Front wall plate structure and vehicle

Abstract

The invention provides a front wall plate structure and a vehicle. The problem that in the prior art, a front wall plate structure is not beneficial to achieving light-weight and low-cost design is at least solved. The front wall plate structure is used for the vehicle, the front wall plate structure comprises a front wall plate, the front wall plate comprises at least two sub-plates arranged in the width direction of the vehicle, the at least two sub-plates are connected, and each sub-plate is an independent forming part.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly relates to a front wall panel structure and a vehicle. Background Art

[0002] In the technical field of vehicles, as an important component for separating the passenger compartment and the engine compartment, the structural strength, stiffness, etc. of the front wall panel itself play an important role in protecting the integrity of the passenger space in the event of a collision.

[0003] In the related art, usually, the structural strength, stiffness, etc. of the front wall panel are improved by increasing the overall thickness of the front wall panel, so as to improve the collision performance of the front wall panel and reduce the harm to the passengers in the passenger compartment. However, the requirements for the strength, stiffness, and collision performance of different regions of the front wall panel are different. The method of increasing the overall thickness of the front wall panel will result in performance redundancy in some regions of the front wall panel, which is not conducive to achieving lightweight and low-cost designs. Summary of the Invention

[0004] One of the purposes of the present invention is to provide a front wall panel structure to solve the problem that the front wall panel structure in the related art is not conducive to achieving lightweight and low-cost designs. The second purpose is to provide a vehicle.

[0005] In order to achieve the above purposes, the technical solutions adopted by the present invention are as follows:

[0006] According to the first aspect of the present application, the present application provides a front wall panel structure for a vehicle. The front wall panel structure includes a front wall panel, and the front wall panel includes at least two sub-panels arranged along the width direction of the vehicle. The at least two sub-panels are connected, and each sub-panel is an independently formed part.

[0007] According to the above technical means, each sub-panel is an independently formed part, so that each sub-panel can be designed specifically according to the performance requirements of different regions of the front wall panel, and the thickness, material selection, etc. of different sub-panels can be adjusted flexibly. It is possible to increase the thickness of the sub-panel or use a higher-grade material only in the corresponding regions that require higher strength and stiffness, rather than doing so on the entire front wall panel, which can reduce unnecessary material use, and thus is conducive to achieving lightweight and low-cost designs.

[0008] Further, the at least two sub-panels include an upper left sub-panel, an upper right sub-panel, a lower left sub-panel, and a lower right sub-panel. The upper left sub-panel and the upper right sub-panel, and the lower left sub-panel and the lower right sub-panel are connected along the width direction of the vehicle. The upper left sub-panel and the lower left sub-panel, and the upper right sub-panel and the lower right sub-panel are connected along the height direction of the vehicle.

[0009] According to the above technical means, the front wall panel is divided into an upper left sub-panel, an upper right sub-panel, a lower left sub-panel, and a lower right sub-panel. It can be designed specifically according to the cooperation relationship between each sub-panel and its surrounding components. The partitioning method of the upper left sub-panel, the upper right sub-panel, the lower left sub-panel, and the lower right sub-panel is beneficial to improving the matching of the front wall panel structure and the other components of the vehicle.

[0010] Furthermore, the thicknesses of the upper left sub-panel, the upper right sub-panel, and the lower right sub-panel are all smaller than the thickness of the lower left sub-panel; and / or, the thicknesses of the upper right sub-panel and the lower right sub-panel are both smaller than the thickness of the upper left sub-panel; and / or, the thickness of the upper right sub-panel is smaller than the thickness of the lower right sub-panel.

[0011] According to the above technical means, on the basis of facilitating weight reduction, the lower left sub-panel and the lower right sub-panel have relatively high stiffness. When the vehicle collides, it is beneficial to reduce the intrusion amount of the lower left sub-panel and the lower right sub-panel, thereby reducing the safety risk of the feet of the vehicle occupants and improving the safety performance of the vehicle.

