Dash panel assembly and vehicle

Abstract

The invention discloses a dash panel assembly and a vehicle, the dash panel assembly comprises an outer plate, the outer plate comprises a dash panel part and a damping tower part, the damping tower part is connected to the front side of the dash panel part, and the damping tower part and the dash panel part are integrally formed; and the inner plate is positioned on the rear side of the outer plate and is connected with the front wall plate part. According to the dash panel assembly, the outer panel and the inner panel are arranged, the dash panel part and the damping tower part are integrated on the outer panel, the structure and the number of the dash panel assembly can be reduced, assembling is easy and convenient, manpower and material resources are saved, the productivity is effectively improved, meanwhile, the die development cost can be reduced, and the cost is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle manufacturing, and particularly to a front bulkhead assembly and a vehicle having the front bulkhead assembly. Background Art

[0002] In recent years, with the rapid development of the new energy vehicle industry, more and more vehicle manufacturers have begun to pursue the integrated design of carbon fiber vehicle bodies. In the prior art, shock towers are generally formed by die-casting aluminum and are bolted to the front bulkhead to form an assembly. This requires the development of three sets of molds, increasing the mold development cost, and the structural form is complex. The shock tower and the front bulkhead are bolted to form an assembly, making the assembly operation difficult, wasting manpower and material resources, and there is room for improvement. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. For this purpose, the present invention provides a front bulkhead assembly, which has a relatively simple structure and fewer components, is convenient to assemble, saves manpower and material resources, effectively improves productivity, and can also reduce the mold development cost and lower the cost.

[0004] The front bulkhead assembly according to an embodiment of the present invention includes: an outer panel, the outer panel includes a front bulkhead portion and a shock tower portion, the shock tower portion is connected to the front side of the front bulkhead portion, and the shock tower portion and the front bulkhead portion are integrally formed; an inner panel, the inner panel is located at the rear side of the outer panel and is connected to the front bulkhead portion.

[0005] The front bulkhead assembly according to an embodiment of the present invention is provided with an outer panel and an inner panel, and the outer panel integrates the front bulkhead portion and the shock tower portion, which can reduce the structure and quantity of the front bulkhead assembly, is simple and convenient to assemble, saves manpower and material resources, effectively improves productivity, and can also reduce the mold development cost and lower the cost.

[0006] In the front bulkhead assembly according to some embodiments of the present invention, a shock-absorbing cavity is formed between the outer panel and the inner panel, and a buffer structure is filled in the shock-absorbing cavity.

[0007] In the front bulkhead assembly according to some embodiments of the present invention, both the outer panel and the inner panel are made of carbon fiber material; and / or, both the inner panel and the front bulkhead portion are integrally constructed as an arched structure that bulges forward in the middle.

[0008] In the front bulkhead assembly according to some embodiments of the present invention, a connection port is formed at one end of the shock tower portion away from the front bulkhead portion, and a first connection portion is provided at the connection port for detachably connecting to a longitudinal beam.

[0009] The front bulkhead assembly according to some embodiments of the present invention, the first connecting portion is configured as a first connecting hole, the first connecting holes are multiple and the multiple first connecting holes are arranged around the connecting port, and the connecting port is adapted to be inserted into the rear end of the longitudinal beam and is detachably connected to the longitudinal beam through a first connecting member passing through the first connecting holes.

[0010] The front bulkhead assembly according to some embodiments of the present invention further includes a rear section reinforcing plate of the longitudinal beam. The front end of the rear section reinforcing plate of the longitudinal beam is connected to the longitudinal beam at the connecting port, and a first embedded member is embedded in the front bottom of the front bulkhead portion. The first embedded member has a third mounting hole exposed on the surface of the front bulkhead portion, and the third mounting hole is used for detachably connecting to the rear end of the rear section reinforcing plate of the longitudinal beam.

[0011] For the front bulkhead assembly according to some embodiments of the present invention, there are two shock tower portions. The two shock tower portions are spaced apart and connected to the front side of the front bulkhead portion, and second embedded members are embedded in the sides of the two shock tower portions away from each other. The second embedded members have fifth mounting holes exposed on the surface of the shock tower portions, and the fifth mounting holes are used for detachably connecting to the suspension.

