Front wall assembly and vehicle

Abstract

The invention discloses a front wall assembly and a vehicle, and the front wall assembly comprises a front end plate which is suitable for being connected to the rear side of an energy absorption box; the front part of the front wall longitudinal beam is connected with the front end plate, and the front wall longitudinal beam extends backwards relative to the front end plate; the front portion of the trunk beam is connected with the front end plate, at least part of the trunk beam is constructed to be upward and outward inclined from front to back, and a car lamp avoiding space is formed on the front side and / or the outer side of at least part of the trunk beam. According to the front wall assembly, the transmission path of collision force can be increased, the reliability of transmission and dissipation of the collision force is improved, multiple areas of vehicle lamp avoiding spaces can be reserved outside at least part of the trunk beam, the front wall assembly is used for installation of different types of vehicle lamps, the reserved space at the trunk beam is sufficient, and the vehicle lamp setting compatibility is high.

Description

Technical Field

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

[0002] With the development of the national economy and the continuous improvement of living standards, vehicles are becoming increasingly important in people's daily lives. Vehicle safety and the user experience are key considerations during vehicle manufacturing. In existing vehicles, the crash boxes in some front dash assemblies occupy a large amount of space, affecting the design and layout of the headlight area. In some other front dash assemblies, the structure encroaches on the front cabin, affecting the overall layout of other structures within the cabin. This leaves room for improvement. Summary of the Invention

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, the present invention proposes a front cowl assembly that increases the transmission path of collision forces, improves the reliability of collision force transmission and dissipation, and reserves multiple areas of headlight clearance beyond at least a portion of the trunk bridge, allowing for the installation of different types of headlights. This provides ample space at the trunk bridge, ensuring high compatibility with headlight configurations.

[0004] According to an embodiment of the present invention, the front panel assembly includes: a front end panel, which is suitable for being connected to the rear side of the energy absorption box; a front panel longitudinal beam, a front portion of which is connected to the front end panel, and the front panel longitudinal beam extends rearward relative to the front end panel; a trunk beam, a front portion of which is connected to the front end panel, and at least a portion of the trunk beam is constructed to be inclined upward and outward from front to back, so that a headlight avoidance space is formed on the front side and / or outer side of at least a portion of the trunk beam.

[0005] According to an embodiment of the present invention, a front panel is provided to connect the energy box to both the front longitudinal beam and the trunk beam. This allows the collision force acting on the anti-collision beam to be transferred through the energy box to the front longitudinal beam and the trunk beam, respectively, during a frontal collision. This increases the transmission path for the collision force and improves the reliability of the collision force transmission and dissipation. Furthermore, at least a portion of the trunk beam is configured to be inclined upward and outward from front to rear, allowing at least a portion of the trunk beam to simultaneously bend upward and rearward to absorb the collision force, further reducing the transmission of the collision force into the passenger compartment. Furthermore, a headlight clearance space is formed on at least a portion of the front and / or outer sides of the trunk beam, allowing multiple headlight clearance areas outside at least a portion of the trunk beam to accommodate different types of headlights. This provides ample space on the trunk beam, ensuring high compatibility with other headlight configurations. Furthermore, the overall structure of the trunk beam occupies minimal space, does not encroach on the interior space of the front engine compartment, and facilitates the structural layout of the front engine compartment.

[0006] According to some embodiments of the present invention, the front panel assembly further includes a headlight structure, at least a portion of which is located in the headlight avoidance space.

[0007] According to some embodiments of the front panel assembly of the present invention, the vehicle lamp structure includes a first lamp body and a second lamp body, at least a portion of the first lamp body is located on the outside of at least a portion of the trunk bridge, at least a portion of the second lamp body is located on the front side of at least a portion of the trunk bridge, and the first lamp body and the second lamp body are respectively connected to the trunk bridge.

[0008] According to some embodiments of the front panel assembly of the present invention, the headlight structure is an integrated headlight, and the front panel assembly further includes a headlight mounting bracket, and the headlight structure is connected to the headlight mounting bracket.

[0009] According to some embodiments of the present invention, the dash assembly further includes a chassis suspension, wherein the chassis suspension is located below the dash longitudinal beam, and a front portion of the chassis suspension is connected to the front end panel.

