A steel-aluminum hybrid automotive front engine compartment structure and automotive

Abstract

This invention discloses a steel-aluminum hybrid automotive front engine compartment structure and an automobile, including a front longitudinal beam structure, an upper longitudinal beam structure, a damping tower structure, a torsion box structure, a front bulkhead structure, and a front bulkhead lower plate structure. The front part of the front longitudinal beam structure is aligned and welded to the upper longitudinal beam structure; the middle part of the front longitudinal beam structure is aligned and fixedly connected to the damping tower structure; the rear part of the upper longitudinal beam structure is aligned and fixedly connected to the damping tower structure; the rear ends of the upper longitudinal beam structure and the rear ends of the front longitudinal beam structure are aligned and fixedly connected to the front bulkhead structure; the front bulkhead structure is fixedly connected to the lower torsion box structure below it, and the front bulkhead structure is fixedly connected to the rear end of the front bulkhead lower plate structure. The steel-aluminum hybrid front engine compartment structure of this invention has an aluminum alloy weight ratio of 65%, which can effectively reduce the weight of the front engine compartment area; thus, while effectively reducing the weight of the front engine compartment, it meets the requirements for collision safety performance and strength.

Description

Technical Field

[0001] This invention relates to the field of vehicle body structure technology, and in particular to a steel-aluminum hybrid vehicle front engine compartment structure and the vehicle thereof. Background Technology

[0002] In today's rapidly developing automotive industry and against the backdrop of energy conservation and environmental protection, reducing the overall vehicle weight can effectively reduce energy consumption. Therefore, lightweighting has become the mainstream of automotive industry development.

[0003] Traditional body-in-white structures mostly use steel, resulting in a high overall weight. Aluminum alloys, on the other hand, have a density one-third that of steel, and an all-aluminum body-in-white structure can effectively reduce the overall weight of the vehicle. However, the connection process for an all-aluminum body is difficult to achieve, maintenance costs are high, and collision safety performance is difficult to meet. Summary of the Invention

[0004] To address the aforementioned issues, this invention provides a steel-aluminum hybrid automotive front engine compartment structure. The front engine compartment area is constructed from high-pressure die-cast aluminum, aluminum alloy, and high-strength steel. The shock absorber tower is made of high-pressure die-cast aluminum, while the longitudinal beam outer plates, longitudinal beam reinforcing plates, and front bulkhead crossbeams are made of aluminum alloy. Key load-bearing points such as the subframe reinforcing plates, left front floor, right front floor, and center tunnel are made of high-strength steel. The connection processes employ welding techniques such as FDS (Fused Self-Drilling Riveting), SPR (Self-Piercing Riveting), aluminum spot welding, and gas shielded welding. The steel-aluminum hybrid front engine compartment structure has an aluminum alloy weight ratio of 65%, effectively reducing the weight of the front engine compartment area. By using a hybrid construction of high-pressure die-cast aluminum, aluminum alloy, and high-strength steel to construct the front engine compartment structure, this invention effectively reduces the weight of the front engine compartment while meeting collision safety and strength requirements.

[0005] This invention proposes a steel-aluminum hybrid automotive front engine compartment structure, including a front longitudinal beam structure, an upper longitudinal beam structure, a vibration damping tower structure, a torsion box structure, a front bulkhead structure, and a front bulkhead lower plate structure.

[0006] The front longitudinal beam structure is aligned and welded to the upper longitudinal beam structure, and the front longitudinal beam structure and the upper longitudinal beam structure are connected by gas shielded welding; the middle part of the front longitudinal beam structure is aligned and fixed to the vibration damping tower structure, and the front longitudinal beam structure and the vibration damping tower structure are connected by FDS; the rear part of the upper longitudinal beam structure is aligned and fixed to the vibration damping tower structure, and the upper longitudinal beam structure and the vibration damping tower structure are connected by gas shielded welding and spot welding; the rear ends of the upper longitudinal beam structure and the rear ends of the front longitudinal beam structure are aligned and fixed to the front bulkhead structure, and the connection method of the upper longitudinal beam structure, the front longitudinal beam structure and the front bulkhead structure is gas shielded welding; the front bulkhead structure is fixedly connected to the torsion box structure below, and the front bulkhead structure is fixedly connected to the lower front bulkhead plate structure at its rear end, and the connection method of the front bulkhead structure, the torsion box structure, and the lower front bulkhead plate structure is aluminum spot welding and SPR.