[0012] For the front bulkhead assembly according to some embodiments of the present invention, a second connecting portion is provided at the outer top of each shock tower portion, and the second connecting portion is used for detachably connecting to the shock absorber bracket;

[0013] And / or, an avoidance notch is formed at the bottom of each shock tower portion, and the avoidance notch is used for avoiding the transmission structure and the steering structure.

[0014] For the front bulkhead assembly according to some embodiments of the present invention, a first supporting surface is formed at the top of the inner panel, and the first supporting surface is used for mounting and supporting the windshield lower cross member assembly, and the first supporting surface is adapted to be adhesively connected to the windshield lower cross member assembly;

[0015] And / or, a first connecting surface is formed at the transverse end of the outer panel, and the first connecting surface is used for adhesively connecting to the inner side surface of the sill beam assembly;

[0016] And / or, a second supporting surface is formed at the bottom of the inner panel, and the second supporting surface is used for mounting and supporting the edge of the floor assembly, and the second supporting surface is adapted to be adhesively connected to the edge of the floor assembly.

[0017] The present invention also proposes a vehicle.

[0018] The vehicle according to the embodiments of the present invention is provided with the front bulkhead assembly of any one of the above embodiments.

[0019] The vehicle and the above-described front bulkhead assembly have the same advantages as those of the prior art, which will not be elaborated here.

[0020] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the following description of embodiments in conjunction with the accompanying drawings, in which:

[0022] Figure 1 is a schematic structural view of a front bulkhead assembly according to an embodiment of the present invention Figure 1 ;

[0023] Figure 2 is a schematic structural view of a front bulkhead assembly according to an embodiment of the present invention Figure 2 ;

[0024] Figure 3 is a top view of a front bulkhead assembly according to an embodiment of the present invention;

[0025] Figure 4 is Figure 3 a cross-sectional view taken along line A-A in

[0026] Figure 5 is a schematic structural view of an outer panel of a front bulkhead assembly according to an embodiment of the present invention;

[0027] Figure 6 is a schematic structural view of an inner panel of a front bulkhead assembly according to an embodiment of the present invention.

[0028] Reference numerals:

[0029] front bulkhead assembly 100,

[0030] outer panel 1, front bulkhead portion 11, first insert 111, third mounting hole 112, shock tower portion 12, connection port 121, first connection portion 122, second insert 123, fifth mounting hole 124, second connection portion 125, relief notch 126, reservoir bracket mounting hole 127, mounting groove 128, first connection surface 13, air conditioner relief groove 14, brake relief hole 15, steering relief hole 16, mount mounting hole 17,

[0031] inner panel 2, first support surface 21, second support surface 22, shock cavity 3. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] Embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where like or similar reference numerals denote like or similar elements or elements having like or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

[0033] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for facilitating the description of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise stated, the meaning of "a plurality" is two or more.

[0034] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected", and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. 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 circumstances.

[0035] Unless otherwise specified, the front-rear direction in this application is the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction is the transverse direction of the vehicle, i.e., the Y direction; and the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

[0036] The following refers to Figures 1 - 6 Describe the front bulkhead assembly 100 according to an embodiment of the present invention. By integrally forming the outer panel 1 as the shock tower portion 12 and the front bulkhead portion 11, the structure of the front bulkhead assembly 100 is simplified. In this way, the assembly of each part is simpler and faster, saving manpower and material resources, and effectively improving productivity.

[0037] As Figures 1 - 6 shown, the front bulkhead assembly 100 according to an embodiment of the present invention includes: an outer panel 1 and an inner panel 2.

[0038] The outer panel 1 includes a front bulkhead portion 11 and a shock tower portion 12. The shock tower portion 12 is connected to the front side of the front bulkhead portion 11, and the shock tower portion 12 and the front bulkhead portion 11 are integrally formed.

