Front end assembly and vehicle

Abstract

The application discloses a front engine compartment assembly and a vehicle, and relates to the technical field of vehicle structures, in particular to a front engine compartment assembly and a vehicle. The front engine compartment assembly comprises: longitudinal beam assemblies, two longitudinal beam assemblies are distributed in a transverse direction and are spaced apart, the longitudinal beam assembly comprises an upper side beam and a longitudinal beam, the upper side beam is located above the longitudinal beam, a shock tower is arranged between the upper side beam and the longitudinal beam, the front end of the upper side beam is connected with the front end of the longitudinal beam through a water tank vertical column, and the rear end of the upper side beam is connected with the rear end of the longitudinal beam through an A-pillar structure; a water tank upper cross beam and a front anti-collision beam, the two ends of the water tank upper cross beam are connected with the upper side beams of the two longitudinal beam assemblies respectively, and the two ends of the front anti-collision beam are connected with the longitudinal beams of the two longitudinal beam assemblies respectively; a front wall structure, the front wall structure is connected between the rear ends of the two longitudinal beam assemblies and is connected with the upper side beam and the longitudinal beam of each longitudinal beam assembly respectively; and at least one of the upper side beam, the longitudinal beam, the water tank upper cross beam and the front anti-collision beam is formed by profile extrusion. The front engine compartment assembly provided by the application has high bending resistance and torsional stiffness, is light in weight, and can enhance the force transmission effect.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a front engine compartment assembly and a vehicle. Background Technology

[0002] As the main structure of the vehicle body that withstands frontal collisions, the front engine compartment assembly structure must ensure reasonable rigidity in order to fully absorb and disperse collision energy, prevent collision energy from being transferred to the passenger compartment, causing greater injury to the passengers in the passenger compartment, and reducing the overall collision safety of the vehicle.

[0003] Traditional automotive engine compartments are mostly made of a large amount of steel plates through stamping and welding. They are heavy, have high development costs and long development cycles, poor force transmission effect, and low bending and torsional stiffness. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a forward nacelle assembly that improves the bending resistance and torsional stiffness of the forward nacelle assembly, is lightweight, and also enhances the force transmission effect.

[0005] According to an embodiment of the present invention, the front nacelle assembly includes: two longitudinal beam assemblies spaced laterally apart, each longitudinal beam assembly including an upper side beam and a longitudinal beam, the upper side beam being located above the longitudinal beam, a shock-absorbing tower being provided between the longitudinal beam and the upper side beam, the front end of the upper side beam being connected to the front end of the longitudinal beam via a water tank column, and the rear end of the upper side beam being connected to the rear end of the longitudinal beam via an A-pillar structure; a water tank upper crossbeam and a front anti-collision beam, the two ends of the water tank upper crossbeam being respectively connected to the upper side beams of the two longitudinal beam assemblies, and the two ends of the front anti-collision beam being respectively connected to the longitudinal beams of the two longitudinal beam assemblies; and a front bulkhead structure connecting the rear ends of the two longitudinal beam assemblies and being respectively connected to the upper side beam and the longitudinal beam of each longitudinal beam assembly.

[0006] At least one of the upper side beam, the longitudinal beam, the upper crossbeam of the water tank, and the front anti-collision beam is formed by extrusion molding of profiles.

[0007] According to an embodiment of the present invention, the front engine compartment assembly comprises an upper side beam, longitudinal beams, a water tank upper crossbeam, and a front bulkhead structure forming a ring structure. Simultaneously, a ring structure is also formed between the water tank upper crossbeam, water tank pillars, and the front bumper beam. This ring structure results in high torsional stiffness of the front engine compartment assembly. Furthermore, a shock absorber tower is formed between the upper side beam and the longitudinal beams. The cooperation between the shock absorber tower and the ring structure further improves the torsional and bending stiffness of the vehicle body. At least one of the upper side beam, the longitudinal beams, the water tank upper crossbeam, and the front bumper beam is formed by profile extrusion molding, resulting in good strength and stiffness while having low development costs and a short development cycle.

[0008] According to an embodiment of the present invention, the front nacelle assembly includes a sub-front bulkhead, a main front bulkhead, and a front bulkhead frame. The sub-front bulkhead and the main front bulkhead are distributed along the longitudinal direction. The two ends of the sub-front bulkhead are respectively connected to the two longitudinal beam assemblies. The front bulkhead frame includes a lower windshield crossbeam and a lower front bulkhead crossbeam. The two ends of the lower windshield crossbeam are respectively connected to the upper ends of the two A-pillar structures, and the two ends of the lower front bulkhead crossbeam are respectively connected to the lower ends of the two A-pillar structures.