[0012] Furthermore, the upper left sub-panel and the lower left sub-panel are made of different materials, and the strength of the lower left sub-panel is greater than that of the upper left sub-panel; and / or, the upper left sub-panel and the upper right sub-panel are made of different materials, and the strength of the upper left sub-panel is greater than that of the upper right sub-panel; and / or, the lower left sub-panel and the lower right sub-panel are made of different materials, and the strength of the lower left sub-panel is greater than that of the lower right sub-panel.

[0013] According to the above technical means, each sub-panel can be specifically selected with different strength materials according to the performance requirements of different regions of the front wall panel, which is beneficial to further reducing costs.

[0014] Furthermore, the upper left sub-panel, the upper right sub-panel, the lower left sub-panel, and the lower right sub-panel are connected by laser welding.

[0015] According to the above technical means, the connection quality is stable and the welding efficiency is high, which is beneficial to improving production efficiency.

[0016] Furthermore, the thickness of the lower left sub-panel is L1, the thickness of the upper left sub-panel is L2, the thickness of the lower right sub-panel is L3, and the thickness of the upper right sub-panel is L4; L1, L2, L3, and L4 satisfy: 1 / 2L1 ≤ L2, 1 / 2L1 ≤ L3, and 1 / 2L2 ≤ L4.

[0017] According to the above technical means, it is beneficial to ensure the connection stability between any two of the upper left sub-panel, the upper right sub-panel, the lower left sub-panel, and the lower right sub-panel.

[0018] Furthermore, the front wall panel structure further includes a strengthening structure, and the strengthening structure is arranged at the connection position between two adjacent sub-panels; along the length direction of the vehicle, the strengthening structure is arranged on the side of the front wall panel facing the passenger compartment of the vehicle.

[0019] According to the above technical means, it is beneficial to enhance the structural strength of the connection positions of different sub - panels, avoid defects such as tearing and crack formation at the connection positions when the current wall - panel structure is impacted, thereby being beneficial to improving the overall strength and stiffness of the entire front - wall - panel structure, being able to further reduce or avoid the intrusion amount of the front wall - panel towards the passenger compartment of the vehicle due to tearing, etc., thus being beneficial to reducing the safety risks of the driver and passengers and being beneficial to improving the safety performance of the vehicle.

[0020] Furthermore, the strengthening structure includes an upper strengthening longitudinal beam, a middle strengthening cross - beam, and a lower strengthening longitudinal beam. The upper strengthening longitudinal beam covers the connection positions of the upper - left sub - panel and the upper - right sub - panel, and the lower strengthening longitudinal beam covers the connection positions of the lower - left sub - panel and the lower - right sub - panel; along the height direction of the vehicle, the middle strengthening cross - beam is located between the upper strengthening longitudinal beam and the lower strengthening longitudinal beam and covers the connection positions of the upper - left sub - panel and the lower - left sub - panel as well as the connection positions of the upper - right sub - panel and the lower - right sub - panel.

[0021] According to the above technical means, the upper strengthening longitudinal beam, the middle strengthening cross - beam, and the lower strengthening longitudinal beam of the strengthening structure are reasonably arranged. When a vehicle has a frontal collision, it can guide and optimize the collision - energy transfer path, so that the collision energy can be more evenly distributed on the front wall - panel and the vehicle - body structure connected thereto, avoiding structural failure caused by local stress concentration.

[0022] Furthermore, the strengthening longitudinal beam, the middle strengthening cross - beam, and the lower strengthening longitudinal beam all define a closed cavity with the wall surface on the side of the front wall - panel facing the passenger compartment.

[0023] According to the above technical means, the closed - cavity structure can significantly improve the overall structural strength and stiffness of the front wall - panel structure, be able to more effectively resist external forces such as bending and twisting. In addition, when a vehicle collides, the cavity structure absorbs the collision energy through plastic deformation, reducing the energy transmitted to the passenger compartment, thus being beneficial to reducing the intrusion amount of the front wall - panel into the passenger compartment and being beneficial to protecting the safety of the passengers in the vehicle.