[0039] Specifically, the outer panel 1 includes a front panel portion 11 and a shock tower portion 12. The shock tower portion 12 is located on the front side of the front panel portion 11 and is connected to the front panel portion 11. In actual design, the front panel portion 11 extends horizontally, and the shock tower portion 12 extends longitudinally. Among them, the shock tower portion 12 and the front panel portion 11 are integrally formed, that is, the shock tower portion 12 and the front panel portion 11 are integrated into a structural member, and can be formed by one-time processing with a set of molds to realize the manufacturing of the shock tower portion 12 and the front panel portion 11.

[0040] Among them, it should be noted that in the vertical direction of the vehicle, the outer panel 1 is connected between the lower windshield cross member assembly and the floor assembly. In the longitudinal direction of the vehicle, the outer panel 1 is connected between the longitudinal beam and the sill beam. Through one outer panel 1, the connection between the front body panel assembly and the surrounding structure can be realized, reducing the assembly process between structural members and saving labor costs.

[0041] The inner panel 2 is located at the rear side of the outer panel 1 and is connected to the front panel portion 11. That is to say, the inner panel 2 and the shock tower portion 12 are separated by the front panel portion 11. That is, in the longitudinal direction of the vehicle, the shock tower portion 12, the front panel portion 11, and the inner panel 2 are connected in sequence. Specifically, the inner panel 2 is connected to the rear side of the outer panel 1. For example, the inner panel 2 is adhesively connected to the rear side of the front panel portion 11, and the inner panel 2 is connected to the front panel portion 11, which can increase the force support at the rear side of the front panel portion 11 to enhance the structural strength of the front panel portion 11.

[0042] Thus, by integrally shaping the shock tower portion 12 and the front panel portion 11, the connection form between the shock tower portion 12 and the front panel portion 11 is reduced, and the number of mold developments can be reduced to reduce the development cost. Moreover, the front panel portion 11 is connected to the inner panel 2, so that the front panel assembly 100 is connected to other structural members through two structural members respectively, reducing the number of parts, and having a simple structure and fast assembly.

[0043] The front panel assembly 100 according to the embodiment of the present invention is provided with an outer panel 1 and an inner panel 2, and the outer panel 1 integrates the front panel portion 11 and the shock tower portion 12, which can reduce the structure and quantity of the front panel assembly 100, with simple and convenient assembly, saving manpower and material resources, effectively improving productivity, and at the same time reducing the mold development cost and lowering the cost.

[0044] In some embodiments, a shock-absorbing cavity 3 is formed between the outer panel 1 and the inner panel 2, and a buffer structure is filled in the shock-absorbing cavity 3 to achieve a shock-absorbing effect when the outer panel 1 is stressed.

[0045] Specifically, such as Figure 4As shown in the figure, after the outer panel 1 and the inner panel 2 are connected, a shock-absorbing cavity 3 is formed therebetween. Specifically, the outer panel 1 forms a front bending section in the vertical direction, and correspondingly, the inner panel 2 forms a rear bending section in the vertical direction. After the outer panel 1 and the inner panel 2 are fitted and installed, a shock-absorbing cavity 3 is formed between the front bending section and the rear bending section. The shock-absorbing cavity 3 extends transversely along the outer panel 1, and a buffer structure is filled along the extending direction of the shock-absorbing cavity 3. Among them, the buffer structure can adopt foam. The foam is filled in the shock-absorbing cavity 3. After the vehicle is collided, the impact force is transmitted transversely along the outer panel 1. During the force transmission process, the impact force is absorbed and buffered by the buffer structure to achieve the shock-absorbing effect, and the shock-absorbing effect is good, so as to reduce the damage of the impact force to the outer panel 1 and the inner panel 2, and further improve the structural strength of the front panel assembly 100.

[0046] Among them, the number of the shock-absorbing cavities 3 is associated with the structures of the outer panel 1 and the inner panel 2. That is to say, there can be multiple shock-absorbing cavities 3, and they are spaced apart vertically between the outer panel 1 and the inner panel 2. In this way, multiple shock-absorbing and buffering paths can be formed between the outer panel 1 and the inner panel 2, enhancing the shock-absorbing effect of the front panel assembly 100, and further improving the structural characteristics of the front panel assembly 100. As Figure 4 shown, in this embodiment, there are two shock-absorbing cavities 3. The shapes of the two shock-absorbing cavities 3 are different, and the two shock-absorbing cavities 3 are spaced apart vertically. And the number and shape of the shock-absorbing cavities 3 are not limited to those described in this embodiment and can be set according to actual needs.

