Front frame and vehicle

Abstract

The invention discloses a front frame and a vehicle, the front frame is applied to a semi-bearing type vehicle body, the front frame comprises a front longitudinal beam and a rear longitudinal beam, the front longitudinal beam comprises a front section and a rear section which are distributed in the X direction, the front section is made of steel, the rear section is made of aluminum, and the section shape of the front section is of a closed structure; the cross section of the rear section is in the shape of a groove with an opening formed in the outward side in the Y direction, and the front section is arranged on the front side of the rear section and connected with the rear section through a fastener; the shock absorption tower is connected with the front section and the rear section, mounting holes for mounting shock absorbers are formed in the upper side of the shock absorption tower, and the shock absorption tower is made of aluminum materials. The front frame is formed by mixing aluminum and steel materials, the overall rigidity can be guaranteed, meanwhile, the front section made of the steel materials collapses and absorbs energy during head-on collision, safety is improved during head-on collision, and the front section made of the steel materials is low in cost and better in maintenance economical efficiency.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular relates to a front frame and a vehicle. Background Art

[0002] In the related technologies, in order to achieve weight reduction, the frame, an important structural part, is mostly made of cast aluminum. However, for off-road vehicles, pickup trucks and other heavy vehicles, cast aluminum with poor crushing energy absorption effect is difficult to meet safety performance requirements in the event of a head-on collision. Summary of the invention

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a front frame and a vehicle, which can collapse and absorb energy at the front end while ensuring overall rigidity, and has higher safety.

[0004] In a first aspect, the present application provides a front frame, which is applied to a semi-unibody vehicle body, and the front frame comprises:

[0005] The front longitudinal beam comprises a front section and a rear section distributed along the X direction, the front section is made of steel, the rear section is made of aluminum, the cross-section of the front section is a closed structure, the cross-section of the rear section is a groove type with an opening on the side facing outward in the Y direction, the front section is arranged at the front side of the rear section and connected to the rear section through fasteners;

[0006] The shock-absorbing tower is connected to the front section and the rear section. A mounting hole for mounting a shock absorber is provided on the upper side of the shock-absorbing tower. The shock-absorbing tower is made of aluminum.

[0007] According to the front frame of the present application, by using a mixture of aluminum and steel materials, the overall rigidity can be ensured, and at the same time, the steel front section collapses and absorbs energy during a head-on collision, thereby improving safety during a head-on collision. In addition, the steel front section has low cost, and only the steel front section needs to be replaced in a low-speed collision, which makes maintenance more economical.

[0008] According to one embodiment of the present application, at least a portion of the front section corresponds to the mounting hole in the Y direction, and a portion of the front section corresponding to the mounting hole is provided with a recessed portion for avoiding the shock absorber;

[0009] The rear section includes a bending portion and a connecting portion, wherein the connecting portion is arranged at the front side of the bending portion, the connecting portion is fixedly connected to the rear end of the front section, and the connecting portion and the recessed portion are staggered in the X direction.

[0010] According to one embodiment of the present application, at least part of the front section extends into the connecting portion, the surface of the front section in the Z direction is connected to the connecting portion via a fastener, and at least one surface of the front section in the Y direction is connected to the connecting portion via a fastener.

[0011] According to an embodiment of the present application, a plurality of first vertical ribs are arranged at intervals in the connecting portion, the first vertical rib located at the front end is arranged at intervals from the front end of the connecting portion, a plurality of first horizontal ribs are arranged at intervals between the two first vertical ribs located at the end, and the first vertical ribs are staggeredly connected with the first horizontal ribs;

[0012] The rear section is provided with a main rib extending in the X direction, the main rib is provided in the middle of the rear section in the Z direction, the front end of the main rib extends into the connecting portion and is staggeredly connected with a plurality of first vertical ribs, and the front end of the main rib forms one of the first transverse ribs;

[0013] A plurality of second vertical ribs and a plurality of first oblique ribs are arranged at intervals in the bending portion, and the second vertical ribs and the first oblique ribs are cross-connected with the main ribs;

[0014] A plurality of second oblique reinforcements are connected between the second vertical reinforcement at the front end and the first vertical reinforcement at the rear end. The front end of the oblique reinforcement is connected to the rear end of any first transverse reinforcement, and the rear end of the oblique reinforcement is connected to the end of the second vertical reinforcement or the position where the second vertical reinforcement intersects the main reinforcement.

[0015] According to one embodiment of the present application, an outer guard plate is provided on the outer side of the bending portion in the Y direction, the outer guard plate is made of steel, and connection positions are provided at both ends of the second vertical rib in the Z direction. The outer guard plate cover is provided at the opening of the bending portion and is connected to multiple connection positions.