[0007] The front longitudinal beam structure includes a front longitudinal beam and a front longitudinal beam reinforcement structure; the front longitudinal beam is a tubular body with a cross-section in the shape of a Chinese character 'Mu' and is made of aluminum profile; see Figure 2 As shown, the cross-section of the existing front longitudinal beam is in the shape of a capital letter 'J' and is made of high-strength steel; the front longitudinal beam structure of the present invention has good anti-collision function and obvious weight reduction effect; a relief notch is provided in the middle of the outer side wall at the lower end of the front longitudinal beam, and a local notch is made to avoid the steering shaft. A machined aluminum part reinforcing rib is fixedly arranged at each corner of the relief notch to meet the requirements of collision safety and strength. The connection method between the machined aluminum part reinforcing rib and the relief notch is gas shielded welding; compared with the existing steel front longitudinal beam structure, the front longitudinal beam structure of the present invention can achieve the same performance requirements under the same layout space, but the weight is reduced by at least half; the front longitudinal beam reinforcement structure includes a front subframe front fixing point reinforcing rib; a front subframe front fixing point reinforcing rib is fixed on the inner wall of the cavity at the front subframe front fixing point position of the front longitudinal beam. The front subframe front fixing point reinforcing rib includes a large U-shaped rib plate and a small U-shaped rib plate which are sleeved inside and outside. The small U-shaped rib plate is suspended and sleeved inside the large U-shaped rib plate. The two side walls of the large U-shaped rib plate are in contact with the inner wall of the cavity corresponding to the front subframe front fixing point position of the front longitudinal beam. The front longitudinal beam and the front subframe front fixing point reinforcing rib are fixedly connected to each other through welding bolts and nuts. The double U-shaped structure of the large U-shaped rib plate and the small U-shaped rib plate has two functions. One is to match the length of the bushing sleeved on the welding bolt, and the other is to enhance the anti-bending strength of the cavity of the front longitudinal beam in the Y direction (width direction) and Z direction (vertical direction) at this position. The material of the front subframe front fixing point reinforcing rib is high-strength steel.

[0008] The front longitudinal beam reinforcement structure further includes a front suspension fixing point reinforcing rib; a front suspension fixing point reinforcing rib is fixed on the inner wall of the cavity at the front suspension fixing point position of the front longitudinal beam. The front suspension fixing point reinforcing rib is formed by stacking and welding two sheet materials with an L-shaped cross-section to form a square structure. The material of the front suspension fixing point reinforcing rib is high-strength steel. The front longitudinal beam and the front suspension fixing point reinforcing rib are fixedly connected to each other through welding bolts and nuts at the stacking position. The structure at the stacking position of the front suspension fixing point reinforcing rib has two functions. One is to match the length of the bushing sleeved on the welding bolt, and the other is to enhance the support strength of the cavity of the front longitudinal beam in the Y direction (width direction) and Z direction (vertical direction) at this position.

[0009] The front longitudinal beam reinforcement structure also includes a front subframe rear fixing point reinforcement rib; the front subframe rear fixing point reinforcement rib is fixed to the inner wall of the cavity at the front longitudinal beam front subframe rear fixing point position. The front subframe rear fixing point reinforcement rib includes a T-shaped rod with an internal threaded channel and a welding washer. The T-shaped rod with an internal threaded channel passes from bottom to top between the outer bottom wall and outer top wall of the cavity corresponding to the front longitudinal beam front subframe rear fixing point position. The welding washer is welded and sleeved on the end of the T-shaped rod with the internal threaded channel and contacts the outer top wall of the front longitudinal beam. The T-shaped rod with the internal threaded channel is made of machined aluminum and has internal threads that can connect to the subframe. To increase the strength of the subframe connection point, a welding washer made of high-strength steel is welded to the end of the T-shaped rod with the internal threaded channel. The rear end of the front longitudinal beam structure is fixedly connected to the corresponding front bulkhead structure through a first L-shaped reinforcement to strengthen the connection strength between the front longitudinal beam structure and the front bulkhead structure.