[0024] According to the second aspect of the present application, the present application provides a vehicle, which includes the above - mentioned front wall - panel structure.

[0025] According to the above technical means, it is beneficial to reduce the intrusion amount of the front wall - panel into the passenger compartment of the vehicle, thus being beneficial to improving the collision safety performance of the vehicle.

[0026] Advantages of the present invention:

[0027] (1) The front wall - panel structure of the present invention can flexibly adjust the thickness, material selection, etc. of the corresponding sub - panels according to the performance requirements of different regions of the front wall - panel, being beneficial to achieving lightweight and low - cost designs.

[0028] (2) The reinforcement structure of the present invention is beneficial to improving the strength and stiffness at the connection positions of each sub-panel. When a vehicle collides, it can also guide and optimize the collision energy transfer path, so that the collision energy can be more evenly distributed on the front wall panel and the vehicle body structure connected thereto. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 Schematic diagram of the front wall panel structure provided by some embodiments of the present application;

[0030] Figure 2 Schematic diagram of the front wall panel provided by some embodiments of the present application;

[0031] Figure 3 Schematic diagram of the force transfer path of the front wall panel structure provided by some embodiments of the present application when the vehicle collides.

[0032] Among them, 100, front wall panel structure; 1, front wall panel; 11, upper left sub-panel; 111, first installation part; 12, upper right sub-panel; 121, third installation part; 13, lower right sub-panel; 14, lower left sub-panel; 141, second installation part; 15, first connection area; 16, second connection area; 17, third connection area; 18, fourth connection area; 2, upper reinforcing longitudinal beam; 3, middle reinforcing cross beam; 4, lower reinforcing longitudinal beam. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0033] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for explaining the present invention, rather than for limiting the protection scope of the present invention.

[0034] It should be noted that the drawings provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. Therefore, only the components related to the present invention are shown in the drawings, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, number, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0035] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the front and rear associated objects.

[0036] In the description of the embodiments of the present application, the term "a plurality" means two or more (including two).

[0037] In the present application, the vehicle length direction, the vehicle width direction, and the vehicle height direction are well known to those skilled in the art. In the drawings, the vehicle length direction is represented by the letter X, the vehicle width direction is represented by the letter Y, and the vehicle height direction is represented by the letter Z.

[0038] Next, reference will be made to Figures 1 - 3 to describe the front wall panel structure 100 of some embodiments of the present application.

[0039] See Figures 1 - 2 , according to the first aspect of the present application, the present application provides a front wall panel structure 100 for a vehicle, and the front wall panel structure 100 includes a front wall panel 1. The front wall panel 1 includes at least two sub-panels arranged along the vehicle width direction. The at least two sub-panels are connected, and each sub-panel is an independently formed part.

[0040] Among them, the front wall panel 1 includes at least two sub-panels arranged along the vehicle width direction, which may include the following situations: for example, the front wall panel 1 includes two sub-panels arranged along the vehicle width direction; for another example, the front wall panel 1 includes more than two sub-panels arranged along the vehicle width direction, and each sub-panel is arranged in sequence along the vehicle width direction; for still another example, the front wall panel 1 includes more than two sub-panels arranged along the vehicle width direction, and each sub-panel can be divided into several columns arranged along the vehicle width direction, and each column of sub-panels includes a plurality of sub-panels arranged along the vehicle height direction.

[0041] Exemplarily, the front wall panel 1 can be designed in a split manner according to the distribution structure of the vehicle occupant compartment. In this way, the front wall panel 1 can be divided into two sub-panels according to the driver's cab and the co-driver's cab. The sub-panel corresponding to the driver's cab needs to be used to install structures such as the brake pedal and the accelerator pedal, and can be formed with a thicker steel plate than the co-driver's cab to improve its structural strength and stiffness, reduce the resonance vibration of the brake pedal and the accelerator pedal, and is beneficial to improving the driving comfort of the passengers.