[0016] According to an embodiment of the present application, the bottom of the shock absorbing tower is provided with first flanges extending along the X direction at both ends in the X direction, and the two first flanges are connected to the upper surfaces of the front section and the rear section respectively;

[0017] The bottom of the shock-absorbing tower is also provided with a second flange extending along the Z direction, and the second flange is respectively connected to the side surfaces of the front section and the rear section in the Y direction.

[0018] According to one embodiment of the present application, the front section is die-cast from a steel pipe, and the rear section and the shock tower are die-cast from an aluminum material.

[0019] According to one embodiment of the present application, the shock tower includes a tower base and a vehicle body connection portion distributed along the Y direction, the mounting hole is provided at the top of the tower base, one end of the vehicle body connection portion is connected to the tower base, and the other end is used to connect to the vehicle body;

[0020] The top of the tower seat is provided with a first ring rib, a third oblique rib and a plurality of radial ribs arranged at intervals along the circumference of the mounting hole. The first ring rib is arranged outside the mounting hole, and the connecting hole of the shock absorber is arranged on the first ring rib. The third oblique rib is arranged on one side of the tower seat close to the connecting part of the vehicle body and is cross-connected with the corresponding radial rib.

[0021] According to one embodiment of the present application, a plurality of cross-arranged second transverse ribs and a plurality of longitudinal ribs are provided on the vehicle body connection portion, and a plurality of connection points for connecting with other components are provided on the vehicle body connection portion, and the connection points are arranged on the second transverse ribs and the longitudinal ribs.

[0022] In a second aspect, the present application provides a vehicle, comprising the front frame of the first aspect.

[0023] The beneficial effects of the vehicle provided in the second aspect of the present application are the same as the beneficial effects of the front frame provided in the first aspect, and will not be repeated here.

[0024] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0026] Figure 1 is a schematic structural diagram of a front frame provided in an embodiment of the present application;

[0027] Figure 2 is a schematic structural diagram of a front longitudinal beam provided in an embodiment of the present application;

[0028] Figure 3 yes Figure 2 Sectional view at AA in the middle;

[0029] Figure 4 It is a schematic diagram of the structure of the latter section provided in the embodiment of the present application;

[0030] Figure 5 is another structural schematic diagram of the rear section provided in an embodiment of the present application;

[0031] Figure 6 is another structural schematic diagram of the front longitudinal beam provided in an embodiment of the present application;

[0032] Figure 7 It is a schematic diagram of the structure of the outer guard plate provided in an embodiment of the present application;

[0033] Figure 8 is another structural schematic diagram of the front longitudinal beam provided in an embodiment of the present application;

[0034] Fig. 9 is another structural schematic diagram of the outer guard plate provided in an embodiment of the present application;

[0035] Fig.10 is a schematic diagram of the structure of a shock absorbing tower provided in an embodiment of the present application;

[0036] Fig.11 is another structural schematic diagram of the shock absorbing tower provided in an embodiment of the present application;

[0037] Fig.12It is another structural schematic diagram of the shock-absorbing tower provided in an embodiment of the present application.

[0038] Reference numerals:

[0039] 100, front frame;

[0040] 1. front longitudinal beam; 11. front section; 111. recessed portion; 12. rear section; 121. connecting portion; 1211. first vertical rib; 1212. first transverse rib; 122. bending portion; 1221. main rib; 1222. second vertical rib; 1223. first oblique rib; 1224. second oblique rib; 123. outer guard plate;

[0041] 2. shock tower; 21. tower base; 211. mounting hole; 212. connection hole; 213. first ring rib; 214. third oblique rib; 215. radial rib; 216. arc rib; 217. third transverse rib; 218. reinforcing rib; 22. support base; 221. third vertical rib; 23. vehicle body connection; 231. second transverse rib; 232. longitudinal rib; 233. second ring rib; 24. first flange; 25. second flange. DETAILED DESCRIPTION

[0042] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0043] Unless otherwise specified, the front-to-back direction in this application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0044] Reference below Figure 1-Figure 12 A front frame according to an embodiment of the present application is described.

[0045] See also Figure 1 and Figure 2 The front frame 100 of the embodiment of the present application is applied to a semi-load-bearing vehicle body, and the front frame 100 includes a front longitudinal beam 1 and a shock tower 2 .

[0046] It can be understood that the front longitudinal beam 1 and the shock tower 2 each include two symmetrically distributed along the Y direction.

[0047] The front longitudinal beam 1 includes a front section 11 and a rear section 12 distributed along the X direction, the front section 11 is made of steel, the rear section 12 is made of aluminum, the cross-sectional shape of the front section 11 is a closed structure, and the cross-sectional shape of the rear section 12 is a groove type with an opening on the side facing outward in the Y direction. The front section 11 is arranged at the front side of the rear section 12 and is connected to the rear section 12 through fasteners; the shock tower 2 is connected to the front section 11 and the rear section 12, and the upper side of the shock tower 2 is provided with a mounting hole 211 for mounting a shock absorber, and the shock tower 2 is made of aluminum.