[0009] According to an embodiment of the present invention, in the front nacelle assembly, the inner and outer sides of the longitudinal beam are respectively connected to a left rear support and a right rear support. The left rear support and the right rear support are both inclined relative to the longitudinal beam from front to back and are respectively connected to the front side of the lower crossbeam of the front bulkhead.

[0010] According to an embodiment of the present invention, the front nacelle assembly further includes a front floor front crossbeam, which is located below and behind the front bulkhead lower crossbeam, and both ends of the front floor front crossbeam are respectively connected to the two A-pillar structures. The front floor front crossbeam and the front bulkhead lower crossbeam are connected by a rear support member.

[0011] According to an embodiment of the present invention, the front engine compartment assembly is further provided with a front subframe mounting seat at the bottom of the longitudinal beam. The rear end of the front subframe mounting seat is connected to the front side of the front floor crossbeam, and the outer side of the front subframe mounting seat is provided with a mounting seat rear support member connected to the sill beam. The mounting seat rear support member is inclined outward from front to back relative to the front subframe mounting seat.

[0012] According to an embodiment of the present invention, in the front nacelle assembly, the sub-front bulkhead is connected to the shock absorber tower via an upper tie rod, the shock absorber tower is connected to the longitudinal beam via a lower tie rod, the upper tie rod and the lower tie rod are spaced apart in the vertical direction, and / or the upper ends of the two shock absorber towers on the left and right sides of the vehicle body are connected by a cross tie rod.

[0013] According to an embodiment of the present invention, in the front nacelle assembly, a protruding inclined support is formed on the inner side of the upper beam, the inclined support is formed with a connecting inclined surface, the connecting inclined surface is inclined relative to the vertical and the horizontal, and the upper end of the shock absorber tower is fitted and connected to the connecting inclined surface; and / or, the lower end of the shock absorber tower is provided with a connecting seat, the connecting seat is formed with a first connecting surface and a second connecting surface, the first connecting surface is fitted and connected to the upper side surface of the longitudinal beam, and the second connecting surface is fitted and connected to the inner side surface of the longitudinal beam.

[0014] According to an embodiment of the present invention, in the front nacelle assembly, the upper end of the A-pillar structure is connected to the top cover side beam via an adapter. The adapter is provided with a mounting groove, and the top cover side beam is a tubular beam structure that is inserted into the mounting groove.

[0015] According to an embodiment of the present invention, the forward nacelle assembly, the adapter and / or the shock absorber tower are castings.

[0016] The present invention also discloses a vehicle.

[0017] The vehicle according to an embodiment of the present invention includes the aforementioned front engine compartment assembly.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a perspective view of the front engine compartment assembly according to an embodiment of the present invention;

[0021] Figure 2 This is a three-dimensional schematic diagram of the hidden part structure of the front engine compartment assembly according to an embodiment of the present invention;

[0022] Figure 3 This is a schematic diagram of the rear of the front engine compartment assembly according to an embodiment of the present invention;

[0023] Figure 4 This is a structural schematic diagram of the front nacelle assembly from another perspective according to an embodiment of the present invention;

[0024] Figure 5 This is a schematic diagram of the structure connecting the rear support member with the lower front crossbeam and the front floor crossbeam according to an embodiment of the present invention.

[0025] Figure 6 This is a detailed schematic diagram of the connection between the shock-absorbing tower, the longitudinal beam, and the rear section of the upper side beam of the wheel cover in an embodiment of the present invention;

[0026] Figure 7 This is a schematic diagram of the connecting component between the A-pillar structure and the top cover side beam in an embodiment of the present invention.

[0027] Icons: 100-Front nacelle assembly; 1-Front bumper beam; 2-Bumper beam energy absorption box; 3-Water tank column; 4-Longitudinal beam; 5-Water tank upper crossbeam; 6-Front section of upper wheel arch beam; 7-Rear section of upper wheel arch beam; 71-Connecting ramp; 8-Shock absorber tower; 81-Connecting seat; 811-First connecting surface; 812-Second connecting surface; 9-Secondary front bulkhead; 10-Main front bulkhead; 11-Top cover side beam; 12-Rear lower support of upper wheel arch beam; 13- A-pillar structure; 14-Sill beam; 15-Rear support of mounting bracket; 16-Left rear support; 17-Lower crossbeam of front windshield; 18-Right rear support; 19-Front bulkhead support; 20-Front subframe mounting bracket; 21-Lower crossbeam of front bulkhead; 22-Front floor crossbeam; 23-Rear support; 231-Notch; 24-Tie bar; 25-Upper tie bar; 26-Lower tie bar; 27-Adapter; 271-Mounting groove; 272-Bottom surface. Detailed Implementation

[0028] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0029] The following is for reference. Figures 1-7 The front engine compartment assembly 100 according to an embodiment of the present invention is described. The front engine compartment assembly 100 of the present invention is formed by welding a large number of aluminum alloy extrusion parts to form the front engine compartment frame, which is lightweight and low cost, and forms multiple ring structures, triangular structures, etc., with high bending and torsional stiffness; and the force transmission path is entirely made of aluminum alloy extrusion profiles, which can reasonably decompose collision energy and improve the force transmission effect.

