longitudinal beams 201 and rear reinforcing longitudinal beams 202 on each side gradually decreases from bottom to top along the height direction of the entire vehicle.

[0056] Thus, by setting the distance between the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 to gradually decrease from bottom to top, as can be referred to... Figure 5 As shown, the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 form a "V"-shaped structure, thereby improving the reinforcement effect on the front damping tower 2 structure. Verification has shown that by setting the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 on the side in this embodiment, the material thickness of the front damping tower 2 can be reduced from 1mm to 0.7mm, resulting in an overall weight reduction of 1.32kg.

[0057] In this embodiment, the lower crossbeam 5 of the front engine compartment is also connected between the tops of the longitudinal beams 1 of the front engine compartment on both sides. At the same time, the front reinforcing longitudinal beams 201 on both sides are fastened to the front shock absorber towers 2 on the corresponding sides, forming a front longitudinal beam cavity with the front shock absorber towers 2. At this time, the longitudinal beam cavity formed between the front reinforcing longitudinal beam 201 and the front shock absorber tower 2 can utilize the high structural strength of the cavity to improve the structural strength of the front reinforcing longitudinal beam 201 itself.

[0058] Furthermore, as a preferred embodiment, the front engine compartment lower crossbeam 5 of this embodiment has an "n"-shaped cross section, thereby forming a lower crossbeam cavity inside the front engine compartment lower crossbeam 5. The bottom of the lower crossbeam cavity is open, and both ends of the lower crossbeam cavity are also connected to the front longitudinal beam cavities on both sides. In this way, by adopting an "n"-shaped cross section for the front engine compartment lower crossbeam 5 and forming a lower crossbeam cavity that connects to the longitudinal beam cavities, the structural strength of the front engine compartment lower crossbeam 5 itself can be increased. On the other hand, it can also ensure the reliability of the connection between the front engine compartment lower crossbeam 5 and the front reinforcing longitudinal beams 201 on both sides, as well as the continuity of the force transmission channel formed between them, thereby helping to ensure the structural reinforcement effect and the collision force transmission effect.

[0059] In this embodiment, the bottom ends of each side rear reinforcing longitudinal beam 202 are connected to the forward engine compartment longitudinal beam 1. As a preferred implementation, see [reference needed]. Figure 5As shown, the bottom ends of both rear reinforcing longitudinal beams 202 have upper overlapping portions 2021 that overlap the top end face of the front engine compartment longitudinal beam 1, and side overlapping portions 2022 that overlap the side end face of the front engine compartment longitudinal beam 1 facing the vehicle interior. Both the upper overlapping portions 2021 and the side overlapping portions 2022 are formed by flange structures at the bottom ends of the rear reinforcing longitudinal beams 202. The rear reinforcing longitudinal beams 202 are connected to the front engine compartment longitudinal beam 1 through the upper overlapping portions 2021 and the side overlapping portions 2022, which improves the reliability of the connection between the two and enhances the longitudinal reinforcement effect of the rear reinforcing longitudinal beams 202.

[0060] Still combined Figure 5 As shown in the illustration, in this embodiment, the two rear reinforcing longitudinal beams 202 are both fastened to the front shock absorber tower 2 and the front engine compartment longitudinal beam 1, thereby forming a rear longitudinal beam cavity between the rear shock absorber tower 2 and the front engine compartment longitudinal beam 1. At this time, 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 202 itself.

[0061] Corresponding to the above-mentioned structural arrangement of the rear reinforcing longitudinal beam 202 and the formation of the rear longitudinal beam cavity, the front nacelle upper crossbeam 4 of this embodiment specifically includes a crossbeam body 401 connected to the top of the left and right ends and the top of the rear reinforcing longitudinal beams 202 on both sides, and a crossbeam sealing plate 402 connected between the tops of the front shock absorber towers 2 on both sides.

[0062] The cross-section of the main body 401 is U-shaped, and the main body 401 and the crossbeam end plate 402 form an upper crossbeam cavity. The two ends of the upper crossbeam cavity are connected to the rear longitudinal beam cavities on both sides. In addition, the two ends of the crossbeam end plate 402 are also attached to the top of the front shock absorber tower 2 and connected to the front shock absorber tower 2 by welding, so as to realize the connection between the two ends of the upper crossbeam 4 in the front engine compartment and the front shock absorber tower 2, and further improve the lateral connection strength between the upper crossbeam 4 in the front engine compartment and the front shock absorber towers 2 on both sides.