[0010] According to the front panel assembly of some embodiments of the present invention, in the lateral projection along the vehicle, at least a portion of the projection of the trunk bridge is located above the projection of the front panel longitudinal beam, and at least a portion of the projection of the chassis suspension is located below the projection of the front panel longitudinal beam.

[0011] According to some embodiments of the front panel assembly of the present invention, the trunk bridge includes a first connecting section, a crushing section, and a second connecting section that are sequentially connected in the front-to-back direction, the first connecting section is used to be connected to the front end panel, the second connecting section is used to be connected to the front side of the A-pillar, and the crushing section is constructed to be inclined upward and outward from front to back.

[0012] According to some embodiments of the front cowl assembly of the present invention, in a projection along the vertical direction of the vehicle, the angle between the crush section and the longitudinal direction of the vehicle is α, and satisfies: 30°≤α≤50°;

[0013] And / or, in the projection along the longitudinal direction of the vehicle, the angle β between the crush segment and the vertical direction of the vehicle satisfies: 30°≤β≤40°.

[0014] According to some embodiments of the front dash assembly of the present invention, the trunk beam is constructed as a hydraulic tubular beam formed by a hydraulic process.

[0015] According to some embodiments of the front panel assembly of the present invention, the cross-sections of the first connecting segment and the second connecting segment are configured as quadrilateral cross-sections, and the cross-section of at least part of the crush segment is configured as a circular cross-section.

[0016] According to some embodiments of the front panel assembly of the present invention, the crush section includes a front connecting section and a rear bending section sequentially distributed along the front-to-back direction, and an angle is formed between the extension direction of the rear bending section and the extension direction of the front connecting section.

[0017] According to the front panel assembly of some embodiments of the present invention, the front side of the front end panel is suitable for being connected to the energy absorption box, the front part of the trunk bridge and the front part of the front panel longitudinal beam are both connected to the rear side of the front end panel, and the front part of the trunk bridge and the front part of the front panel longitudinal beam are spaced apart and distributed.

[0018] The present invention also provides a vehicle.

[0019] A vehicle according to an embodiment of the present invention includes the front panel assembly of any one of the above embodiments.

[0020] The advantages of the vehicle and the above-mentioned front panel assembly over the prior art are the same and will not be repeated here.

[0021] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments with reference to the following drawings, in which:

[0023] Figure 1 is a schematic structural diagram of a front panel assembly according to an embodiment of the present invention;

[0024] Figure 2 is a side view of a cowl assembly according to an embodiment of the present invention;

[0025] Figure 3 2. It is a structural schematic diagram of the trunk bridge of the front panel assembly according to an embodiment of the present invention;

[0026] Figure 4 This is a partial schematic diagram of a front panel assembly according to an embodiment of the present invention. Figure 1 ;

[0027] Figure 5 This is a partial schematic diagram of a front panel assembly according to an embodiment of the present invention. Figure 2 ;

[0028] Figure 6 This is a partial schematic diagram of a front panel assembly according to an embodiment of the present invention. Figure 3 .

[0029] Reference numerals:

[0030] Front panel assembly 100,

[0031] Front end panel 1, front wall longitudinal beam 2, trunk beam 3, headlight avoidance space 31, first connecting section 32, crumple section 33, front connecting section 331, rear bending section 332, second connecting section 34, energy absorption box 4, anti-collision beam 5, front wall structure 6, connecting structure 7, chassis suspension 8, wheel house inner panel 9. DETAILED DESCRIPTION

[0032] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0033] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0034] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0035] Unless otherwise specified, the front-to-back direction in this application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0036] Reference below Figures 1-6The front panel assembly 100 according to an embodiment of the present invention can increase the transmission path of the collision force, improve the reliability of transmitting and dissipating the collision force, and reserve multiple areas of headlight avoidance space 31 outside at least a portion of the trunk bridge 3 for installing different types of headlights. That is, the reserved space at the trunk bridge 3 is sufficient, and the headlight settings have strong compatibility.

[0037] like Figures 1-6 As shown, a front panel assembly 100 according to an embodiment of the present invention includes: a front end panel 1, a front panel longitudinal beam 2 and a trunk beam 3.