[0030] The following is for reference. Figures 1-7 The front nacelle assembly 100 according to an embodiment of the present invention includes: a longitudinal beam assembly, a water tank upper crossbeam 5, a front anti-collision beam 1, and a front bulkhead structure;

[0031] The longitudinal beam assembly consists of two beams spaced apart laterally. Each beam assembly includes an upper beam and a longitudinal beam 4. The upper beam is located above the longitudinal beam 4. A shock-absorbing tower 8 is provided between the longitudinal beam 4 and the upper beam. The front end of the upper beam is connected to the front end of the longitudinal beam 4 via a water tank column 3, and the rear end of the upper beam is connected to the rear end of the longitudinal beam 4 via an A-column structure 13. The two ends of the water tank upper crossbeam 5 are connected to the upper beams of the two longitudinal beam assemblies, respectively. The two ends of the front anti-collision beam 1 are connected to the longitudinal beams 4 of the two longitudinal beam assemblies, respectively. The front enclosure structure is connected between the rear ends of the two longitudinal beam assemblies and is connected to the upper beam and the longitudinal beam 4 of each longitudinal beam assembly, respectively. At least one of the upper beam, longitudinal beam 4, water tank upper crossbeam 5, and front anti-collision beam 1 is formed by profile extrusion.

[0032] In practice, refer to Figure 1 As shown, the longitudinal beam assembly refers to the beams distributed laterally along the width of the vehicle body in the front engine compartment assembly 100. The upper beam includes a front section 6 and a rear section 7 of the wheel arch upper beam. The rear section 7 is parallel to the longitudinal beam 4. The shock absorber tower 8 connects the rear section 7 and the longitudinal beam 4, and can be connected to both the rear section 7 and the longitudinal beam 4 via multiple connectors. The front section 6 of the wheel arch upper beam is inclined, with its front end closer to the center of the vehicle body. The front end of the front section 6 connects to the upper crossbeam 5 of the radiator, and the rear end of the front section 6 is far from the vehicle body. The middle position is farther from the front end than the middle position of the vehicle body. The rear end of the front section 6 of the upper side beam of the wheel cover is connected to the rear section 7 of the upper side beam of the wheel cover. The front section 6 of the upper side beam of the wheel cover makes the two ends of the upper crossbeam 5 of the water tank gradually widen from the two ends to the point where it connects to the rear section 7 of the upper side beam of the wheel cover. The lower ends of the two ends of the upper crossbeam 5 of the water tank are connected to the longitudinal beam 4 through the water tank column 3. At the same time, the front of the water tank column 3 is connected to the front anti-collision beam 1 through the anti-collision beam energy absorption box 2. The anti-collision beam energy absorption box 2 can be connected to the front of the longitudinal beam 4 through the plate, and the cross section of the plate is larger than the cross section of the longitudinal beam 4. This can ensure the reliability of the connection between the anti-collision beam energy absorption box 2 and the longitudinal beam 4 and the stability of force transmission.

[0033] In this embodiment of the invention, when the vehicle body is subjected to a frontal impact, the energy-absorbing box 2 of the anti-collision beam firstly provides better buffering and impact force transmission. At the same time, due to the setting of the front section 6 of the upper side beam of the wheel arch, after the front of the vehicle body is impacted, the external force is transmitted through the front anti-collision beam 1 to the water tank pillar 3, and then to the front section 6 of the upper side beam of the wheel arch. The force is then diffused outward through the front section 6 of the upper side beam of the wheel arch and transmitted to the rear section 7 of the upper side beam of the wheel arch, and then further transmitted to the rear and the shock absorber tower 8. This effectively decomposes the collision energy and improves the force transmission effect.