[0042] Optionally, adjacent two sub-panels can be fixedly connected by means of fastening connection or welding connection.

[0043] On this basis, each sub-panel is an independently formed part. In this way, each sub-panel can be designed specifically according to the performance requirements of different regions of the front wall panel 1, and the thickness, material selection, etc. of different sub-panels can be adjusted flexibly. It is possible to increase the thickness of the sub-panel or use a higher-grade material only in the corresponding regions that require higher strength and stiffness, rather than doing so on the entire front wall panel 1, which can reduce unnecessary material use and thus is beneficial to achieving lightweight and low-cost design.

[0044] In some alternative embodiments, the design of the sub - panels of the front wall panel 1, as well as the thickness and material selection of each sub - panel, can be flexibly adjusted according to different vehicle models or safety standard requirements, so as to take into account the crash performance of the intrusion amount for various vehicle models, the vehicle's vibration isolation, NVH performance requirements, as well as the lightweight and low - cost design of the vehicle. For example, the design of the sub - panels of the front wall panel 1, as well as the thickness and material selection of each sub - panel, can be flexibly adjusted according to whether the vehicle is a fuel - powered, hybrid, or pure - electric vehicle. Since hybrid vehicles and pure - electric vehicles have higher requirements for the NVH performance of the vehicle, hybrid vehicles and pure - electric vehicles can improve the sound insulation effect of the front wall panel 1 by increasing the thickness of each sub - panel to improve the NVH performance of the vehicle. On this basis, the lightweight design can be further achieved by using materials with different thicknesses for different sub - panels of the front wall panel 1.

[0045] See Figures 1 - 2 , in some embodiments, at least two sub - panels include the upper - left sub - panel 11, the upper - right sub - panel 12, the lower - left sub - panel 14, and the lower - right sub - panel 13. The upper - left sub - panel 11 and the upper - right sub - panel 12, as well as the lower - left sub - panel 14 and the lower - right sub - panel 13, are connected along the width direction of the vehicle. The upper - left sub - panel 11 and the lower - left sub - panel 14, as well as the upper - right sub - panel 12 and the lower - right sub - panel 13, are connected along the height direction of the vehicle.

[0046] It should be noted that in this application, the left - right direction is consistent with the width direction of the vehicle, and the up - down direction is consistent with the height direction of the vehicle.

[0047] Optionally, the upper - left sub - panel 11 is provided with a first mounting portion 111 for mounting the brake pedal of the vehicle. The lower - left sub - panel 14 is provided with a second mounting portion 141 for mounting the accelerator pedal of the vehicle. The lower - left sub - panel 14 is also provided with a sealing hole through which the steering tube of the steering mechanism of the vehicle passes. The vehicle is also provided with a sealing member covering the sealing hole to improve the sealing performance of the front wall panel 1. The upper - right sub - panel 12 is provided with a third mounting portion 121 for mounting structures such as the expansion valve of the vehicle's air conditioner. The lower - right sub - panel 13 is provided with some process through - holes to facilitate the connection between the front wall panel 1 and other components. The thickness and material selection of the upper - left sub - panel 11, the upper - right sub - panel 12, the lower - left sub - panel 14, and the lower - right sub - panel 13 can be confirmed according to the mounting components they match. In this way, the partition design of the front wall panel 1 can meet the installation requirements of different components in each area.

[0048] On this basis, by dividing the front wall panel 1 into the upper - left sub - panel 11, the upper - right sub - panel 12, the lower - left sub - panel 14, and the lower - right sub - panel 13, targeted design can be carried out according to the cooperation relationship between each sub - panel and its surrounding components. The partitioning method of the upper - left sub - panel 11, the upper - right sub - panel 12, the lower - left sub - panel 14, and the lower - right sub - panel 13 is beneficial to improving the matching performance between the front wall panel structure 100 and other components of the vehicle.