[0047] In some embodiments, both the outer panel 1 and the inner panel 2 are made of carbon fiber material. Among them, carbon fiber is a high-strength fiber material with a carbon content of more than 90%. It is a special fiber material composed of carbon elements. Carbon fiber has characteristics such as high temperature resistance, wear resistance, and corrosion resistance, and the density of carbon fiber is less than that of many metals. The carbon fiber material is light in weight. Therefore, by manufacturing both the outer panel 1 and the inner panel 2 with carbon fiber material, the weight of the front panel assembly 100 can be reduced, and the structural characteristics of the front panel assembly 100 are improved.

[0048] Among them, generally, the shock tower part 12 is generally formed by die-casting aluminum. The thickness of the shock tower is generally (3 - 5) mm, and the density of cast aluminum is 2700 kg / m 3 , and the weight is 20.24 kg. The front panel part 11 is made of carbon fiber material with a thickness of 4 mm and a density of 1600 kg / m 3 , and the weight is 9.83 kg. In this embodiment, the shock tower part 12 and the front panel part 11 are integrated with carbon fiber, and its density is 1600 kg / m 3 , and the weight is only 18.739 kg. In this way, the weight of the carbon fiber integrated vehicle model can be reduced by half, making the body lighter and increasing the endurance.

[0049] And / or, both the inner panel 2 and the front bulkhead portion 11 are integrally configured as an arched structure that bulges forward in the middle. Specifically, both the front bulkhead portion 11 and the inner panel 2 are configured as arched structures. As Figure 5 shown, the middle of the front bulkhead portion 11 bulges forward to form an arched structure facing forward, and as Figure 6 shown, the middle of the inner panel 2 bulges forward to form an arched structure facing forward. The forward-bending arcs of the front bulkhead portion 11 and the inner panel 2 can be the same, and the distances by which they bulge forward are set according to the space in the front side area of the vehicle. When the front bulkhead portion 11 and the inner panel 2 are fitted and connected, their fitting degree is higher and the connection is more reliable.

[0050] Thus, by providing an arched structure that bulges forward in the middle of the inner panel 2 and the front bulkhead portion 11, a force transmission path along the arched structure can be formed, increasing the lateral distance of the force transmission path, facilitating better dispersion and absorption of the impact force, and increasing the installation space for other structures behind the inner panel 2, thereby achieving a reasonable layout of each structural member.

[0051] In some embodiments, a connection port 121 is formed at one end of the shock tower portion 12 away from the front bulkhead portion 11. The connection port 121 is provided with a first connection portion 122, and the first connection portion 122 is used for detachably connecting to the longitudinal beam.

[0052] Specifically, a connection port 121 is provided at the front end of the shock tower portion 12, that is, the connection port 121 is provided at one end of the shock tower portion 12 away from the front bulkhead portion 11. As Figure 1 shown, connection ports 121 are formed at the front end portions of both shock tower portions 12. The connection port 121 can be configured as a square. The two connection ports 121 are provided with the same structure, and the shape of the connection port 121 is matched with the shape of the rear end of the longitudinal beam to improve the reliability of their connection. Moreover, both connection ports 121 are provided with a first connection portion 122. The two connection ports 121 are connected to the rear ends of the two longitudinal beams, and the connection port 121 and the longitudinal beam are detachably connected through the first connection portion 122, so that the connection between the shock tower portion 12 and the longitudinal beam can be realized, and the connection method is simple and the assembly is convenient.

[0053] In some embodiments, the first connection portion 122 is configured as a first connection hole. There are multiple first connection holes and the multiple first connection holes are arranged around the connection port 121. The connection port 121 is adapted to be inserted into the rear end of the longitudinal beam and is detachably connected to the longitudinal beam through a first connecting member passing through the first connection hole.