[0063] Understandably, the upper crossbeam 4 of the forward engine compartment is composed of a crossbeam body 401 and a crossbeam sealing plate 402, which facilitates the preparation of the upper crossbeam 4 of the forward engine compartment. At the same time, the formation of the upper crossbeam cavity and its connection with the rear longitudinal beam cavity can also ensure the reliability of the connection between the upper crossbeam 4 of the forward engine compartment and the rear reinforcing longitudinal beams 202 on both sides, as well as ensure the continuity of the force transmission channel formed between the upper crossbeam 4 of the forward engine compartment and the rear reinforcing longitudinal beams 202, which helps to improve the collision force transmission effect.

[0064] Furthermore, in specific implementations, the rear reinforcing longitudinal beams 202 located on both sides are preferably integrally formed with the main body of the crossbeam 401. This not only helps to further improve the connection strength between the rear reinforcing longitudinal beams 202 and the upper crossbeam 4 of the front engine compartment, but also helps to improve the connection effect between the upper crossbeam cavity and the cavities of the rear longitudinal beams on both sides, resulting in a better effect on the transmission and dispersion of collision forces. Of course, as a preferred implementation, the connection between the rear reinforcing longitudinal beams 202 and the main body of the crossbeam 401 can adopt a smooth arc transition to avoid abrupt structural changes at the connection, thereby improving the force transmission efficiency.

[0065] It is worth noting that, in the specific manufacturing process, the front reinforcing longitudinal beam 201, the front engine compartment lower crossbeam 5, the integrally formed crossbeam body 401 and the two rear reinforcing longitudinal beams 202 on both sides, as well as the crossbeam sealing plate 402, etc., in this embodiment can all be formed by stamping, and the connection between them can also be achieved by welding.

[0066] In this embodiment, also as a preferred implementation, it is still by Figures 1 to 4 and combined Figure 6 As shown, each front engine compartment longitudinal beam 1 has a front wheel arch side beam 3 on its outer side. The front parts of both front engine compartment longitudinal beams 1 are bent outwards in the left-right direction of the vehicle to form an outward extension 1a. The front ends of the front wheel arch side beams 3 on each side extend forward and downward and connect with the front ends of the front engine compartment longitudinal beam 1 on the same side. In this way, by bending the front parts of the front engine compartment longitudinal beams 1 outwards and connecting the front ends of the front wheel arch side beams 3 with the front ends of the front engine compartment longitudinal beams 1, the front engine compartment longitudinal beams 1 and the front wheel arch side beams 3 can better participate in small overlap collisions. The effective transmission of collision force by the front engine compartment longitudinal beams 1 and the front wheel arch side beams 3 can be utilized to improve the safety of small overlap collisions, thereby helping to improve the overall safety quality of the vehicle.

[0067] In specific implementation, please refer to Figure 6 As shown, the front engine compartment longitudinal beam 1 in this embodiment may include, for example, an inner longitudinal beam plate 101 and an outer longitudinal beam plate 102 that are fastened together. The two plates together form a longitudinal beam cavity to ensure the structural strength of the front engine compartment longitudinal beam 1. At the same time, the inner longitudinal beam plate 101 and the outer longitudinal beam plate 102 are also integrally formed, and the front parts of the inner longitudinal beam plate 101 and the outer longitudinal beam plate 102 are bent outwards to form the extended section 1a, thereby realizing the bending setting of the front part of the front engine compartment longitudinal beam 1.

[0068] Here, the inner plate 101 and outer plate 102 of the longitudinal beam 1 in the front engine compartment are integrally formed, which ensures the stability of the front engine compartment longitudinal beam 1 structure. Furthermore, it is worth noting that, in specific design, the distance between the bent portion of each side of the front engine compartment longitudinal beam 1 and the wheel well envelope of the front wheel on the same side should generally be set at 10mm or more. This distance setting between the bent portion of the front engine compartment longitudinal beam 1 and the front wheel well envelope avoids interference with the front wheel, ensuring smooth movement of the front wheel.

[0069] In actual design, the distance between the bent part of the front engine compartment longitudinal beam 1 on each side and the wheel cover of the front wheel on the same side can be specifically set to 10mm or 12mm, etc., as long as it is ensured that there is no interference between the front engine compartment longitudinal beam 1 and the front wheel.

[0070] In this embodiment, based on the outward bending of the front part of the front engine compartment longitudinal beam 1, connecting brackets 7 are also provided at the bending parts of the front engine compartment longitudinal beams 1 on both sides. Thus, the connection between the front end frame 8 and the front anti-collision beam assembly composed of the energy-absorbing boxes 9 on both sides and the front anti-collision beam 10 and the front engine compartment longitudinal beam 1 can be facilitated through the connecting brackets 7 on both sides.