[0048] The front longitudinal beam 1 includes two parts distributed along the X direction. The front section 11 is located at the front side and is made of steel. The rear section 12 is located at the rear side and is made of aluminum. The rear end of the front section 11 is connected to the front end of the rear section 12 to form a front longitudinal beam 1 composed of components of different materials.

[0049] The cross-sectional shape of the front section 11 is a closed structure. Specifically, a cavity extending along the X direction is provided inside the front section 11, which satisfies the lightweight design while having a certain structural strength and is easy to collapse and absorb energy in a frontal collision, thereby protecting the passenger compartment and the rear section 12 at the rear side.

[0050] The cross-sectional shape of the rear section 12 is a groove-shaped structure with an opening on the side facing outward in the Y direction. The structure has high strength and strong stability, is convenient for the design of differentiated shapes, and is convenient for the forming of aluminum materials. By setting the rear section 12 to be aluminum material, the weight is light and the rigidity is high, thereby ensuring the structural stability of the entire front frame 100 and improving safety.

[0051] The shock tower 2 is made of aluminum, which is light in weight and has high structural strength. The shock tower 2 is connected to the front section 11 and the rear section 12 to form the entire front frame 100 structure. The overall structure is stable and is connected to the vehicle body through the shock tower 2 to provide reliable support for the shock absorber.

[0052] In the event of a head-on collision, if the collision speed is high and the impact force is large, the front section 11 can collapse and absorb energy to quickly reduce the impact force transmitted to the rear side, thereby improving the overall safety performance; if the collision speed is low and the impact force is small, the front section 11 participates in the collision and absorbs the impact force to protect the aluminum material of the rear section 12 from damage. Only the steel material of the front section 11 needs to be repaired and replaced, with low maintenance costs and high economy. Compared with the one-piece cast aluminum front frame 100, the front end of this solution can collapse and absorb energy to improve safety. In the event of a low-speed collision, if the one-piece cast aluminum front frame 100 is slightly damaged, the entire front frame 100 needs to be replaced, which is extremely inefficient. Compared with the all-steel front frame 100, it is lighter in weight and has higher overall strength, thereby improving the overall safety performance. And as a platform component, the front frame 100 of this application can be applied to pickup trucks, off-road vehicles, and VAN vehicles, and compatibility is still guaranteed.

[0053] According to the front frame 100 of the present application, by using a mixture of aluminum and steel materials, the overall rigidity can be ensured, and at the same time, the steel front section 11 collapses and absorbs energy during a frontal collision, thereby improving safety during a frontal collision. In addition, the steel front section 11 is low-cost, and only the steel front section 11 needs to be replaced in a low-speed collision, which makes maintenance more economical.

[0054] See also Figure 1 and Figure 2 According to some embodiments of the present application, at least a portion of the front section 11 corresponds to the mounting hole 211 in the Y direction, and the portion of the front section 11 corresponding to the mounting hole 211 is provided with a recessed portion 111 for avoiding the shock absorber; the rear section 12 includes a bending portion 122 and a connecting portion 121, the connecting portion 121 is provided on the front side of the bending portion 122, the connecting portion 121 is fixedly connected to the rear end of the front section 11, and the connecting portion 121 and the recessed portion 111 are staggered in the X direction.

[0055] Because the outer envelope diameter of the shock absorber is relatively large, the shock absorber will interfere with the longitudinal beam to a certain extent after being installed in the mounting hole 211, so a recessed structure for avoiding the shock absorber needs to be provided on the longitudinal beam. Because the front section 11 is made of steel, it is easy to process different shapes. By making the steel front section 11 correspond to the mounting hole 211, a recessed portion 111 for avoiding the shock absorber is provided on the front section 11, and the processing technology is simple and the cost is low.

[0056] Because the front longitudinal beam 1 needs to avoid other components such as wheels, the position where the front longitudinal beam 1 is connected to the middle longitudinal beam needs to be set to be bent. The rear end of the rear section 12 is used to connect with the middle longitudinal beam. The rear section 12 includes a bent portion 122 and a connecting portion 121. The connecting portion 121 is connected to the front section 11. The bent portion 122 is set in a bent shape to facilitate the connection between the connecting portion 121 and the middle longitudinal beam. Among them, the width of the position of the connecting portion 121 in the Y direction is relatively narrow. If steel is used, the strength is difficult to meet the design requirements. Therefore, the position of the connecting portion 121 is made of aluminum with high rigidity.