[0054] Specifically, the first connection portion 122 is provided as a first connection hole, and the first connection hole can be configured as a threaded hole. As Figure 1As shown, there are multiple first connection holes, which are spaced apart and distributed around the connection port 121. The connection port 121 is configured as a square and extends forward along the front end of the shock absorber tower portion 12. A connection inner cavity is formed at the rear end of the longitudinal beam. The size of the connection port 121 is smaller than that of the connection inner cavity, and a first mounting hole is provided at the rear end of the longitudinal beam. The first mounting hole can be configured as a through hole. There are multiple first mounting holes, and the multiple first mounting holes are provided in one-to-one correspondence with the multiple first connection holes.

[0055] Among them, the first connecting member can be a connecting bolt. During actual installation, the connection port 121 is inserted into the connection inner cavity at the rear end of the longitudinal beam, and then the connecting member is passed through the first mounting hole and locked into the first connection hole, so that the detachable connection between the connection port 121 and the longitudinal beam can be realized. Thus, the connection port 121 is inserted into the rear end of the longitudinal beam, and the two are locked by threads at the connection position, making the connection between the longitudinal beam and the shock absorber tower portion 12 firm and reliable, and the installation is simple and convenient.

[0056] In some embodiments, the front panel assembly 100 further includes a rear section reinforcement plate of the longitudinal beam. The front end of the rear section reinforcement plate of the longitudinal beam is connected to the longitudinal beam at the connection port 121, and a first insert 111 is embedded in the front bottom of the front panel portion 11. The first insert 111 has a third mounting hole 112 exposed on the surface of the front panel portion 11, and the third mounting hole 112 is used for detachably connecting to the rear end of the rear section reinforcement plate of the longitudinal beam.

[0057] Specifically, the rear section reinforcement plate of the longitudinal beam is located below the shock absorber tower portion 12. The front end of the rear section reinforcement plate of the longitudinal beam is connected to the connection between the longitudinal beam and the connection port 121. Among them, a second mounting hole can be provided on the rear section reinforcement plate of the longitudinal beam, and the second mounting hole is correspondingly arranged with the first mounting hole at the bottom of the longitudinal beam. In this way, the front end of the rear section reinforcement plate of the longitudinal beam is detachably connected to the longitudinal beam and the connection port 121 through the first connecting member, and the rear section of the rear section reinforcement plate of the longitudinal beam is connected to the front panel portion 11. A first insert 111 is provided at the front bottom of the front panel portion 11. Among them, the first insert 111 is made of aluminum alloy, and the first insert 111 is embedded and integrated with the front panel portion 11, and the connection strength is high. As Figure 2 and Figure 5 shown, the first insert 111 is provided with a third mounting hole 112. Among them, most of the first insert 111 is wrapped by the front panel portion 11, and only the part with the third mounting hole 112 is exposed on the surface of the front panel portion 11, and the third mounting hole 112 is welded to a connecting nut for connecting to the rear end of the rear section reinforcement plate of the longitudinal beam. In addition, the front panel portion 11 is provided with multiple first inserts 111, and the multiple first inserts 111 can be spaced apart along the left-right direction on the front panel portion 11, such as two first inserts 111 are provided.

[0058] Among them, a fourth mounting hole is provided at the rear end of the rear section reinforcement plate of the longitudinal beam. The fourth mounting hole is correspondingly arranged with the third mounting hole 112. During actual installation, the rear end of the rear section reinforcement plate of the longitudinal beam is brought close to the first insert 111, and then the first connecting member is passed through the fourth mounting hole and locked to the third mounting hole 112. After that, the detachable connection between the connection port 121 and the longitudinal beam can be realized. Moreover, by arranging the rear section reinforcement plate of the longitudinal beam to be connected to the longitudinal beam and the front apron part 11 respectively, and the rear section reinforcement plate of the longitudinal beam can be two, and the two rear section reinforcement plates of the longitudinal beam correspond to the two shock tower parts 12 respectively, and the two rear section reinforcement plates of the longitudinal beam are correspondingly connected to the two first inserts 111 respectively, so as to enhance the connection strength between the two longitudinal beams and the outer panel 1, and further enhance the structural strength of the overall front apron assembly 100.