[0034] In addition, in this embodiment of the invention, the front anti-collision beam 1, the water tank column 3 and the water tank upper crossbeam 5 form a ring structure. At the same time, the water tank upper crossbeam 5, the front section 6 of the wheel arch upper side beam, the rear section 7 of the wheel arch upper side beam and the front bulkhead structure also form a ring structure. This makes the torsional stiffness and bending stiffness of the front engine compartment assembly 100 high. Moreover, at least one of the upper side beam, longitudinal beam 4, water tank upper crossbeam 5 and front anti-collision beam 1 is formed by profile extrusion, which can reduce weight, and while having good strength and stiffness, it also has low development cost and short development cycle.

[0035] In some embodiments, the front enclosure structure includes a secondary front enclosure 9, a main front enclosure 10, and a front enclosure frame. The secondary front enclosure 9 and the main front enclosure 10 are distributed along the front-rear direction. The two ends of the secondary front enclosure 9 are respectively connected to two longitudinal beam assemblies, and the two ends of the front enclosure frame are respectively connected to two A-pillar structures 13. The main front enclosure 10 is installed on the front enclosure frame.

[0036] Specifically, the secondary front bulkhead 9 is located in front of the main front bulkhead 10, and the secondary front bulkhead 9 and the main front bulkhead 10 are roughly parallel. A front bulkhead frame is provided around the main front bulkhead 10 to serve as the main support for the main front bulkhead 10. The upper ends of the secondary front bulkhead 9 and the main front bulkhead 10 are connected to the rear section 7 of the upper side beam of the aforementioned wheel arch near the rear. The lower ends of the secondary front bulkhead 9 and the main front bulkhead 10 are connected to the longitudinal beams 4 on the left and right sides of the vehicle body. The middle part of the main front bulkhead 10 and the secondary front bulkhead 9 is made of a plate.

[0037] In this embodiment of the invention, the vehicle front structure can further improve the vehicle's resistance to deformation during a collision by using the secondary front bulkhead 9, the main front bulkhead 10, and the front bulkhead frame to prevent excessive external force from intruding into the cab and reduce injury to the occupants. At the same time, the secondary front bulkhead 9, the main front bulkhead 10, and the front bulkhead frame also play a role in force transmission, sealing and waterproofing, and sound insulation. Moreover, the secondary front bulkhead 9 can also serve as the main support for the tie rod structure connecting the shock absorber tower 8, ensuring the structural stability of the shock absorber tower 8, a better force transmission path, and effectively improving the torsional stiffness of the engine compartment.

[0038] The front frame includes a lower windshield crossbeam 17 and a lower front frame crossbeam 21. The two ends of the lower windshield crossbeam 17 are connected to the upper ends of two A-pillar structures 13, and the two ends of the lower front frame crossbeam 21 are connected to the lower ends of two A-pillar structures 13. The bottom of the A-pillar structure 13 is connected to the top of the sill beam 14. A front frame support 19 is provided between the lower windshield crossbeam 17 and the lower front frame crossbeam 21.

[0039] In practice, refer to Figure 1 and Figure 3 As shown, the lower front windshield crossbeam 17 is located above the lower front fascia crossbeam 21, and the lower front windshield crossbeam 17 is an arc-shaped structure that curves forward, which can better disperse and transmit the force received in front. A vertical front fascia support 19 can be connected between the lower front fascia crossbeam 21 and the lower front windshield crossbeam 17. There can be multiple front fascia supports 19, and the multiple front fascia supports 19 are arranged parallel to each other. In this embodiment of the invention, there are two front fascia supports 19, and the two front fascia supports 19 are located near the middle position in the width direction of the vehicle body. In this way, the front fascia supports 19 can better support the lower front windshield crossbeam 17 and the lower front fascia crossbeam 21. At the same time, the front fascia supports 19 also facilitate the connection of the plate between the main front fascia 10 and the secondary front fascia 9.

[0040] In this embodiment of the invention, the lower front windshield crossbeam 17 and the lower front bulkhead crossbeam 21 are connected to the upper and lower ends of the A-pillar structure 13, serving as the main support for the lower front windshield crossbeam 17 and the lower front bulkhead crossbeam 21 in the vehicle height direction. A vertical front bulkhead support 19 is provided between the lower front bulkhead crossbeam 21 and the lower front windshield crossbeam 17, serving as the connecting plate of the front bulkhead and forming the main structure of the entire main front bulkhead 10. When the front of the vehicle is subjected to force, it can be transmitted to the lower front bulkhead crossbeam 21 through the longitudinal beam 4, or to the lower front windshield crossbeam 17 through the upper side beam, and can be transmitted to the main front bulkhead 10. The main front bulkhead 10 then transmits the force to the lower sill beam 14 and the upper roof side beam 11. In addition, in this embodiment of the invention, the lower front windshield crossbeam 17, the upper side beam of the front engine compartment assembly 100, and the upper water tank crossbeam 5 form a ring structure, which enhances the torsional rigidity of the vehicle body.