[0057] By arranging the connection position between the front section 11 and the rear section 12 in the X direction between the shock absorber and the bending part, the manufacturing process can be simplified and the rigidity requirement can be met.

[0058] See also Figure 2 and Figure 3 According to some embodiments of the present application, at least a portion of the front segment 11 can extend into the connecting portion 121, the surface of the front segment 11 in the Z direction is connected to the connecting portion 121 via a fastener, and at least one surface of the front segment 11 in the Y direction is connected to the connecting portion 121 via a fastener.

[0059] At least part of the front section 11 extends into the connecting portion 121, so that the rear end of the front section 11 is connected to the front section 11 of the connecting portion 121 in a nested manner, the connection structure has high strength and strong stability, the surface of the front section 11 in the Z direction is detachably connected to the connecting portion 121 through a fastener, and at least one surface of the front section 11 in the Y direction is detachably connected to the connecting portion 121 through a fastener, and the connection structure is stable through the fixed connection in two directions. Specifically, the fastener can be a bolt assembly, the upper surface and the lower surface of the rear end of the front section 11 are fixedly connected to the front section 11 of the connecting portion 121 through the bolt assembly, and the surface of the rear end of the front section 11 inward in the Y direction is fixedly connected to the front section 11 of the connecting portion 121 through the bolt assembly, and the connection structure is stable and easy to disassemble for maintenance or replacement.

[0060] See also Figure 4 and Figure 5 According to some embodiments of the present application, a plurality of first vertical ribs 1211 are provided in the connecting portion 121, the first vertical rib 1211 located at the front end is spaced apart from the front end of the connecting portion 121, a plurality of first horizontal ribs 1212 are provided between the two first vertical ribs 1211 located at the end, and the first vertical ribs 1211 are staggeredly connected with the first horizontal ribs 1212.

[0061] The first vertical rib 1211 extends along the Z direction, and the first horizontal rib 1212 extends along the X direction, wherein the first vertical rib 1211 located at the front end is spaced apart from the front end of the connecting portion 121 to form an assembly space at the front end of the connecting portion 121, so that the rear end of the front section 11 can extend into the assembly space and be fixedly connected to the connecting portion 121. The first vertical rib 1211 located at the front end can also be connected to the rear end of the front section 11, and play a role in connecting with the front section 11, ensuring the stability of the connection and increasing the strength of the connection. The material thickness of the first vertical rib 1211 located at the front end can range from 9.2mm to 10.8mm. For example, the material thickness of the first vertical rib 1211 located at the front end can be 9.2mm, 9.5mm, 10mm, 10.8mm or other values ​​between 9.2mm and 10.8mm.

[0062] By setting multiple first vertical ribs 1211, the stiffness, strength and dynamic stiffness of the rear section 12 at the upper and lower surface mounting points can also be enhanced. Except for the first vertical rib 1211 located at the front end, the material thickness of other first vertical ribs 1211 can range from 4.2mm to 8mm. For example, the material thickness of other first vertical ribs 1211 can be 4.2mm, 5mm, 5.5mm, 5.8mm, 7mm, 8mm or other values ​​between 4.2mm and 8mm.

[0063] Because the width of the connection part 121 is narrow and the strength is weak, the design of only the vertical reinforcement structure has poor lateral structural stability and weak torsional rigidity. By setting a plurality of first transverse ribs 1212, the torsional rigidity is improved, and the first vertical ribs 1211 are also strengthened to make the connection with the front section 11 more stable. The material thickness of the first transverse rib 1212 can range from 4.2 mm to 8 mm. For example, the material thickness of the first transverse rib 1212 can be 4.2 mm, 5 mm, 5.5 mm, 5.8 mm, 7 mm, 8 mm or other values ​​between 4.2 mm and 8 mm.

[0064] A main rib 1221 extending along the X direction is provided in the rear section 12. The main rib 1221 is provided in the middle of the rear section 12 in the Z direction. The front end of the main rib 1221 extends into the connecting portion 121 and is cross-connected with multiple first vertical ribs 1211. The front end of the main rib 1221 forms one of the first transverse ribs 1212.

[0065] The main rib 1221 penetrates the entire surface of the rear section 12 along the X direction, connects the ribs in the connecting portion 121 and the bent portion 122 in series, and improves the structural strength, overall torsional rigidity and stability of the front longitudinal beam 1 of the front frame 100.

[0066] A plurality of second vertical ribs 1222 and a plurality of first oblique ribs 1223 are provided in the bending portion 122. The second vertical ribs 1222 and the first oblique ribs 1223 are cross-connected with the main ribs 1221. A plurality of second oblique ribs 1224 are connected between the second vertical rib 1222 at the front end and the first vertical rib 1211 at the rear end. The front end of the oblique rib is connected to the rear end of any first transverse rib 1212, and the rear end of the oblique rib is connected to the end of the second vertical rib 1222 or the staggered position of the second vertical rib 1222 and the main rib 1221.