[0010] The upper longitudinal beam structure includes an inner upper longitudinal beam plate and an outer upper longitudinal beam plate. The inner and outer upper longitudinal beam plates are fixed by spot welding, and both are made of aluminum alloy. The inner upper longitudinal beam plate is fixedly connected to the damping tower structure. The upper longitudinal beam provides connection points for components such as headlights. The outer upper longitudinal beam plate is connected to the front longitudinal beam structure through a second L-shaped connector, and the connection method is gas shielded welding. The middle area of ​​the outer upper longitudinal beam plate is fixedly connected to the damping tower structure, and the rear section of the outer upper longitudinal beam plate can be connected to the side panel of the vehicle body. The inner upper longitudinal beam plate, the outer upper longitudinal beam plate, and the damping tower structure form a multi-layer connection through the addition of through-hole structures, gas shielded welding, and spot welding to achieve a tight connection structure. In addition, the inner and outer upper longitudinal beam plates are connected by aluminum spot welding, which can transfer force to the front and side structures.

[0011] The vibration damping tower structure is made of high-pressure cast aluminum. The vibration damping tower structure is connected to the upper longitudinal beam structure and the front longitudinal beam structure respectively. The connection methods are FDS, spot welding and gas shielded welding. It is fixedly connected to the front structure through the third L-shaped connector. The force to the front end can be transmitted to the front structure through three paths: the front longitudinal beam structure, the upper longitudinal beam structure and the vibration damping tower structure. With the crushing of these three structures, the intrusion of the front structure is effectively reduced.

[0012] The torque box structure is formed by stamping aluminum alloy into a convex shape. The inner surface of the convex shape has three upward-protruding left, middle, and right folded edge reinforcing ribs. The outer surface of the torque box structure has steel reinforcements corresponding to the front subframe fixing points to improve the strength of the front subframe fixing points. The left, middle, and right folded edge reinforcing ribs are connected to the front and rear ends of the torque box structure, respectively. The front end of the torque box structure is fixedly connected to the front longitudinal beam structure. When force is transmitted to the torque box structure, it can be transmitted to the rear end of the torque box through three paths of the left, middle, and right reinforcing ribs, increasing the force transmission path and meeting performance requirements.

[0013] The front bulkhead structure includes an upper front bulkhead structure and a lower front bulkhead structure. Both the upper and lower front bulkhead structures are made of aluminum alloy, providing fixing points for components such as the air conditioning compartment and brake pedal. The lower front bulkhead structure is formed by the front and rear crossbeams, which together create a hollow cavity. The front crossbeams are aligned and fixedly connected to the front longitudinal beam structure and the torsion box structure, respectively, using aluminum spot welding, SPR (Surface Reinforced Plastic) welding, and gas shielded welding to meet collision safety performance requirements. The rear crossbeams are aligned and fixedly connected to the lower front bulkhead structure and the upper front bulkhead structure, respectively, using SPR, aluminum spot welding, and gas shielded welding, providing strong support.

[0014] The lower front bulkhead structure includes a central tunnel structure, a left front floor, and a right front floor. The central tunnel structure is composed of a double-layer structure consisting of an upper central tunnel plate and a lower central tunnel plate. The upper central tunnel plate is made of high-strength steel, and the lower central tunnel plate is made of aluminum alloy. To ensure that the lower front bulkhead structure can fully absorb energy and reduce injury to occupants, the upper central tunnel plate, the left front floor, and the right front floor are all made of high-strength steel. The connection between the central tunnel structure and the left and right front floors is achieved through SPR (Surface Reinforced Plastic) and spot welding. A steel reinforcing member is provided in the middle area of ​​the lower central tunnel plate. This steel reinforcing member is aligned and fixedly connected to the torsion box structure to improve the torsional stiffness of the front engine compartment. Herringbone-shaped reinforcing ribs are provided at corresponding positions on the left and right front floors to improve the strength and torsional stiffness of the front engine compartment.