[0041] In some embodiments, the inner and outer sides of the longitudinal beam 4 are respectively connected to the left rear support member 16 and the right rear support member 18. The left rear support member 16 and the right rear support member 18 are both inclined from front to back relative to the longitudinal beam 4 and are respectively connected to the front side of the lower crossbeam 21 of the front bulkhead.

[0042] Reference Figure 2 As shown, Figure 2 The arrow in the diagram indicates the direction of force transmission when the front bumper beam 1 is impacted by an external force. One end of the left rear support 16 and the right rear support 18 are connected to the longitudinal beam 4, and the other end is connected to the front of the lower front crossbeam 21 on both sides of the longitudinal beam 4. The right rear support 18 is connected to both the lower front crossbeam 21 and the A-pillar structure 13. That is, the right rear support 18 is connected at the junction of the lower front crossbeam 21 and the A-pillar structure 13. In this way, when the longitudinal beam 4 is subjected to external force, the force can be distributed to both sides through the longitudinal beam 4. The left rear support member 16 and the right rear support member 18 are connected. When the force is transmitted to the right rear support member 18, the right rear support member 18 is connected to both the A-pillar structure 13 and the front of the lower crossbeam 21 of the front bulkhead. In this way, the force transmitted to the right rear support member 18 through the longitudinal beam 4 can be transmitted to the lower crossbeam 21 of the front bulkhead and to the A-pillar structure 13. As the main load-bearing support, the A-pillar structure 13 has a strong structural strength and can better withstand external forces. The force can be transmitted to the sill beam 14 through the A-pillar structure 13.

[0043] In addition, the longitudinal beam 4 can also transmit the force to the left rear support member 16, and then to the front lower crossbeam 21 through the left rear support member 16. The left rear support member 16 is obliquely arranged, so the force can be transmitted to the front lower crossbeam 21 near the middle position through the left rear support member 16. In this embodiment of the invention, by setting the left rear support member 16 and the right rear support member 18, the force can be distributed to different positions in different directions, so as not to concentrate in one place and cause great damage to one place.

[0044] In some embodiments, the system also includes a front floor front crossbeam 22, which is located below and behind the front lower crossbeam 21, and both ends of the front floor front crossbeam 22 are connected to two A-pillar structures 13 respectively. The front floor front crossbeam 22 and the front lower crossbeam 21 are connected by a rear support member 23.

[0045] Reference Figure 3 As shown, the front floor crossbeam 22 is closer to the rear of the vehicle than the lower front crossbeam 21 and is located below the lower front crossbeam 21. Both ends of the front floor crossbeam 22 and the lower front crossbeam 21 are connected to the A-pillar structures 13 on the left and right sides of the vehicle body. In this way, the front floor crossbeam 22, the A-pillar structures 13 on the left and right sides of the vehicle body and the lower front crossbeam 21 also form a ring structure. The front floor crossbeam 22 and the lower front crossbeam 21 of this ring structure are staggered. At the same time, the lower front crossbeam 21, the A-pillar structures 13 on the left and right sides of the vehicle body and the lower front windshield crossbeam 17 also form a ring structure. By setting multiple ring structures at the rear of the front engine compartment assembly 100, the rigidity and bending strength at the rear of the front engine compartment assembly 100 can be enhanced.

[0046] In addition, multiple oblique rear support members 23 are provided between the front floor front crossbeam 22 and the front bulkhead lower crossbeam 21, and the multiple rear support members 23 are parallel to each other. For details, refer to... Figure 5 As shown, when one end of the rear support member 23 is connected to the lower front crossbeam 21, the rear support member 23 has a notch 231. The rear support member 23 can be connected to both the bottom and the rear of the lower front crossbeam 21 at the notch 231, thus enhancing the stability and reliability of the connection. Simultaneously, the connection area between the bottom and rear of the lower front crossbeam 21 can be the same, so the force transmitted from the lower front crossbeam 21 to the rear support member 23 can be distributed along the rear support. The force is transmitted at the middle position of the support member 23, and the rear support member 23 can be a profile extrusion part. Then the force can be transmitted to the cavity in the middle of the rear support member 23. The rear support member 23 can serve as the main energy absorption cavity to absorb part of the impact force. The other part of the force is then distributed to the front floor front crossbeam 22 through multiple rear support members 23, which can better decompose the collision energy. The rear support member 23 can improve the connection strength between the front floor front crossbeam 22 and the front lower crossbeam 21, while ensuring good force transmission effect.