[0049] SeeFigures 1 - 2 , in some embodiments, the thicknesses of the upper left sub-board 11, the upper right sub-board 12, and the lower right sub-board 13 are all smaller than the thickness of the lower left sub-board 14.

[0050] Since structures such as the front longitudinal beam in the engine compartment are mainly lapped on the middle and lower parts of the front wall panel 1, when the vehicle collides, the force is mainly transmitted to the foot space of the occupant. A large amount of rupture or intrusion in the foot space will cause greater harm to the feet of the occupant. On this basis, on the premise of facilitating weight reduction, the greater the thickness of the lower left sub-board 14, the higher the stiffness of the lower left sub-board 14. When the vehicle collides, it is beneficial to reduce the intrusion amount of the lower left sub-board 14, thereby reducing the safety risk of the feet of the driver and improving the safety performance of the vehicle.

[0051] See Figures 1 - 2 , in some embodiments, the thicknesses of the upper right sub-board 12 and the lower right sub-board 13 are both smaller than the thickness of the upper left sub-board 11.

[0052] On this basis, the number of components that need to be matched and installed on the upper right sub-board 12 and the lower right sub-board 13 is relatively small, and the stiffness requirements for the upper right sub-board 12 and the lower right sub-board 13 are relatively low. Therefore, choosing a smaller thickness design is beneficial for weight reduction.

[0053] See Figures 1 - 2 , in some embodiments, the thickness of the upper right sub-board 12 is smaller than the thickness of the lower right sub-board 13.

[0054] Similarly, on the premise of facilitating weight reduction, the greater the thickness of the lower right sub-board 13, the higher the stiffness of the lower right sub-board 13. When the vehicle collides, it is beneficial to reduce the intrusion amount of the lower right sub-board 13, thereby reducing the safety risk of the feet of the co-pilot and improving the safety performance of the vehicle.

[0055] In some embodiments, the upper left sub-board 11 and the lower left sub-board 14 are made of different materials, and the strength of the lower left sub-board 14 is greater than that of the upper left sub-board 11. The lower left sub-board 14 is close to the feet of the vehicle occupant and has relatively high strength requirements. Therefore, a material with greater strength can be selected for the forming design.

[0056] Similarly, in some embodiments, the upper left sub-board 11 and the upper right sub-board 12 are made of different materials, and the strength of the upper left sub-board 11 is greater than that of the upper right sub-board 12. The number of components installed on the upper left sub-board 11 is relatively large, and the structural strength requirements for it are relatively high. Therefore, a material with relatively high strength can be selected.

[0057] In some embodiments, the lower left sub-panel 14 and the lower right sub-panel 13 are made of different materials, and the strength of the lower left sub-panel 14 is greater than that of the lower right sub-panel 13. The number of components installed on the lower left sub-panel 14 is relatively large, and higher requirements are imposed on its structural strength. Therefore, materials with higher strength can be selected.

[0058] On this basis, each sub-panel can be specifically selected with materials of different strengths according to the performance requirements of different regions of the front wall panel 1. For regions with low strength requirements, materials with relatively low strength can be selected for forming design, which is beneficial to further reducing costs.

[0059] Exemplarily, the lower left sub-panel 14 and the lower right sub-panel 13 can be made of high-strength steel, while the upper left sub-panel 11 and the upper right sub-panel 12 can be made of cold-rolled steel sheets.

[0060] See Figure 2 , in some embodiments, the upper left sub-panel 11, the upper right sub-panel 12, the lower left sub-panel 14, and the lower right sub-panel 13 are connected by laser tailor welding. On this basis, the connection quality of the front wall panel 1 is stable, and the welding efficiency is high, which is beneficial to improving production efficiency.

[0061] Optionally, laser welding processes such as ordinary laser welding, laser brazing, and laser remote welding can be used to perform butt welding connections on the upper left sub-panel 11, the upper right sub-panel 12, the lower left sub-panel 14, and the lower right sub-panel 13.