[0071] The connecting brackets 7 on each side are made of stamped parts and welded together to form a box-shaped structure. From the perspective of the vehicle's vertical direction, each connecting bracket 7 can also be triangular to ensure structural strength and meet the connection strength requirements of the components at the front of the engine compartment. Furthermore, based on the arrangement of the connecting brackets 7 on both sides, a support beam 14 can also be connected between the connecting brackets 7 on both sides in this embodiment. The cross-section of this support beam 14 can also be "n"-shaped to provide good structural strength. Additionally, the two ends of the support beam 14 can be connected to the connecting brackets 7, and each connecting bracket 7 can be connected to the longitudinal beam 1 of the front engine compartment on the same side, all by welding.

[0072] It is understandable that by setting up the support beam 14, the stiffness of the front of the vehicle body in the Y direction (left and right direction) can be increased, and the transmission of collision force between the longitudinal beams 1 of the front engine compartment on both sides can be facilitated, thereby improving the effect of collision force dispersion and transmission.

[0073] Continue by Figures 2 to 3 and combined Figure 7 , Figure 8 As shown, in a preferred embodiment, in this embodiment, the rear ends of the front engine compartment longitudinal beams 1 on both sides are also provided with lower force transmission beams 12 that are connected to the middle channel reinforcing longitudinal beams 11 on the same side, and the end of each lower force transmission beam 12 near the front engine compartment longitudinal beam 1 is connected to the rear reinforcing longitudinal beam 202 on the same side.

[0074] At this point, the lower force transmission beam 12 increases the rigidity of the bottom of the front bulkhead and also adds a force transmission channel between the front engine compartment longitudinal beam 1 and the central channel 15, which is beneficial for the transmission and dispersion of collision forces to the central channel 15. In terms of specific configuration, the lower force transmission beams 12 on each side are connected to the side of the front bulkhead 6 facing the front of the vehicle, and the two central channel reinforcing longitudinal beams 11 are located at the bottom of the central channel 15 and are respectively set on the left and right sides of the central channel 15, and each central channel reinforcing longitudinal beam 11 also extends along the front-rear direction of the vehicle.

[0075] In addition, as a preferred embodiment, a cavity is formed between the lower force transmission beams 12 on each side, the front bulkhead 6, and the longitudinal beam 1 of the forward engine compartment on the same side. In this way, by forming a cavity between the lower force transmission beams 12, the front bulkhead 6, and the longitudinal beam 1 of the forward engine compartment, the structural strength of the lower force transmission beams 12 can be improved by utilizing the high structural strength of the cavity, thus ensuring its application effect.

[0076] Based on the cavity formed at the lower force transmission beam 12, as a preferred embodiment, in this embodiment, the width of the end of each lower force transmission beam 12 connected to the front engine compartment longitudinal beam 1 can be set to be greater than the width of the end of each lower force transmission beam 12 connected to the middle channel reinforcing longitudinal beam 11, and each lower force transmission beam 12 on the side facing the front of the vehicle forms a smoothly transitioning arc-shaped surface 12a.

[0077] The width of the lower force transmission beam 12 is the width of the lower force transmission beam 12 along the longitudinal direction of the vehicle. Furthermore, by making the end of the lower force transmission beam 12 connected to the front engine compartment longitudinal beam 1 wider and forming a smooth transition surface 12a on its front side, the drastic change in the cross-section of the lower force transmission beam 12 can be avoided, which would cause poor force transmission in the collision. At the same time, it can also increase the stability of the connection between the lower force transmission beam 12 and the front engine compartment longitudinal beam 1.

[0078] In this embodiment, further, as a preferred implementation, each side lower force transmission beam 12 is specifically connected to the front end of the same side central channel reinforcing longitudinal beam 11, and a connecting plate 13 connects the front ends of the two sides of the central channel reinforcing longitudinal beam 11. The connecting plate 13 is made of stamped sheet metal and is welded to the two sides of the central channel reinforcing longitudinal beam 11. By connecting the two sides of the central channel reinforcing longitudinal beam 11 through the connecting plate 13, the rigidity of the front end of the central channel 15 is increased through the connecting effect of the connecting plate 13, and a force transmission channel is formed between the two sides of the central channel reinforcing longitudinal beam 11, which helps to transmit the collision force between the left and right sides of the vehicle body.

[0079] Continue to combine Figure 9 and Figure 10 As shown in the preferred embodiment, the rear end of each side front wheel arch side beam 3 has a first connecting arm 301 and a second connecting arm 302 arranged in a forked shape. The rear ends of the first connecting arm 301 and the second connecting arm 302 are both connected to the A-pillar 16, and a collapsible cavity Q is formed between the first connecting arm 301, the second connecting arm 302 and the A-pillar 16.