[0047] In some embodiments, refer to Figure 2As shown, the bottom of the longitudinal beam 4 is also provided with a front subframe mounting seat 20. The rear end of the front subframe mounting seat 20 is connected to the front side of the front floor crossbeam 22. The outer side of the front subframe mounting seat 20 is provided with a mounting seat rear support 15 connected to the sill beam 14. The mounting seat rear support 15 is inclined outward from front to back relative to the front subframe mounting seat 20.

[0048] In practice, the front subframe mounting base 20 is an extruded aluminum profile with multiple cavities inside. This reduces the overall weight while increasing the strength of the front subframe mounting base 20. The front subframe mounting base 20 is connected to the bottom and inner side of the longitudinal beam 4, which increases the connection area and improves the reliability of the connection. On the outside of the front subframe mounting base 20, there is a mounting base rear support 15 connected to the sill beam 14. By setting the mounting base rear support 15, the overall stability and rigidity can be enhanced, and the direction of force transmission can be increased, which is transmitted to the sill beam 14 through the front subframe mounting base 20.

[0049] In some embodiments, the sub-front bulkhead 9 is connected to the shock absorber tower 8 via an upper tie rod 25, the shock absorber tower 8 is connected to the longitudinal beam 4 via a lower tie rod 26, the upper tie rod 25 and the lower tie rod 26 are spaced apart in the vertical direction, and / or the upper ends of the two shock absorber towers 8 on the left and right sides of the vehicle body are connected via a horizontal tie rod 24.

[0050] In practice, you can refer to Figure 1 and Figure 4 As shown, one end of the upper tie rod 25 is connected to the damper tower 8 via a connector, and the other end is also connected to the upper part of the sub-front bulkhead 9 via a connector. A lower tie rod 26 is also connected to the damper tower 8 via a connector. The other end of the lower tie rod 26 is connected to the inner side of the longitudinal beam 4 via a connector. Both the upper tie rod 25 and the lower tie rod 26 are connected to the surrounding structure via connectors, allowing for easy replacement if the strength of either the upper tie rod 25 or the lower tie rod 26 is affected. The upper tie rod 25, the lower tie rod 26, and the sub-front bulkhead 9 form a triangular structure. The upper tie rod 25 is connected to the damper tower 8 closer to the front and slightly higher, while the lower tie rod 26 is connected to the damper tower... Position 8 is closer to the bottom to facilitate the connection of the lower tie rod 26 to the longitudinal beam 4 and the upper tie rod 25 to the sub-front bulkhead 9. Furthermore, the connection point of the upper tie rod 25 to the damper tower 8 is further forward than that of the lower tie rod 26, allowing the upper tie rod 25, lower tie rod 26, and damper tower 8 to form a more stable triangular structure. This triangular structure has a large span on each side, resulting in structural stability and enhancing the stability of the damper tower 8 and sub-front bulkhead 9, while also increasing the strength and torsional stiffness at this location. The lower tie rod 26, longitudinal beam 4, and damper tower 8 also form a triangular structure, resulting in better overall torsional stiffness.

[0051] It should be noted that the embodiments of the present invention also contain some triangular structures. For example, the rear section 7 of the upper side beam of the wheel cover, the rear lower support 12 of the upper side beam of the wheel cover, and the A-pillar structure 13 also form a triangular structure. One end of the rear lower support 12 of the upper side beam of the wheel cover is connected to the bottom of the rear section 7 of the upper side beam of the wheel cover, and the other end is connected to the front of the A-pillar structure 13. By setting this triangular structure, the torsional stiffness and overall stability can also be improved.

[0052] In addition, a tie rod 24 is connected above the shock absorber towers 8 in the left and right directions of the vehicle. The tie rod 24 is located in front of the sub-front bulkhead 9. The tie rod 24 connects the shock absorber towers 8 in the left and right directions, which can improve the stability of the left and right shock absorber towers 8 and improve the bending stiffness. In addition, when the aforementioned pull rod 26 is connected to the damping tower 8, it is connected to the damping tower 8 and then passes under the horizontal tie rod 24 before connecting to the sub-front cover 9. The horizontal tie rod 24 has an overall arched structure that arches towards the middle. The horizontal tie rod 24 can form a clearance section at the connection between the pull rod 26 and the damping tower 8. The clearance section facilitates the connection of the pull rod 26 to the damping tower 8 while ensuring the normal connection of the horizontal tie rod 24. The horizontal tie rod 24 can ensure the stability of the top of the damping tower 8 on both sides and can also serve as the force transmission direction for receiving the force of the damping tower 8. The connection between the pull rod 26 and the upper tie rod 25 at the damping tower 8 can maintain the stability of the middle part of the damping tower 8. The lower end of the damping tower 8 is connected to the longitudinal beam 4, thus enabling the damping tower 8 to maintain stability from top to bottom and providing more force transmission paths.