[0015] An automobile includes a vehicle sheet metal and a steel-aluminum hybrid vehicle front engine compartment structure disposed at the front of the vehicle sheet metal.

[0016] Beneficial effects

[0017] The front engine compartment of this invention is constructed from high-pressure die-cast aluminum, aluminum alloy, and high-strength steel. The shock absorber tower is made of high-pressure die-cast aluminum, while the longitudinal beam outer plates, longitudinal beam reinforcing plates, and front bulkhead crossbeams are made of aluminum alloy. Key load-bearing points such as the subframe reinforcing plates, left front floor, right front floor, and center tunnel are made of high-strength steel. The connection processes employ welding techniques such as FDS, SPR, aluminum spot welding, and gas shielded welding. The aluminum alloy accounts for 65% of the weight of the steel-aluminum hybrid front engine compartment structure, effectively reducing the weight of the front engine compartment area. This invention utilizes a hybrid construction of high-pressure die-cast aluminum, aluminum alloy, and high-strength steel to construct the front engine compartment structure, thereby effectively reducing the weight of the front engine compartment while meeting collision safety and strength requirements. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0019] Figure 2 This is a partially enlarged schematic diagram of the front longitudinal beam structure in existing technology.

[0020] Figure 3 This is a partially enlarged structural diagram of the front longitudinal beam of the present invention.

[0021] Figure 4 This is a magnified top view of the front longitudinal beam structure of the present invention.

[0022] Figure 5 This is an enlarged cross-sectional view of the front longitudinal beam structure of the present invention.

[0023] Figure 6 This is an enlarged cross-sectional view of the rear section of the front longitudinal beam structure of the present invention.

[0024] Figure 7 This is a top-view enlarged structural schematic diagram of the torsion box structure of the present invention.

[0025] Figure 8 This is a three-dimensional enlarged structural schematic diagram of the torsion box structure of the present invention.

[0026] Figure 9 This is a bottom view schematic diagram of the front enclosure structure and the lower front enclosure structure of the present invention.

[0027] Figure 10 This is an enlarged schematic diagram of the front structure of the present invention.

[0028] Figure 11 This is a bottom view schematic diagram of the front lower panel structure of the present invention.

[0029] In the picture:

[0030] 1. Front longitudinal beam structure; 11. Front longitudinal beam; 111. Clearance notch; 112. Machining aluminum reinforcement rib; 12. Front longitudinal beam reinforcement structure; 121. Front subframe front fixing point reinforcement rib; 1211. Large U-shaped rib; 1212. Small U-shaped rib; 122. Front suspension fixing point reinforcement rib; 123. Front subframe rear fixing point reinforcement rib; 1231. T-shaped bar with internal threaded channel; 1232. Welded washer; 13. First L-shaped reinforcement;

[0031] 2. Upper longitudinal beam structure; 21. Upper longitudinal beam outer plate; 211. Second L-shaped connector;

[0032] 3. Vibration damping tower structure; 31. Third L-shaped connector;

[0033] 4. Torque box structure; 41. Left side folded edge reinforcing rib structure; 42. Middle folded edge reinforcing rib structure; 43. Right side folded edge reinforcing rib structure; 44. Steel reinforcing component;

[0034] 5. Front structure; 51. Upper front structure; 52. Lower front structure; 521. Front crossbeam; 522. Rear crossbeam;

[0035] 6. Front lower panel structure; 61. Central tunnel structure; 611. Central tunnel upper panel; 612. Central tunnel lower panel; 6121. Steel reinforcement; 62. Left front floor; 63. Right front floor. Detailed Implementation

[0036] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0037] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., 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 the invention and for 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 the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0038] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0039] Embodiment 1