[0059] In some embodiments, there are two shock tower parts 12. The two shock tower parts 12 are connected to the front side of the front apron part 11 at intervals, and a second insert 123 is embedded in the side surfaces of the two shock tower parts 12 away from each other. The second insert 123 has a fifth mounting hole 124 exposed on the surface of the shock tower part 12. The fifth mounting hole 124 is used for detachably connecting with the suspension.

[0060] Specifically, there are two shock tower parts 12. The two shock tower parts 12 are distributed at intervals along the transverse direction of the front apron part 11, and the rear ends of the two shock tower parts 12 are connected to the front side of the front apron part 11. Among them, the two shock tower parts 12 are integrally formed with the front apron part 11, that is, the two shock tower parts 12 and the front apron part 11 are integrated into a structural member, realizing the integrated setting of the shock tower part 12 and the front apron part 11.

[0061] Each of the two shock tower parts 12 is provided with a second insert 123. The two second inserts 123 are respectively embedded in the side surfaces of the two shock tower parts 12 away from each other. Among them, the second insert 123 is made of aluminum alloy, such as Figures 1 - 3 As shown, the two shock tower parts 12 are spaced apart in the left - right direction. The second insert 123 is embedded in the left side surface of the shock tower part 12 on the left, and the second insert 123 is embedded in the right side surface of the shock tower part 12 on the right. The connection strength between the second insert 123 and the shock tower part 12 is high. Among them, the second insert 123 is provided with a fifth mounting hole 124. Each shock tower part 12 wraps most of the second insert 123, and only the part with the fifth mounting hole 124 is exposed on the surface of the shock tower part 12. In actual design, such as Figure 5As shown, each shock absorber tower part 12 is provided with an installation groove 128. The shape of the installation groove 128 can be cross-shaped. The cross-shaped installation groove 128 extends in the front-back direction and the up-down direction, and the extension direction of the installation groove 128 is arranged to match the position of the suspension. The second insert 123 can be constructed as square and is arranged to match the size of the installation groove 128. Most of the second insert 123 is embedded in the installation groove 128 with the part provided with the second installation hole 124 facing outward, so as to realize the integrated shape of the second insert 123 and the shock absorber tower part 12, and the fifth installation hole 124 can be constructed as a threaded hole for connecting with the suspension.

[0062] Wherein, a plurality of second inserts 123 can be provided. The plurality of second inserts 123 can be spaced apart and distributed along the front-back direction of the shock absorber tower part 12. For example, four second inserts 123 are provided, as Figure 1 and Figure 2 shown, two second inserts 123 are embedded on one shock absorber tower part 12, and two fifth installation holes 124 are provided on each second insert 123. During actual installation, the left and right ends of the suspension are respectively close to the second insert 123, and then the suspension is connected to the second insert 123 through connecting bolts to realize the connection and fixation between the suspension and the shock absorber tower part 12. By providing the second insert 123, the connection of the suspension can be made firm and reliable.

[0063] In some embodiments, a second connection part 125 is provided at the outer top of each shock absorber tower part 12. The second connection part 125 is used for detachably connecting with the shock absorber bracket. Specifically, the second connection part 125 is provided on both the outer side surface and the top of the shock absorber tower part 12. The second connection part 125 can be constructed as a through hole or a threaded hole. A plurality of second connection parts 125 can be provided. The plurality of second connection parts 125 are spaced apart and distributed. For example, Figure 1 and Figure 2 shown, three second connection parts 125 are provided. Two of the second connection parts 125 are provided on the outer side surface of the shock absorber tower part 12, and the other second connection part 125 is provided on the top of the shock absorber tower part 12. During installation, the shock absorber bracket is attached to the outer side surface and the top of the shock absorber tower part 12 and is connected and fixed through the three second connection parts 125 to ensure the installation strength of the shock absorber bracket.

[0064] And / or, an avoidance notch 126 is formed at the bottom of each shock absorber tower part 12. The avoidance notch 126 is used for avoiding the transmission structure and the steering structure, that is, the avoidance notch 126 is provided at the bottom of the shock absorber tower part 12, which can provide installation space for the transmission structure and the steering structure and can avoid interference with the shock absorber tower part 12.