[0067] By arranging a plurality of second vertical ribs 1222 in the bending portion 122, the structural strength of the front longitudinal beam 1 can be improved during a frontal collision. The thickness of the second vertical ribs 1222 can range from 9.2 mm to 10.8 mm. For example, the thickness of the second vertical ribs 1222 can range from 9.2 mm to 10.8 mm. For example, the thickness of the second vertical ribs 1222 can be 9.2 mm, 9.5 mm, 10 mm, 10.8 mm or other values ​​between 9.2 mm and 10.8 mm.

[0068] By setting a plurality of first oblique ribs 1223 and a plurality of second oblique ribs 1224, the oblique ribs are staggeredly connected with the horizontal ribs and the vertical ribs, on the one hand, the structural strength, durability, and dynamic stiffness of the rear section 12 itself can be increased, and on the other hand, the connection position between the oblique ribs and the vertical ribs is the installation point of other components. By setting the oblique ribs, the structural strength of the installation point is enhanced and the stability of the connection is improved. Among them, the material thickness of the first oblique ribs 1223 and the second oblique ribs 1224 can both range from 4.2mm to 8mm. For example, the material thickness of the first oblique ribs 1223 or the second oblique ribs 1224 can be 4.2mm, 5mm, 5.5mm, 5.8mm, 7mm, 8mm or other values ​​between 4.2mm and 8mm.

[0069] See also Figures 6 to 9 According to some embodiments of the present application, the bending portion 122 is provided with an outer guard plate 123 on the outer side in the Y direction, the outer guard plate 123 is made of steel, and the second vertical rib 1222 is provided with connection positions at both ends in the Z direction. The outer guard plate 123 covers the opening of the bending portion 122 and is connected to multiple connection positions.

[0070] The outer guard plate 123 made of steel is provided to protect the outer side of the bending portion 122 to a certain extent, and to protect the bending portion 122 to a certain extent in the event of a frontal collision. The outer guard plate 123 is connected to the end of the second vertical rib 1222 in the Z direction, specifically to the end where the second vertical rib 1222 is connected to the first oblique rib 1223 or the second oblique rib 1224, to ensure the structural stability of the connection position of the outer guard plate 123 and improve the stability of the installation of the outer guard plate 123.

[0071] The bending portion 122 has two bending sections, and the outer guard plate 123 is arranged at the outer bending section to provide better protection.

[0072] Furthermore, the outer guard plate 123 can be designed in at least the following two structures:

[0073] First, if Figure 6 and Figure 7 As shown, the height of the outer guard plate 123 is the same as the height of the bent portion 122, so that the outer guard plate 123 covers the opening of the bent section to the greatest extent, thereby ensuring the protective effect.

[0074] Second, if Figure 8 and Fig. 9 As shown, the height of the outer guard plate 123 can be less than the height of the bent portion 122, and the outer guard plate 123 covers the upper half of the bent section, thereby reducing the weight while having a certain protective capability.

[0075] The structural surface design of the entire front longitudinal beam 1 first determines the installation surface according to the chassis, body and frame mid-section installation points. Secondly, under the requirements of its own structure, strength, durability and dynamic stiffness, the transition points between the installation surfaces are reasonably designed to be smooth so that the force can be smoothly transmitted in the structure without generating stress concentration points, thereby determining the structural surface structure of the front longitudinal beam 1.

[0076] See also Fig.10 and Fig.11 According to some embodiments of the present application, the bottom of the shock-absorbing tower 2 is provided with first flanges 24 extending along the X-direction at both ends in the X-direction, and the two first flanges 24 are respectively connected to the upper surfaces of the front section 11 and the rear section 12; the bottom of the shock-absorbing tower 2 is also provided with a second flange 25 extending along the Z-direction, and the second flanges 25 are respectively connected to the side surfaces of the front section 11 and the rear section 12 in the Y-direction.

[0077] By providing the first flange 24 and the second flange 25, the shock tower 2 is connected to the front longitudinal beam 1 in two directions with upper limits, thereby improving the connection strength between the shock tower 2 and the front longitudinal beam 1. In addition, by providing two first flanges 24 connected to the front section 11 and the rear section 12 respectively, and the second flange 25 connected to the front section 11 and the rear section 12 at the same time, the integrity of the entire front frame 100 is improved, the structural stability of the connection between the front section 11 and the rear section 12 is improved, and the overall stiffness and dynamic stiffness are improved.

[0078] According to some embodiments of the present application, the front section 11 is formed by die-casting of a steel tube, and the rear section 12 and the shock tower 2 are formed by die-casting of an aluminum material.