[0040] See Figure 1 、 Figures 3-11 As shown in

[0041] a steel-aluminum hybrid front engine compartment structure of an automobile, which includes a front longitudinal beam structure 1, an upper longitudinal beam structure 2, a shock absorber tower structure 3, a torque box structure 4, a front panel structure 5, and a front panel lower plate structure 6; The front part of the front longitudinal beam structure 1 is connected to the upper longitudinal beam structure 2 in position by gas shielded welding; the middle part of the front longitudinal beam structure 1 is connected to the shock absorber tower structure 3 in position by FDS; the rear part of the upper longitudinal beam structure 2 is connected to the shock absorber tower structure 3 in position by gas shielded welding and spot welding; the rear end of the upper longitudinal beam structure 2 and the rear end of the front longitudinal beam structure 1 are gas shielded welded to the front panel structure 5 in position; the front panel structure 5 and the lower torque box structure 4 are fixedly connected by aluminum spot welding and SPR, and the front panel structure 5 and the front panel lower plate structure 6 at its rear end are fixedly connected by aluminum spot welding and SPR.

[0042] The front longitudinal beam structure 1 includes a front longitudinal beam 11 and a front longitudinal beam strengthening structure 12; the front longitudinal beam 11 is a tubular body, and its cross-section is in a "mu" character structure, and its material is an aluminum profile; a relief notch 111 is provided in the middle of the outer side wall of the lower end of the front longitudinal beam 11, and a machined aluminum part reinforcing rib 112 is fixedly provided at each corner of the relief notch 111 by gas shielded welding; the front longitudinal beam strengthening structure 12 includes a front subframe front fixing point reinforcing rib 121; the front subframe front fixing point reinforcing rib 121 is fixedly arranged on the inner wall of the cavity at the front subframe front fixing point position of the front longitudinal beam 11. The front subframe front fixing point reinforcing rib 121 includes a large U-shaped rib piece 1211 and a small U-shaped rib piece 1212 which are sleeved inside and outside. The small U-shaped rib piece 1212 is suspended and sleeved inside the large U-shaped rib piece 1211. The two side walls of the large U-shaped rib piece 1211 are in contact with the inner wall of the cavity corresponding to the front subframe front fixing point position of the front longitudinal beam 11. The front longitudinal beam 11 and the front subframe front fixing point reinforcing rib 121 are fixedly connected to each other by welding bolts and nuts, and the material of the front subframe front fixing point reinforcing rib 121 is high-strength steel.

[0043] The front longitudinal beam reinforcement structure 12 further includes a front suspension mounting point reinforcement rib 122; the front suspension mounting point reinforcement rib 122 is fixed to the inner wall of the cavity at the front suspension mounting point position of the front longitudinal beam 11. The front suspension mounting point reinforcement rib 122 is formed by superimposing and welding two sheet materials with an L-shaped cross-section to form a "square" structure. The material of the front suspension mounting point reinforcement rib 122 is high-strength steel. The front longitudinal beam 11 and the superimposed position of the front suspension mounting point reinforcement rib 122 are fixedly connected to each other through welding bolts and nuts.

[0044] The front longitudinal beam reinforcement structure 12 further includes a front subframe rear mounting point reinforcement rib 123; the front subframe rear mounting point reinforcement rib 123 is fixed to the inner wall of the cavity at the front subframe rear mounting point position of the front longitudinal beam 11. The front subframe rear mounting point reinforcement rib 123 includes a T-shaped rod 1231 with an internal thread channel and a welding washer 1232. The T-shaped rod 1231 with an internal thread channel is limited and passed through from bottom to top between the outer bottom wall and the outer top wall corresponding to the front subframe rear mounting point position of the front longitudinal beam 11. The welding washer 1232 is welded and sleeved on the end of the T-shaped rod 1231 with an internal thread channel and contacts the outer top wall of the front longitudinal beam 11; the material of the T-shaped rod 1231 with an internal thread channel is a machined aluminum part, and the material of the welding washer 1232 is high-strength steel; the rear end of the front longitudinal beam structure 1 is fixedly connected to the corresponding front panel structure 5 through a first L-shaped reinforcement 13.