[0065] Specifically, the transmission structure and the steering structure are distributed transversely between the two shock absorber tower parts 12, and both ends of the transmission structure and the steering structure are located below the shock absorber tower parts 12, such as Figure 1 andFigure 2 As shown, the bottom of the shock-absorbing tower portion 12 is an arc surface, which is concave upward to form an avoidance notch 126. The specific shape of the avoidance notch 126 matches the volume of the transmission structure and the steering structure. Setting the avoidance notch 126 is conducive to the layout and installation of the transmission structure and the steering structure, and saves the volume of the internal structure at the front end of the vehicle body.

[0066] In some embodiments, a first support surface 21 is formed at the top of the inner panel 2. The first support surface 21 is used to mount and support the lower cross member assembly of the windshield, and the first support surface 21 is adapted to be adhesively connected to the lower cross member assembly of the windshield. Specifically, as Figures 1 - 3 shown, a first support surface 21 is formed at the top of the inner panel 2. The first support surface 21 is configured as a flat surface, and the first support surface 21 extends along the transverse direction of the inner panel 2. The first support surface 21 is attached to the lower side of the lower cross member of the windshield, and the two are connected by filling with a colloid, realizing the adhesion between the inner panel 2 and the lower cross member of the windshield. Moreover, the first support surface 21 provides support for the bottom of the lower cross member assembly of the windshield, improving the overall structural strength. Its installation is simple, reliable, and has a lower cost.

[0067] And / or, a first connection surface 13 is formed at the transverse end of the outer panel 1. The first connection surface 13 is used to be adhesively connected to the inner side surface of the sill beam assembly. Specifically, as Figure 1 and Figure 2 shown, a first connection surface 13 is respectively formed on the outer side surfaces at the transverse two ends of the outer panel 1. The first connection surface 13 extends along the vertical direction of the outer panel 1, and the outer side surfaces of the two first connection surfaces 13 are attached to the inner sides at both ends of the sill beam assembly, and the two are connected by filling with a colloid, realizing the adhesion between the outer panel 1 and the sill beam assembly. Moreover, the first connection surface 13 provides support for the bottom of the sill beam assembly, improving the structural strength of the sill beam assembly. Its installation is simple, reliable, and has a lower cost.

[0068] And / or, a second support surface 22 is formed at the bottom of the inner panel 2. The second support surface 22 is used to mount and support the edge of the floor assembly, and the second support surface 22 is adapted to be adhesively connected to the edge of the floor assembly. Specifically, as Figure 4 shown, a second support surface 22 is formed at the bottom of the inner panel 2. The second support surface 22 is configured as a non-flat surface, and the shape of the second support surface 22 is matched with the shape of the floor of the floor assembly. And the first support surface 21 extends along the transverse direction of the inner panel 2. During installation, the second support surface 22 is attached to the floor assembly, and the two are connected by filling with a colloid, realizing the adhesion between the inner panel 2 and the floor assembly. Moreover, the second support surface 22 provides support for the floor assembly, improving the overall structural strength. Its installation is simple, reliable, and has a lower cost.

[0069] Thus, by connecting the top and bottom of the inner panel 2 to the windshield lower crossbeam assembly and the floor assembly respectively, and connecting the lateral two ends of the outer panel 1 to the sill beam assembly, the connection and fixation of the front panel assembly 100 to the body peripheral structure are realized, and the connection is more stable and reliable.

[0070] In addition, it should be noted that, as Figure 1 shown, an air conditioner avoidance groove 14 is further provided on the front panel part 11. The air conditioner avoidance groove 14 is arranged on the front side of the front panel part 11 to avoid interference with the air conditioner. A brake avoidance hole 15 is provided on the left side of the air conditioner avoidance groove 14. A plurality of mounting holes are provided near the brake avoidance hole 15 for mounting a brake structure. A steering avoidance hole 16 is provided on the left side of the brake avoidance hole 15 for avoiding a steering structure. A liquid storage tank support mounting hole 127 is provided at the top of the left shock tower part 12 for connecting a liquid storage tank support to mount a liquid storage tank. Mounting holes 17 are provided on the front side of the front panel part 11 and near the two shock tower parts 12 for connecting a mounting structure.

[0071] The present invention also provides a vehicle.