[0080] At this point, by setting the first connecting arm 301 and the second connecting arm 302 at the rear end of the front wheel arch side beam 3, and forming a crumple zone Q, it can not only increase the lateral support of the A-pillar 16 to the front wheel arch side beam 3, but also avoid the problems of excessive material stacking in the A-pillar 16 area and large intrusion of the A-pillar 16 during a collision, thus improving collision safety. Moreover, from the left-right direction of the whole vehicle, the first connecting arm 301 and the second connecting arm 302 are V-shaped, and the A-pillar 16 is arranged along the vertical direction of the whole vehicle. Therefore, the crumple zone Q formed by the first connecting arm 301, the second connecting arm 302 and the A-pillar 16 is triangular.

[0081] This results in a triangular crumple zone Q, which leverages the high structural strength of triangles to ensure the structural strength of the connection between the front wheel arch side beam 3 and the A-pillar 16, thus guaranteeing the effective transmission of collision forces between them. Regarding the transmission of collision forces, please refer to... Figure 9 As shown, part of the impact force at the front wheel arch side beam 3 is transmitted upward to the A-pillar 16, and the other part is transmitted downward along the A-pillar 16 to the sill beam 17, thus dispersing the impact force.

[0082] In addition to making the rear end of the front wheel arch side beam 3 forked, this embodiment also allows the front end of the front wheel arch side beam 3 to be connected to the side of the front engine compartment longitudinal beam 1 facing the rear of the vehicle. In this way, the front wheel arch side beam 5 is connected to the rear side of the front engine compartment longitudinal beam 1, which facilitates the transfer of collision energy to the front wheel arch side beam 3 during small overlap collisions, thus helping to ensure the collision energy absorption effect.

[0083] However, in addition to connecting to the rear side of the front engine compartment longitudinal beam 1, in specific implementation, depending on the shape of the front of the vehicle, it is also possible to connect the front end of the front wheel arch side beam 3 to the end face of the front end of the front engine compartment longitudinal beam 1, as long as a reliable connection between the front wheel arch side beam 3 and the front engine compartment longitudinal beam 1 can be guaranteed.

[0084] Based on the bending design of the front of each side of the forward engine compartment longitudinal beam 1, as a preferred embodiment, each bending part of the forward engine compartment longitudinal beam 1 is connected to a connecting bracket 7, and the two sides of the forward engine compartment longitudinal beam 1 are connected to the front frame 8 and the front bumper beam assembly through the connecting brackets 7. The aforementioned front bumper beam assembly generally consists of a front bumper beam 10 and energy-absorbing boxes 9 located on the left and right sides respectively. Each side of the energy-absorbing box 9 is connected to the connecting bracket 7 on the same side, and the front frame 8 is specifically connected between the energy-absorbing box 9 and the connecting bracket 7.

[0085] Furthermore, based on the bent design of the front part of the longitudinal beams 1 of the two front engine compartments, as a preferred implementation form, combined with... Figure 11As shown, the distance between the front ends of the two front engine compartment longitudinal beams 1 along the left-right direction of the vehicle is greater than the distance between the left and right ends of the front bumper beam 10 in the front bumper beam assembly along the left-right direction of the vehicle. This makes the distance between the two ends of the front bumper beam 10 smaller than the distance between the front ends of the two front engine compartment longitudinal beams 1. This not only allows the front engine compartment longitudinal beams 1 to participate in small overlap collisions, but also gives them a higher degree of participation compared to the front bumper beam 10. Therefore, the effective transmission of collision force by the front engine compartment longitudinal beams 1 can improve the safety of small overlap collisions and enhance the overall vehicle safety.

[0086] In this embodiment, the front engine compartment structure, through the installation of the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202 on the side of the front shock absorber tower 2, can improve the structural strength of the front shock absorber tower 2, which is beneficial to reducing the thickness of the shock absorber tower and achieving weight reduction. At the same time, through the installation of the upper crossbeam 4 and the lower crossbeam 5 of the front engine compartment, a lateral connection can be formed between the two front shock absorber towers 2, improving the lateral stiffness of the front of the vehicle body. Furthermore, a ring structure can be formed between the two front shock absorber towers 2, utilizing the high strength of the ring structure to improve the overall stiffness of the front engine compartment, thus contributing to the improvement of the overall vehicle safety.