[0045] The upper longitudinal beam structure 2 includes an upper longitudinal beam inner panel and an upper longitudinal beam outer panel 21; the upper longitudinal beam inner panel and the upper longitudinal beam outer panel 21 are spot-welded at the alignment points, and the materials of the upper longitudinal beam inner panel and the upper longitudinal beam outer panel 21 are both aluminum alloy. The upper longitudinal beam inner panel is fixedly connected to the shock tower structure 3 at the alignment position; the upper longitudinal beam outer panel 21 is fixedly connected to the front longitudinal beam structure 1 by gas shielded welding through a second L-shaped connecting piece 211. The middle area of the upper longitudinal beam outer panel 21 is fixedly connected to the shock tower structure 3 by gas shielded welding and spot welding. The rear section of the upper longitudinal beam outer panel 21 can be connected to the vehicle body side wall.

[0046] The material of the shock tower structure 3 is high-pressure die-cast aluminum. The shock tower structure 3 is connected to the upper longitudinal beam structure 2 and the front longitudinal beam structure 1 through FDS, spot welding and gas shielded welding, and is fixedly connected to the front panel structure 5 through a third L-shaped connecting piece 31 through FDS, spot welding and gas shielded welding.

[0047] The torque box structure 4 is integrally formed by stamping aluminum alloy into a convex-shaped structure. The inner surface of the convex-shaped structure protrudes upward with a left side folded edge reinforcement structure 41, a middle folded edge reinforcement structure 42 and a right side folded edge reinforcement structure 43 respectively; a steel reinforcement 44 is arranged on the outer surface of the torque box structure 4 corresponding to the front subframe mounting point position. The left side folded edge reinforcement structure 41, the middle folded edge reinforcement structure 42 and the right side folded edge reinforcement structure 43 are respectively connected to the front end and the rear end of the torque box structure 4. The front end of the torque box structure 4 is fixedly connected to the front longitudinal beam structure 1.

[0048] The front structure 5 includes an upper front structure 51 and a lower front structure 52, both made of aluminum alloy. The lower front structure 52 is formed by a front crossbeam 521 and a rear front crossbeam 522, which together form a hollow cavity. The front crossbeam 521 is fixedly connected to the front longitudinal beam structure 1 and the torsion box structure 4 by aluminum spot welding, SPR, and gas shielded welding. The rear front crossbeam 522 is fixedly connected to the lower front plate structure 6 and the upper front structure 51 by SPR, aluminum spot welding, and gas shielded welding.

[0049] The lower front panel structure 6 includes a central channel structure 61, a left front floor 62, and a right front floor 63. The central channel structure 61 is formed by a double-layer structure consisting of a central channel upper plate 611 and a central channel lower plate 612. The central channel upper plate 611 is made of high-strength steel, and the central channel lower plate 612 is made of aluminum alloy. The central channel upper plate 611, the left front floor 62, and the right front floor 63 are all made of high-strength steel. The central channel structure 61 is connected to the left front floor 62 and the right front floor 63 by SPR and spot welding. A steel reinforcing member 6121 is provided in the middle area of ​​the central channel lower plate 612. The steel reinforcing member 6121 is aligned and fixedly connected to the torsion box structure 4. Fishbone-shaped reinforcing ribs are provided at corresponding positions on the left front floor 62 and the right front floor 63.

[0050] Example 2

[0051] An automobile includes a vehicle sheet metal and a steel-aluminum hybrid vehicle front engine compartment structure disposed at the front of the vehicle sheet metal.

[0052] Although the invention has been specifically shown and described in conjunction with preferred embodiments, those skilled in the art should understand that various changes in form and detail may be made to the invention without departing from the spirit and scope of the invention as defined in the appended claims, all of which shall be within the scope of protection of the invention.