[0053] In some embodiments, a protruding inclined support is formed on the inner side of the upper beam, and the inclined support forms a connecting inclined surface 71. The connecting inclined surface 71 is inclined relative to the vertical and horizontal directions, and the upper end of the shock absorber tower 8 is in close contact with the connecting inclined surface 71; and / or, the lower end of the shock absorber tower 8 is provided with a connecting seat 81, and the connecting seat 81 forms a first connecting surface 811 and a second connecting surface 812. The first connecting surface 811 is in close contact with the upper side surface of the longitudinal beam 4, and the second connecting surface 812 is in close contact with the inner side surface of the longitudinal beam 4.

[0054] In practice, compared to setting the connection surface between the damping tower 8 and the upper beam parallel to the vertical direction, setting the connecting inclined surface 71 at an angle to the vertical plane results in a smaller force decomposition in the direction parallel to the connecting inclined surface 71 when an upward force is transmitted from the damping tower 8 to the upper beam. This allows the upward force to be reliably transmitted from the connecting inclined surface 71 to the upper beam, improving the force transmission effect between the damping tower 8 and the upper beam, and enabling the upper beam to reliably support the damping tower 8. Similarly, when a downward force is transmitted from the upper beam to the damping tower 8, the smaller force decomposition in the direction parallel to the connecting inclined surface 71 also allows the downward force to be reliably transmitted from the connecting inclined surface 71 to the damping tower 8, improving the force transmission effect between the damping tower 8 and the upper beam, and enabling the damping tower 8 and the upper beam to provide better support.

[0055] By setting the connecting inclined surface 71 at an angle to the vertical direction, the force decomposition in the direction parallel to the connecting inclined surface 71 is smaller, making the connection between the shock absorber tower 8 and the upper beam more reliable, improving the stability of the shock absorber tower 8, the reliability of the front engine compartment assembly 100, the overall performance of the front engine compartment assembly 100, and the overall performance of the vehicle. The lower end of the shock absorber tower 8 is connected to the inner side of the longitudinal beam 4 through the second connecting surface 812 of the connecting seat 81, and to the upper side of the longitudinal beam 4 through the first connecting surface 811. This allows the shock absorber tower 8 to connect with the longitudinal beam 4 both vertically and laterally, enhancing the reliability of the connection and dispersing the force transmission path.

[0056] In some embodiments, refer to Figure 2 and Figure 7 As shown, the upper end of the A-column structure 13 is connected to the top cover side beam 11 via a connector 27. The connector 27 is provided with a mounting groove 271. The top cover side beam 11 is a pipe beam structure and is inserted into the mounting groove 271.

[0057] In practice, refer to Figure 7 As shown, the adapter 27 includes a bottom surface 272, which is welded to the top of the A-pillar structure 13. The adapter 27 also includes a side surface that is inclinedly connected to the bottom surface 272. This side surface is provided with a mounting groove 271, and the top cover side beam 11 is welded inside the mounting groove 271. This ensures that the top cover side beam 11 transmits force smoothly and also ensures the connection strength.

[0058] In some embodiments, the adapter 27 and / or the damping tower 8 are castings. The damping tower 8 bears the force of the damper, and casting can make it strong. The adapter 27 is to ensure the strength of the key joint position and ensure smooth force transmission. Combined with other parts using extruded aluminum, the internal cavity is formed to ensure smooth force transmission. While taking into account the structural strength, it facilitates the rapid transmission of force.

[0059] It should be noted that the front engine compartment assembly 100 of this embodiment is entirely made of aluminum alloy, reducing weight by more than 25%. It also extensively uses aluminum alloy extrusions, with fewer aluminum plate bending parts, a very small number of aluminum stamping parts, and a very small number of aluminum castings. Specifically, for example, the water tank upper crossbeam 5, the front section of the wheel arch upper side beam 6, the rear section of the wheel arch upper side beam 7, the water tank column 3, the longitudinal beam 4, and the front anti-collision beam 1 can all be made of aluminum extrusions, while the shock absorber tower 8 can be made of cast aluminum. The connecting plate at the connection between the anti-collision beam energy absorption box 2 and the longitudinal beam 4, or the plate in the middle of the sub-front bulkhead 9, can be made of aluminum bending parts, and the plate in the middle of the main front bulkhead 10 can be made of aluminum stamping parts. Apart from these, it is basically made of aluminum extrusions, which makes the development cost of the entire front engine compartment assembly 100 low and the development cycle short.