[0062] In some embodiments, the thickness of the lower left sub-panel 14 is L1, the thickness of the upper left sub-panel 11 is L2, the thickness of the lower right sub-panel 13 is L3, and the thickness of the upper right sub-panel 12 is L4; L1, L2, L3, and L4 satisfy: 1 / 2L1 ≤ L2, 1 / 2L1 ≤ L3, and 1 / 2L2 ≤ L4.

[0063] If the thickness difference between the two sub-panels connected by butt welding is relatively large, there will be an obvious step at the connection position of the two sub-panels, and the stability of the welded connection will be poor. On this basis, when L1, L2, L3, and L4 satisfy: 1 / 2L1 ≤ L2, 1 / 2L1 ≤ L3, and 1 / 2L2 ≤ L4, it is beneficial to ensure the connection stability of any two of the upper left sub-panel 11, the upper right sub-panel 12, the lower left sub-panel 14, and the lower right sub-panel 13.

[0064] See Figure 1 , in some embodiments, the front wall panel structure 100 further includes a strengthening structure, and the strengthening structure is provided at the connection position between two adjacent sub-panels. Along the length direction of the vehicle, the strengthening structure is provided on the side of the front wall panel 1 facing the passenger compartment of the vehicle.

[0065] Optionally, the strengthening structure can be formed as a plate-shaped strengthening member. Exemplarily, the strengthening structure is connected to the sub-plate of the front wall panel 1 by welding. Specifically, it can be connected by spot welding.

[0066] When a vehicle collision occurs, the impact force transmitted to the connection positions of the respective sub-panels of the front wall panel 1 can be effectively transmitted to the strengthening structure, avoiding connection failure at the connection positions due to the impact energy.

[0067] On this basis, it is beneficial to enhance the structural strength of the connection positions of different sub-panels, avoiding defects such as tearing and cracking at the connection positions when the front wall panel structure 100 bears an impact. Thus, it is beneficial to improve the overall strength and stiffness of the entire front wall panel structure 100, and can further reduce or avoid the intrusion amount of the front wall panel 1 towards the passenger compartment of the vehicle due to tearing, etc., which is beneficial to reducing the safety risk of the driver and passengers and beneficial to improving the safety performance of the vehicle.

[0068] Certainly, in some alternative embodiments, the strengthening structure can also be disposed on the side of the front wall panel 1 away from the passenger compartment of the vehicle along the length direction of the vehicle, as long as the strengthening structure can play a role in strengthening the connection positions of the respective sub-panels.

[0069] See Figures 1 - 2 , in some embodiments, the strengthening structure includes an upper strengthening longitudinal beam 2, a middle strengthening cross beam 3, and a lower strengthening longitudinal beam 4. The upper strengthening longitudinal beam 2 covers the connection position of the upper left sub-panel 11 and the upper right sub-panel 12, and the lower strengthening longitudinal beam 4 covers the connection position of the lower left sub-panel 14 and the lower right sub-panel 13; along the height direction of the vehicle, the middle strengthening cross beam 3 is located between the upper strengthening longitudinal beam 2 and the lower strengthening longitudinal beam 4, and covers the connection position between the upper left sub-panel 11 and the lower left sub-panel 14 and the connection position between the upper right sub-panel 12 and the lower right sub-panel 13.

[0070] Specifically, the upper left sub-panel 11 and the upper right sub-panel 12 are connected to form a first connection area 15, and the upper strengthening longitudinal beam 2 covers the first connection area 15; the lower left sub-panel 14 and the lower right sub-panel 13 are connected to form a third connection area 17, and the lower strengthening longitudinal beam 4 covers the third connection area 17; the upper right sub-panel 12 and the lower right sub-panel 13 are connected to form a second connection area 16, and the upper left sub-panel 11 and the lower left sub-panel 14 are connected to form a fourth connection area 18, and the middle strengthening cross beam 3 covers the second connection area 16 and the fourth connection area 18. Among them, "covering" in this application can be complete covering or partial covering.