Claims

1. A steel-aluminum hybrid automotive front engine compartment structure, characterized in that: It includes a front longitudinal beam structure (1), an upper longitudinal beam structure (2), a shock absorber tower structure (3), a torsion box structure (4), a front panel structure (5), and a front panel lower plate structure (6); The front part of the front longitudinal beam structure (1) is butt-welded and fixed to the upper longitudinal beam structure (2); the middle part of the front longitudinal beam structure (1) is fixedly connected to the shock absorber tower structure (3) in a butt-joint manner; the rear part of the upper longitudinal beam structure (2) is fixedly connected to the shock absorber tower structure (3) in a butt-joint manner; the rear end of the upper longitudinal beam structure (2) and the rear end of the front longitudinal beam structure (1) are fixedly connected to the front panel structure (5) in a butt-joint manner; the front panel structure (5) is fixedly connected to the torsion box structure (4) below it, and the front panel structure (5) is fixedly connected to the front panel lower plate structure (6) at its rear end; The front panel structure (5) includes an upper front panel structure (51) and a lower front panel structure (52), and the materials of the upper front panel structure (51) and the lower front panel structure (52) are both aluminum alloy; the lower front panel structure (52) is fixedly composed of a front front cross beam (521) and a front rear cross beam (522), and a hollow cavity structure is formed between the front front cross beam (521) and the front rear cross beam (522). The front front cross beam (521) is respectively fixedly connected to the front longitudinal beam structure (1) and the torsion box structure (4) in a butt-joint manner; the front rear cross beam (522) is respectively fixedly connected to the front panel lower plate structure (6) and the upper front panel structure (51) in a butt-joint manner.

2. The steel-aluminum hybrid automotive front engine compartment structure according to claim 1, characterized in that: The front longitudinal beam structure (1) includes a front longitudinal beam (11) and a front longitudinal beam strengthening structure (12); the front longitudinal beam (11) is a tubular body, and its cross-section is in an "eye" shape structure, and its material is aluminum profile; a relief notch (111) is provided in the middle of the outer side wall at the lower end of the front longitudinal beam (11), and a machining aluminum part strengthening rib (112) is fixedly arranged at each corner of the relief notch (111); the front longitudinal beam strengthening structure (12) includes a front subframe front fixing point strengthening rib (121); a front subframe front fixing point strengthening rib (121) is fixed on the inner wall of the cavity at the front subframe front fixing point position of the front longitudinal beam (11). The front subframe front fixing point strengthening rib (121) includes a large U-shaped rib piece (1211) and a small U-shaped rib piece (1212) that are sleeved inside and outside each other, and the small U-shaped rib piece (1212) is suspended and sleeved inside the large U-shaped rib piece (1211). The two side walls of the large U-shaped rib piece (1211) are in contact with the inner wall of the cavity corresponding to the front subframe front fixing point position of the front longitudinal beam (11). The front longitudinal beam (11) and the front subframe front fixing point strengthening rib (121) are fixed to each other by welding bolts and nuts, and the material of the front subframe front fixing point strengthening rib (121) is high-strength steel.

3. The steel-aluminum hybrid automotive front engine compartment structure according to claim 2, characterized in that: The front longitudinal beam reinforcement structure (12) further includes a front mount fixing point reinforcement rib (122); the front mount fixing point reinforcement rib (122) is fixed to the inner wall of the cavity at the front mount fixing point position of the front longitudinal beam (11). The front mount fixing point reinforcement rib (122) is formed by superimposing and welding two sheet materials with an L-shaped cross-section to form a "mouth" - shaped structure. The material of the front mount fixing point reinforcement rib (122) is high-strength steel. The front longitudinal beam (11) and the superimposed position of the front mount fixing point reinforcement rib (122) are fixedly connected to each other by welding bolts and nuts.