[0087] Finally, this embodiment also relates to a vehicle equipped with the aforementioned front engine compartment structure. Furthermore, by incorporating this front engine compartment structure, the vehicle of this embodiment can improve the structural strength of the front shock absorber tower 2, which is beneficial for reducing the weight of the shock absorber tower. It can also increase the overall rigidity of the front engine compartment, contributing to improved vehicle safety and thus possessing excellent practicality.

[0088] 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 forward engine compartment structure, characterized in that: It includes front engine compartment longitudinal beams (1) located on the left and right sides, and front shock absorber towers (2) connected to each of the front engine compartment longitudinal beams (1), and front reinforcing longitudinal beams (201) and rear reinforcing longitudinal beams (202) arranged front and rear on both sides of the front shock absorber towers (2). The bottom ends of the front reinforcing longitudinal beams (201) on both sides are connected together by the front nacelle lower crossbeam (5) located between the front nacelle longitudinal beams (1) on both sides. The bottom ends of the rear reinforcing longitudinal beams (202) on both sides are connected to the front nacelle longitudinal beam (1) on the same side. The top ends of the rear reinforcing longitudinal beams (202) on both sides are connected together by the front nacelle upper crossbeam (4) located between the tops of the front shock absorber towers (2) on both sides. The lower crossbeam (5) of the front engine compartment is connected between the tops of the longitudinal beams (1) of the front engine compartment on both sides. The front reinforcing longitudinal beams (201) on both sides are fastened to the front shock absorber tower (2) and form a front longitudinal beam cavity with the front shock absorber tower (2). The cross section of the lower crossbeam (5) of the front cabin is "n" shaped, and a lower crossbeam cavity is formed inside the lower crossbeam (5). The two ends of the lower crossbeam cavity are connected to the front longitudinal beam cavities on both sides. 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 (4) includes a crossbeam body (401) 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 (402) connected between the tops of the front shock absorber towers (2) on both sides. The cross-section of the main body of the crossbeam (401) is U-shaped. The main body of the crossbeam (401) and the crossbeam sealing plate (402) form an upper crossbeam cavity. The two ends of the upper crossbeam cavity are connected to the rear longitudinal beam cavities on both sides.

2. The forward nacelle structure 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 each side gradually decreases.

3. The forward nacelle structure according to claim 1, 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.

4. The forward nacelle structure according to claim 1, characterized in that: The rear ends of the front cabin longitudinal beams (1) on both sides are respectively provided with lower force transmission beams (12) that are connected to the middle channel reinforcing longitudinal beams (11) on the same side, and the end of each lower force transmission beam (12) near the front cabin longitudinal beam (1) is connected to the rear reinforcing longitudinal beam (202) on the same side.

5. The forward nacelle structure according to claim 4, characterized in that: Each of the lower force transmission beams (12) is connected to the front end of the middle channel reinforcing longitudinal beam (11) on the same side, and a connecting plate (13) is connected between the two ends of the middle channel reinforcing longitudinal beams (11) on both sides.

6. The forward nacelle structure according to any one of claims 1 to 5, characterized in that: Each of the aforementioned front engine compartment longitudinal beams (1) has a front wheel arch side beam (3) on its outer side. The front parts of the front engine compartment longitudinal beams (1) on both sides are bent outwards in the left-right direction of the vehicle. The front end of each of the front wheel arch side beams (3) extends forward and downward and is connected to the front end of the front engine compartment longitudinal beam (1) on the same side.

7. The forward nacelle structure according to claim 6, characterized in that: The rear end of each of the front wheel arch side beams (3) has a first connecting arm (301) and a second connecting arm (302) arranged in a forked shape. The rear ends of the first connecting arm (301) and the second connecting arm (302) are both connected to the A-pillar (16) on the same side, and a collapse cavity (Q) is formed between the first connecting arm (301), the second connecting arm (302) and the A-pillar (16).

8. The forward nacelle structure according to claim 6, characterized in that: The front end of each of the front wheel arch side beams (3) is connected to the side of the front engine compartment longitudinal beam (1) facing the rear of the vehicle on the same side; Each of the bent portions of the front engine compartment longitudinal beams (1) is connected to a connecting bracket (7), and the front engine compartment longitudinal beams (1) on both sides are connected to the front frame (8) and the front anti-collision beam assembly through the connecting brackets (7).

9. The forward nacelle structure according to claim 8, characterized in that: The distance between the front ends of the longitudinal beams (1) of the front engine compartment on both sides along the left and right direction of the whole vehicle is greater than the distance between the left and right ends of the front anti-collision beam (10) in the front anti-collision beam assembly along the left and right direction of the whole vehicle.

10. A vehicle, characterized in that: The vehicle is provided with a front engine compartment structure as described in any one of claims 1 to 9.

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