[0071] See Figure 3, when a frontal collision occurs to the vehicle, at the moment when the frontal collision occurs, the impact force first acts on the front part of the vehicle such as components like the bumper and the front longitudinal beam, and is quickly transmitted backward to the front wall panel 1 and the structural members connected thereto. Under the action of the middle reinforcing cross beam 3, the impact force is dispersed and transmitted along the width direction of the vehicle. Under the action of the upper reinforcing longitudinal beam 2 and the lower reinforcing longitudinal beam 4, the impact force is dispersed and transmitted along the height direction of the vehicle, preventing structural failure caused by local stress concentration, where Figure 3 The arrow direction shown in Figure 3 is the transmission direction of the impact force borne by the reinforcing structure.

[0072] On this basis, the upper reinforcing longitudinal beam 2, the middle reinforcing cross beam 3, and the lower reinforcing longitudinal beam 4 of the reinforcing structure are reasonably arranged. When a frontal collision occurs to the vehicle, it can guide and optimize the collision energy transmission path, enabling the collision energy to be more evenly distributed on the front wall panel 1 and the vehicle body structure connected thereto, avoiding structural failure caused by local stress concentration.

[0073] Exemplarily, the production process of the front wall panel 1 may include the following steps: First, the upper left sub-panel 11 and the upper right sub-panel 12 are welded together along the left-right direction. Then, the lower left sub-panel 14 is welded to the lower end of the upper left sub-panel 11 along the up-down direction. Then, the lower right sub-panel 13 is welded to the right end of the lower left sub-panel 14 along the left-right direction and is welded to the lower end of the upper right sub-panel 12. Then, the upper reinforcing longitudinal beam 2, the middle reinforcing cross beam 3, and the lower reinforcing longitudinal beam 4 of the reinforcing structure are sequentially connected to the front wall panel 1 by spot welding.

[0074] In some embodiments, the reinforcing longitudinal beam, the middle reinforcing cross beam 3, and the lower reinforcing longitudinal beam 4 all define a closed cavity with the wall surface on the side of the front wall panel 1 facing the passenger compartment.

[0075] On this basis, the closed cavity structure can significantly improve the overall structural strength and stiffness of the front wall panel structure 100, and can more effectively resist external forces such as bending and twisting. Additionally, when a collision occurs to the vehicle, the cavity structure absorbs the collision energy through plastic deformation, reducing the energy transmitted to the passenger compartment, thereby being beneficial to reducing the intrusion amount of the front wall panel 1 into the passenger compartment and being beneficial to protecting the safety of the passengers in the vehicle.

[0076] The closed cavity optimizes the sound insulation ability of the front wall panel 1, helps to isolate the noise in the engine compartment and outside the vehicle from directly entering the passenger compartment, reduces the noise in the passenger compartment, improves the riding comfort of the passengers, and is beneficial to improving the NVH performance of the vehicle.

[0077] According to the second aspect of the present application, the present application provides a vehicle, which includes the above-mentioned front wall panel structure 100.

[0078] Among them, the specific type of vehicle in the embodiments of the present application is not specifically limited. For example, the vehicle provided in the embodiments of the present application can be an electric vehicle, a hybrid vehicle, or a solar vehicle, etc. At the same time, the vehicle provided in the embodiments of the present application can also be vehicles of different forms. For example, the vehicle provided in the embodiments of the present application can be a sedan, a sport utility vehicle (SUV), or a multi-purpose vehicle (MPV).

[0079] On this basis, the structural design of the front wall panel 1 is beneficial to reducing the intrusion amount of the front wall panel 1 into the passenger compartment of the vehicle, thereby being beneficial to improving the collision safety performance of the vehicle.

[0080] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A front wall plate structure (100) for a vehicle, characterized in that: include: A front wall panel (1), the front wall panel (1) comprising at least two sub-panels arranged along the width direction of the vehicle, at least two of the sub-panels being connected, and each of the sub-panels being an independent molded part.