[0079] The front section 11, the rear section 12 and the shock tower 2 are all integrally die-cast, with good structural integrity, high rigidity, and strong torsion resistance, which helps to improve the structural strength of the entire vehicle.

[0080] See also Fig.12 According to some embodiments of the present application, the shock-absorbing tower 2 includes a tower base 21 and a body connecting portion 23 distributed along the Y direction, the mounting hole 211 is provided at the top of the tower base 21, one end of the body connecting portion 23 is connected to the tower base 21, and the other end is used to connect to the body.

[0081] The shock tower 2 includes a tower base 21 and a vehicle body connection portion 23, wherein the tower base 21 is arranged on the inner side and the vehicle body connection portion 23 is arranged on the outer side. The mounting hole 211 is arranged on the top of the tower base 21, and the tower base 21 plays the main role of connecting and manufacturing the shock tower 2, and the vehicle body connection portion 23 is used to connect the tower base 21 and the vehicle body side to ensure the structural stability of the shock tower 2. Among them, the first flange 24 and the second flange 25 are both arranged at the bottom of the tower base 21.

[0082] The top of the tower base 21 is provided with a first annular rib 213, a third oblique rib 214 and a plurality of radial ribs 215 arranged at intervals along the circumference of the mounting hole 211. The first annular rib 213 is arranged outside the mounting hole 211, and the connecting hole 212 of the shock absorber is arranged on the first annular rib 213. The third oblique rib 214 is arranged on one side of the tower base 21 close to the vehicle body connecting portion 23, and is cross-connected with the corresponding radial rib 215.

[0083] The first annular rib 213, the third oblique rib 214 and the plurality of radial ribs 215 are provided to improve the structural strength of the mounting hole 211 and ensure the mounting stability of the shock absorber.

[0084] A plurality of connection holes 212 for connecting the shock absorber are arranged around the mounting hole 211, and the plurality of connection holes 212 are arranged on the first annular rib 213. The plurality of connection holes 212 are connected in series through the first annular rib 213 to increase the strength of the mounting point, improve the dynamic stiffness, and meet the performance requirements. The material thickness of the first annular rib 213 can range from 4.8 mm to 5 mm. For example, the material thickness of the first annular rib 213 can be 4.8 mm, 4.9 mm, 5 mm, or other values ​​between 4.8 mm and 5 mm.

[0085] The end of the radiation rib 215 is connected to the peripheral wall of the mounting hole 211. By providing a plurality of radiation ribs 215, the structural strength of the top of the tower base 21 is improved, and the strength, dynamic stiffness and torsional stiffness of the surface are enhanced. In addition, the position of each connecting hole 212 corresponds to a radiation rib 215 intersecting with the first annular rib 213, so as to further improve the structural strength of the position of the connecting hole 212 and improve the overall structural strength of the top of the tower base 21. Among them, with the axis passing through the center of the mounting hole 211 along the X-direction as the boundary, the material thickness range of the multiple radiation ribs 215 located on the side of the axis close to the body connection part 23 can be 6.2mm-7.8mm, and by way of example, the values ​​can be 6.2mm, 6.5mm, 7mm, 7.5mm, 7.8mm or other values ​​between 6.2mm and 7.8mm; the material thickness range of the multiple radiation ribs 215 located on the side of the axis away from the body connection part 23 can be 4.2mm-5.8mm, and by way of example, the values ​​can be 4.2mm, 4.5mm, 5mm, 5.5mm, 5.8mm or other values ​​between 4.2mm and 5.8mm; the material thickness range of the radiation ribs 215 located on the axis can be 4.8mm-5.2mm, and by way of example, the values ​​can be 4.8mm, 4.9mm, 5mm, 5.1mm, 5.2mm or other values ​​between 4.8mm and 5.2mm.

[0086] The third oblique rib 214 is arranged to cross at least part of the radiation ribs 215 to increase the area of ​​the reinforced structure, increase the strength, and improve the stability of the structure. The thickness of the third oblique rib 214 can range from 4.8 mm to 5.8 mm, and can be 4.8 mm, 5 mm, 5.2 mm, 5.6 mm, 5.8 mm, or other values ​​between 4.8 mm and 5.8 mm.

[0087] See also Fig.12 In some embodiments, a first annular rib 213 is provided with an arc rib 216 on one side close to the body connection portion 23, and the arc rib 216 connects two connection holes 212 on one side of the mounting hole 211 close to the body connection portion 23, so as to enhance the structural strength of the corresponding connection holes 212. The thickness of the arc rib 216 may range from 6.2 mm to 7 mm, and may be 6.2 mm, 6.4 mm, 6.6 mm, 6.8 mm, 7 mm or other values ​​between 6.2 mm and 7 mm.