[0072] The vehicle according to an embodiment of the present invention is provided with the front panel assembly 100 of any one of the above embodiments, and is provided with an outer panel 1 and an inner panel 2. The outer panel 1 integrates the front panel part 11 and the shock tower part 12, which can reduce the structure and quantity of the front panel assembly 100, is simple and convenient to assemble, saves manpower and material resources, effectively improves productivity, and at the same time can reduce the mold development cost and lower the cost.

[0073] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0074] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirits of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A front panel assembly (100), characterized in that, Comprising: An outer panel (1), the outer panel (1) includes a front panel portion (11) and a shock tower portion (12), the shock tower portion (12) is connected to the front side of the front panel portion (11), and the shock tower portion (12) and the front panel portion (11) are integrally formed; An inner panel (2), the inner panel (2) is located at the rear side of the outer panel (1) and is connected to the front panel portion (11).

2. The front bulkhead assembly (100) according to claim 1, characterized in that, A shock-absorbing cavity (3) is formed between the outer panel (1) and the inner panel (2), and a buffer structure is filled in the shock-absorbing cavity (3).

3. The front bulkhead assembly (100) according to claim 1, characterized in that, Both the outer panel (1) and the inner panel (2) are made of carbon fiber material; And / or, both the inner panel (2) and the front panel portion (11) are integrally configured as an arched structure that bulges forward in the middle.

4. The front panel assembly (100) according to claim 1, characterized in that, The shock tower portion (12) forms a connection port (121) at one end away from the front panel portion (11), and the connection port (121) is provided with a first connection portion (122), and the first connection portion (122) is used for detachably connecting to a longitudinal beam.

5. The front panel assembly (100) according to claim 4, characterized in that, The first connection portion (122) is configured as a first connection hole, there are multiple first connection holes and the multiple first connection holes are arranged around the connection port (121), and the connection port (121) is adapted to be inserted into the rear end of the longitudinal beam and is detachably connected to the longitudinal beam through a first connecting member passing through the first connection hole.

6. The front bulkhead assembly (100) according to claim 4, characterized in that, It further includes a rear section reinforcing plate of the longitudinal beam. The front end of the rear section reinforcing plate of the longitudinal beam is connected to the longitudinal beam at the connection port (121), and a first embedded member (111) is embedded in the front side bottom of the front panel portion (11). The first embedded member (111) has a third mounting hole (112) exposed on the surface of the front panel portion (11), and the third mounting hole (112) is used for detachably connecting to the rear end of the rear section reinforcing plate of the longitudinal beam.

7. The front panel assembly (100) according to claim 1, characterized in that, There are two shock tower portions (12), and the two shock tower portions (12) are spaced apart and connected to the front side of the front panel portion (11). And second embedded members (123) are embedded in the sides of the two shock tower portions (12) away from each other. The second embedded members (123) have fifth mounting holes (124) exposed on the surface of the shock tower portions (12), and the fifth mounting holes (124) are used for detachably connecting to a suspension.

8. The front bulkhead assembly (100) according to claim 1, characterized in that, A second connection portion (125) is provided at the outer top of each shock tower portion (12), and the second connection portion (125) is used for detachably connecting to a shock absorber bracket; And / or, an avoidance notch (126) is formed at the bottom of each shock tower portion (12), and the avoidance notch (126) is used for avoiding a transmission structure and a steering structure.

9. The front panel assembly (100) according to claim 1, wherein, A first support surface (21) is formed at the top of the inner panel (2), and the first support surface (21) is used for mounting and supporting a windshield lower crossbeam assembly, and the first support surface (21) is adapted to be adhesively connected to the windshield lower crossbeam assembly; And / or, a first connection surface (13) is formed at the transverse end of the outer panel (1), and the first connection surface (13) is used for adhesively connecting to the inner side surface of a sill beam assembly; And / or, a second support surface (22) is formed at the bottom of the inner panel (2), and the second support surface (22) is used for installing and supporting the edge of the floor assembly, and the second support surface (22) is adapted to be adhesively connected to the edge of the floor assembly.

10. A vehicle, characterized in that, The front panel assembly (100) according to any one of claims 1-9 is provided.

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