2. The front wall plate structure (100) according to claim 1, characterized in that: At least two of the sub-plates include an upper left sub-plate (11), an upper right sub-plate (12), a lower left sub-plate (14) and a lower right sub-plate (13); the upper left sub-plate (11) and the upper right sub-plate (12) as well as the lower left sub-plate (14) and the lower right sub-plate (13) are connected along the width direction of the vehicle; the upper left sub-plate (11) and the lower left sub-plate (14) as well as the upper right sub-plate (12) and the lower right sub-plate (13) are connected along the height direction of the vehicle.

3. The front wall plate structure (100) according to claim 2, characterized in that: The thicknesses of the upper left sub-plate (11), the upper right sub-plate (12) and the lower right sub-plate (13) are all smaller than the thickness of the lower left sub-plate (14); and / or, the thickness of the upper right sub-plate (12) and the thickness of the lower right sub-plate (13) are both smaller than the thickness of the upper left sub-plate (11); And / or, the thickness of the upper right sub-plate (12) is smaller than the thickness of the lower right sub-plate (13).

4. The front wall plate structure (100) according to claim 2, characterized in that: The upper left sub-plate (11) and the lower left sub-plate (14) are made of different materials, and the strength of the lower left sub-plate (14) is greater than the strength of the upper left sub-plate (11); And / or, the upper left sub-plate (11) and the upper right sub-plate (12) are made of different materials, and the strength of the upper left sub-plate (11) is greater than the strength of the upper right sub-plate (12); And / or, the lower left sub-plate (14) and the lower right sub-plate (13) are made of different materials, and the strength of the lower left sub-plate (14) is greater than the strength of the lower right sub-plate (13).

5. The front wall plate structure (100) according to claim 2, characterized in that: The upper left sub-plate (11), the upper right sub-plate (12), the lower left sub-plate (14) and the lower right sub-plate (13) are connected by laser welding.

6. The front wall plate structure (100) according to claim 5, characterized in that: The thickness of the left sub-bottom plate is L1, the thickness of the left sub-top plate is L2, the thickness of the right lower sub-plate (13) is L3, and the thickness of the right upper sub-plate (12) is L4; L1, L2, L3 and L4 satisfy: 1 / 2L1≤L2, 1 / 2L1≤L3 and 1 / 2L2≤L4.

7. The front wall panel structure (100) according to any one of claims 1 to 6, characterized in that: The front wall plate structure (100) further comprises a reinforcing structure, wherein the reinforcing structure is arranged at a connection position of two adjacent sub-plates; Along the length direction of the vehicle, the reinforcement structure is arranged on a side of the front wall panel (1) facing the passenger compartment of the vehicle.

8. The front wall panel structure (100) according to claim 7, characterized in that: The reinforcement structure comprises an upper reinforcement longitudinal beam (2), a middle reinforcement transverse beam (3), and a lower reinforcement longitudinal beam (4); the upper reinforcement longitudinal beam (2) covers a connection position between the upper left sub-plate (11) and the upper right sub-plate (12); and the lower reinforcement longitudinal beam (4) covers a connection position between the lower left sub-plate (14) and the lower right sub-plate (13); Along the height direction of the vehicle, the middle reinforcing cross beam (3) is located between the upper reinforcing longitudinal beam (2) and the lower reinforcing longitudinal beam (4), and covers the connection position of the upper left sub-plate (11) and the lower left sub-plate (14) and the connection position of the upper right sub-plate (12) and the lower right sub-plate (13).

9. The front wall plate structure (100) according to claim 8, characterized in that: The reinforcing longitudinal beam, the middle reinforcing transverse beam (3) and the lower reinforcing longitudinal beam (4) are bounded together with the wall surface of the front wall panel (1) facing the passenger compartment to form a closed cavity.

10. A vehicle, characterized in that: include: The front wall panel structure (100) as claimed in any one of claims 1 to 9.

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