[0088] See also Fig.12 According to some embodiments of the present application, the body connection portion 23 is provided with a plurality of cross-arranged second transverse ribs 231 and a plurality of longitudinal ribs 232 , and the body connection portion 23 is provided with a plurality of connection points for connecting with other components, and the connection points are arranged on the second transverse ribs 231 and the longitudinal ribs 232 .

[0089] The top surface of the body connection part 23 is relatively flat, and its strength, rigidity and torsional strength are relatively weak. The second transverse rib 231 runs through the body connection part 23 along the X direction. By setting a plurality of second transverse ribs 231, the rigidity, strength and dynamic rigidity of the overall surface are improved on the one hand; on the other hand, the connection points on the surface are connected in series, and the strength of the connection points is increased, thereby improving the overall torsional rigidity. The thickness of the second transverse rib 231 can range from 4.8mm to 5.2mm. For example, it can be 4.8mm, 4.9mm, 5mm, 5.1mm, 5.2mm or other values ​​between 4.8mm and 5.2mm.

[0090] A plurality of longitudinal ribs 232 run through the entire vehicle body connection portion 23 along the Y direction, and at least part of the longitudinal ribs 232 can run through the entire top surface of the shock tower 2 along the Y direction, greatly improving the torsional rigidity and making the shock tower 2 structure more stable; and the longitudinal ribs 232 can connect the connection points on the top surface of the shock tower 2 in series, increase the strength of the installation point, and improve stability. The thickness of the longitudinal ribs 232 can range from 4.8mm to 5.8mm, and can be 4.8mm, 5mm, 5.2mm, 5.6mm, 5.8mm or other values ​​between 4.8mm and 5.8mm, for example.

[0091] See also Fig.12In some embodiments, the second transverse rib 231 located near one end of the mounting hole 211 is provided with a second annular rib 233 in the middle of the X direction, and the second annular rib 233 is respectively connected to the second transverse rib 231, the longitudinal rib 232, the radial rib 215 and the third oblique rib 214. The second annular rib 233 is provided to prevent multiple ribs from intersecting together, so that the material thickness is accumulated, the force is concentrated, and the parts are damaged, and the rigidity and strength are affected, which affects the demolding. The material thickness of the second annular rib 233 can range from 4.2mm to 5.8mm. For example, it can be 4.2mm, 4.5mm, 5mm, 5.6mm, 5.8mm or other values ​​between 4.2mm and 5.8mm.

[0092] See also Fig.12 In some embodiments, the front side strength, dynamic stiffness and torsional stiffness of the tower base 21 in the X direction are relatively weak, and there is a risk of deformation. Considering feasibility and safety performance, the third transverse rib 217 is provided to improve the strength and dynamic stiffness. The thickness of the third transverse rib 217 may range from 4.8 mm to 5.2 mm, and may be 4.8 mm, 4.9 mm, 5 mm, 5.1 mm, 5.2 mm or other values ​​between 4.8 mm and 5.2 mm.

[0093] See also Fig.12 In some embodiments, reinforcing ribs 218 are provided at other connection points that are not connected to the transverse ribs or longitudinal ribs 232 to enhance the structural strength of the corresponding connection points. In one example, the reinforcing ribs 218 can be connected to the longitudinal ribs 232 to improve the structural strength. The thickness of the reinforcing ribs 218 can be in the range of 4mm-4.8mm. For example, the thickness can be 4mm, 4.2mm, 4.4mm, 4.6mm, 4.8mm or other values ​​between 4mm-4.8mm. In another example, the reinforcing ribs 218 can connect two adjacent connection points. The thickness of the reinforcing ribs 218 can be in the range of 4mm-5.2mm. For example, the thickness can be 4mm, 4.5mm, 5mm, 5.2mm or other values ​​between 4mm-5.2mm.

[0094] See also Figure 1 and Fig.12 In some embodiments, a support seat 22 is provided on the inner side of the tower seat 21 in the Y direction. The support seats 22 on the two tower seats 21 can be overlapped and fixed with the cross beam. A third vertical rib 221 extending along the Z direction is provided on the inner side of the tower seat 21. The third vertical rib 221 is connected to the support seat 22 to improve the structural strength of the support seat 22 and improve the support stability of the cross beam. The thickness of the third vertical rib 221 can be in the range of 7.2 mm to 8.5 mm.

[0095] An embodiment of the present application also provides a vehicle.

[0096] The vehicle includes a front frame 100 according to any of the above technical solutions.

[0097] It can be understood that, because the vehicle of the embodiment of the present application includes the front frame 100 of any of the above technical solutions, it has the technical features and beneficial effects of the front frame 100 of any of the above technical solutions, which will not be repeated here.