[0060] The present invention also discloses a vehicle.

[0061] The vehicle according to an embodiment of the present invention includes the aforementioned front engine compartment assembly 100. The vehicle uses aluminum alloy extrusion parts welded together to form the front engine compartment frame, which is lightweight and low in cost. It forms multiple ring-shaped structures, triangular structures, etc., with high bending and torsional stiffness. Furthermore, the force transmission path uses aluminum alloy extrusion profiles throughout, which can reasonably decompose collision energy, improve the force transmission effect, and enhance the overall user experience of the vehicle.

[0062] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0063] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0064] In the description of this invention, "a plurality of" means two or more.

[0065] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0066] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0067] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0068] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A forward engine compartment assembly, characterized in that, include: The longitudinal beam assembly consists of two longitudinal beam assemblies spaced apart laterally. Each longitudinal beam assembly includes an upper beam and a longitudinal beam. The upper beam is located above the longitudinal beam. A shock-absorbing tower is provided between the longitudinal beam and the upper beam. The front end of the upper beam is connected to the front end of the longitudinal beam via a water tank column, and the rear end of the upper beam is connected to the rear end of the longitudinal beam via an A-column structure. The water tank has an upper crossbeam and a front anti-collision beam. The two ends of the upper crossbeam are respectively connected to the upper beams of the two longitudinal beam assemblies, and the two ends of the front anti-collision beam are respectively connected to the longitudinal beams of the two longitudinal beam assemblies. A front enclosure structure is connected between the rear ends of the two longitudinal beam assemblies and is respectively connected to the upper beam and the longitudinal beam of each longitudinal beam assembly. At least one of the upper side beam, the longitudinal beam, the upper cross beam of the water tank, and the front anti-collision beam is formed by extrusion molding of profiles; The front structure includes a secondary front enclosure, a main front enclosure, and a front enclosure frame. The secondary front enclosure and the main front enclosure are distributed along the front-rear direction, and the two ends of the secondary front enclosure are respectively connected to the two longitudinal beam assemblies. The front frame includes a lower front windshield crossbeam and a lower front frame crossbeam. The two ends of the lower front windshield crossbeam are respectively connected to the upper ends of the two A-pillar structures, and the two ends of the lower front frame crossbeam are respectively connected to the lower ends of the two A-pillar structures. The inner and outer sides of the longitudinal beam are respectively connected to the left rear support and the right rear support. The left rear support and the right rear support are both inclined from front to back relative to the longitudinal beam and are respectively connected to the front side of the lower crossbeam of the front bulkhead. The front nacelle assembly also includes a front floor front crossbeam, which is located below and behind the front bulkhead lower crossbeam, and both ends of the front floor front crossbeam are respectively connected to the two A-pillar structures. The front floor front crossbeam and the front bulkhead lower crossbeam are connected by a rear support member. The bottom of the longitudinal beam is also provided with a front subframe mounting seat. The rear end of the front subframe mounting seat is connected to the front side of the front floor crossbeam. The outer side of the front subframe mounting seat is provided with a mounting seat rear support member connected to the sill beam. The mounting seat rear support member is inclined outward from front to back relative to the front subframe mounting seat.

2. The forward engine compartment assembly according to claim 1, characterized in that, The sub-front bulkhead is connected to the shock absorber tower via an upper tie rod, the shock absorber tower is connected to the longitudinal beam via a lower tie rod, the upper tie rod and the lower tie rod are spaced apart in the vertical direction, and / or the upper ends of the two shock absorber towers on the left and right sides of the vehicle body are connected by a horizontal tie rod.

3. The forward engine compartment assembly according to claim 1, characterized in that, The inner side of the upper beam has a protruding inclined support, the inclined support has a connecting inclined surface, the connecting inclined surface is inclined relative to the vertical and horizontal, and the upper end of the shock absorber tower is attached to the connecting inclined surface. And / or, the lower end of the shock absorber tower is provided with a connecting seat, the connecting seat forming a first connecting surface and a second connecting surface, the first connecting surface being fitted and connected to the upper side surface of the longitudinal beam, and the second connecting surface being fitted and connected to the inner side surface of the longitudinal beam.

4. The forward engine compartment assembly according to claim 1, characterized in that, The upper end of the A-pillar structure is connected to the top cover side beam via an adapter. The adapter has an installation groove, and the top cover side beam is a tubular beam structure that is inserted into the installation groove.

5. The forward engine compartment assembly according to claim 4, characterized in that, The adapter and / or the shock absorber tower are castings.

6. A vehicle, characterized in that, Includes the forward nacelle assembly as described in any one of claims 1-5.

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