4. The steel-aluminum hybrid automotive front engine compartment structure according to claim 3, characterized in that: The front longitudinal beam reinforcement structure (12) further includes a front subframe rear fixing point reinforcement rib (123); the front subframe rear fixing point reinforcement rib (123) is fixed to the inner wall of the cavity at the front subframe rear fixing point position of the front longitudinal beam (II). The front subframe rear fixing point reinforcement rib (123) includes a T-shaped rod (1231) with an internal thread channel and a welding washer (1232). The T-shaped rod (1231) with an internal thread channel is vertically inserted and limited between the outer bottom wall and the outer top wall corresponding to the front subframe rear fixing point position of the front longitudinal beam (11). The welding washer (1232) is welded and sleeved on the end of the T-shaped rod (1231) with an internal thread channel and is in contact with the outer top wall of the front longitudinal beam (11); the material of the T-shaped rod (1231) with an internal thread channel is a machined aluminum part, and the material of the welding washer (1232) is high-strength steel; the rear end of the front longitudinal beam structure (1) and the corresponding front panel structure (5) are fixedly connected by a first L-shaped reinforcement member (13).

5. The steel-aluminum hybrid automotive front engine compartment structure according to claim 4, characterized in that: The upper longitudinal beam structure (2) includes an upper longitudinal beam inner panel and an upper longitudinal beam outer panel (21); the upper longitudinal beam inner panel and the upper longitudinal beam outer panel (21) are spot-welded at the alignment points, and the materials of the upper longitudinal beam inner panel and the upper longitudinal beam outer panel (21) are both aluminum alloy. The upper longitudinal beam inner panel is fixedly connected to the shock tower structure (3) at the alignment position; the upper longitudinal beam outer panel (21) is connected to the front longitudinal beam structure (1) through a second L-shaped connecting member (211), and the middle area of the upper longitudinal beam outer panel (21) is fixedly connected to the shock tower structure (3).

6. The steel-aluminum hybrid automotive front engine compartment structure according to claim 5, characterized in that: The material of the shock tower structure (3) is high-pressure die-cast aluminum. The shock tower structure (3) is respectively connected to the upper longitudinal beam structure (2) and the front longitudinal beam structure (1), and is fixedly connected to the front panel structure (5) through a third L-shaped connecting member (31).

7. The steel-aluminum hybrid automotive front engine compartment structure according to claim 6, characterized in that: The torsion box structure (4) is integrally formed by stamping aluminum alloy into a convex-shaped structure. The inner surface of the convex-shaped structure protrudes upward with a left-side flanging reinforcement rib structure (41), a middle flanging reinforcement rib structure (42), and a right-side flanging reinforcement rib structure (43) respectively; a steel reinforcement member (44) is provided on the outer surface of the torsion box structure (4) corresponding to the front subframe fixing point position. The left-side flanging reinforcement rib structure (41), the middle flanging reinforcement rib structure (42), and the right-side flanging reinforcement rib structure (43) are respectively connected to the front end and the rear end of the torsion box structure (4). The front end of the torsion box structure (4) is fixedly connected to the front longitudinal beam structure (1).

8. A steel-aluminum hybrid automotive front engine compartment structure according to claim 7, characterized in that: The front lower panel structure (6) includes a central channel structure (61), a left front floor (62), and a right front floor (63). The central channel structure (61) is fixedly composed of a double-layer structure of a central channel upper plate (611) and a central channel lower plate (612). The material of the central channel upper plate (611) is high-strength steel, and the material of the central channel lower plate (612) is aluminum alloy. The materials of the central channel upper plate (611), the left front floor (62), and the right front floor (63) are all high-strength steel. The connection method between the central channel structure (61) and the left front floor (62) and the right front floor (63) is SPR and spot welding. A steel reinforcing member (6121) is provided in the middle area of ​​the central channel lower plate (612). The steel reinforcing member (6121) is aligned and fixedly connected to the torsion box structure (4). Fishbone-shaped reinforcing ribs are provided at corresponding positions of the left front floor (62) and the right front floor (63).

9. An automobile, comprising vehicle sheet metal, characterized in that: It also includes a steel-aluminum hybrid vehicle front engine compartment structure as described in any one of claims 1-8, wherein the steel-aluminum hybrid vehicle front engine compartment structure is disposed at the front of the vehicle sheet metal.

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