[0098] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described here, and the objects distinguished by "first", "second", etc. are generally of one type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the specification and claims represents at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0099] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "material thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0100] In the description of this application, "first feature" or "second feature" may include one or more of the features.

[0101] In the description of the present application, “plurality” means two or more.

[0102] In the description of the present application, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

[0103] In the description of the present application, “above”, “over” and “above” a first feature to a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0104] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0105] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A front frame, applied to a semi-load-bearing vehicle body, characterized in that: The front frame comprises: A front longitudinal beam, comprising a front section and a rear section distributed along the X direction, the front section is made of steel, the rear section is made of aluminum, the cross-sectional shape of the front section is a closed structure, the cross-sectional shape of the rear section is a groove type with an opening on the side facing outward in the Y direction, the front section is arranged at the front side of the rear section and connected to the rear section through a fastener; A shock absorbing tower is connected to the front section and the rear section. An installation hole for installing a shock absorber is provided on the upper side of the shock absorbing tower. The shock absorbing tower is made of aluminum.

2. The front frame according to claim 1, characterized in that: At least a portion of the front section corresponds to the mounting hole in the Y direction, and a portion of the front section corresponding to the mounting hole is provided with a recessed portion for avoiding the shock absorber; The rear section includes a bending portion and a connecting portion, wherein the connecting portion is arranged at the front side of the bending portion, the connecting portion is fixedly connected to the rear end of the front section, and the connecting portion and the recessed portion are staggered in the X direction.

3. The front frame according to claim 2, characterized in that: At least part of the front section extends into the connecting portion, a surface of the front section in the Z direction is connected to the connecting portion via a fastener, and at least one surface of the front section in the Y direction is connected to the connecting portion via a fastener.

4. The front frame according to claim 2, characterized in that: A plurality of first vertical ribs are arranged at intervals in the connecting portion, the first vertical rib located at the front end is arranged at intervals from the front end of the connecting portion, a plurality of first horizontal ribs are arranged at intervals between two first vertical ribs located at the end, and the first vertical ribs are staggeredly connected with the first horizontal ribs; The rear section is provided with a main rib extending along the X direction, the main rib is provided in the middle of the rear section in the Z direction, the front end of the main rib extends into the connecting portion and is staggeredly connected with a plurality of the first vertical ribs, and the front end of the main rib forms one of the first transverse ribs; The bending portion is provided with a plurality of second vertical ribs arranged at intervals, and a plurality of first oblique ribs, and the second vertical ribs and the first oblique ribs are cross-connected with the main ribs; A plurality of second oblique ribs are connected between the second vertical rib at the front end and the first vertical rib at the rear end, the front end of the oblique rib is connected to the rear end of any one of the first transverse ribs, and the rear end of the oblique rib is connected to the end of the second vertical rib or the position where the second vertical rib intersects the main rib.

5. The front frame according to claim 4, characterized in that: The bending portion is provided with an outer guard plate on the outer side in the Y direction, the outer guard plate is made of steel, the second vertical ribs are provided with connecting positions at both ends in the Z direction, the outer guard plate cover is provided at the opening of the bending portion and is connected to a plurality of the connecting positions.

6. The front frame according to any one of claims 1 to 5, characterized in that: The bottom of the shock absorbing tower is provided with first flanges extending along the X direction at both ends in the X direction, and the two first flanges are connected to the upper surfaces of the front section and the rear section respectively; The bottom of the shock absorbing tower is also provided with a second flange extending along the Z direction, and the second flange is respectively connected to the side surfaces of the front section and the rear section in the Y direction.

7. The front frame according to any one of claims 1 to 5, characterized in that: The front section is formed by die-casting of a steel pipe, and the rear section and the shock tower are formed by die-casting of an aluminum material.

8. The front frame according to any one of claims 1 to 5, characterized in that: The shock-absorbing tower includes a tower base and a vehicle body connecting portion distributed along the Y direction, the mounting hole is provided at the top of the tower base, one end of the vehicle body connecting portion is connected to the tower base, and the other end is used to connect to the vehicle body; The top of the tower base is provided with a first annular rib, a third oblique rib and a plurality of radial ribs arranged at intervals along the circumference of the mounting hole, the first annular rib is arranged outside the mounting hole, the connection hole of the shock absorber is arranged on the first annular rib, the third oblique rib is arranged on a side of the tower base close to the vehicle body connection part, and is cross-connected with the corresponding radial rib.

9. The front frame according to claim 8, characterized in that: The vehicle body connection portion is provided with a plurality of second transverse ribs and a plurality of longitudinal ribs arranged crosswise, and the vehicle body connection portion is provided with a plurality of connection points for connecting with other components, and the connection points are arranged on the second transverse ribs and the longitudinal ribs.

10. A vehicle, characterized in that: Comprising the front frame as claimed in any one of claims 1-9.

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