[0038] The front end panel 1 is suitable for being connected to the rear side of the energy absorption box 4, the front part of the front longitudinal beam 2 is connected to the front end panel 1, and the front longitudinal beam 2 extends rearward relative to the front end panel 1; the front part of the trunk bridge 3 is connected to the front end panel 1, and at least part of the trunk bridge 3 is constructed to be inclined upward and outward from front to back, and a headlight avoidance space 31 is formed on the front side and / or outer side of at least part of the trunk bridge 3.

[0039] Specifically, the energy box 4 is connected to the rear side of the anti-collision beam 5 and is used to absorb the collision force by deforming (such as wrinkling, crushing, etc.) when a front collision occurs. It can also transfer the collision force acting on the anti-collision beam 5 to the rear side of the vehicle for dissipation, thereby reducing the transmission of the collision force into the passenger compartment and improving the vehicle's collision performance and safety. The front end panel 1 is connected to the front of the front longitudinal beam 2. The front end panel 1 is connected to the energy box 4, that is, the front end panel 1 is connected between the energy box 4 and the front longitudinal beam 2, so that the collision force acting on the anti-collision beam 5 can be transferred to the front longitudinal beam 2 through the energy box 4, thereby transmitting and dissipating the collision force.

[0040] Among them, such as Figure 1 and Figure 2 As shown, the front panel longitudinal beam 2 extends in the front-to-back direction and extends rearward from the front end panel 1, and the rear part of the front panel longitudinal beam 2 is connected to the front panel structure 6, so that the front panel longitudinal beam 2 can be connected between the front end panel 1 and the front panel structure 6, so that the collision force acting on the anti-collision beam 5 can be further transmitted to the front panel structure 6 through the front panel longitudinal beam 2, so as to further transmit and dissipate the collision force.

[0041] At the same time, the trunk bridge 3 can also be used to transmit and dissipate the collision force of the vehicle. The front part of the trunk bridge 3 is connected to the front end plate 1, and the front end plate 1 can be connected between the energy absorption box 4 and the trunk bridge 3, so that the collision force acting on the anti-collision beam 5 can be transmitted to the trunk bridge 3 through the energy absorption box 4, so as to transmit and dissipate the collision force, and the rear part of the trunk bridge 3 is connected to the A-pillar, and the trunk bridge 3 can be connected between the front end plate 1 and the A-pillar, so that the collision force acting on the anti-collision beam 5 can be further transmitted to the A-pillar through the trunk bridge 3, so as to further transmit and dissipate the collision force.

[0042] In this way, when a collision occurs at the front of the vehicle, such as a head-on collision or an offset collision, the collision force acting on the anti-collision beam 5 can be transmitted to the front longitudinal beam 2 and the trunk beam 3 respectively through the energy absorption box 4, and then transmitted to the front structure 6 and the A-pillar respectively through the front longitudinal beam 2 and the trunk beam 3. This can increase the transmission path of the collision force, improve the reliability of transmitting and dissipating the collision force, effectively reduce the transmission of the collision force into the passenger compartment, and thus effectively improve the collision performance and safety of the vehicle.

[0043] Among them, the trunk bridge 3 can be constructed to extend in the front-to-back direction so that the front and rear parts of the trunk bridge 3 can approach the front end panel 1 and the A-pillar respectively, so as to facilitate the front and rear parts of the trunk bridge 3 to be connected to the front end panel 1 and the A-pillar respectively, which can improve the working reliability of the trunk bridge 3.

[0044] Furthermore, by configuring at least a portion of the trunk bridge 3 to be inclined upward and outward from front to back, a portion or the entire trunk bridge 3 can be configured to be inclined upward and outward from front to back. In this embodiment, configuring a portion of the trunk bridge 3 to be inclined upward and outward from front to back allows at least a portion of the trunk bridge 3 to simultaneously bend and deform upward and backward to absorb the impact force when subjected to a collision, thereby improving the reliability of the trunk bridge 3 in absorbing the impact force. In this way, by at least a portion of the trunk bridge 3 absorbing a portion of the collision force, the transmission of the collision force into the passenger compartment is further reduced.

[0045] In such Figure 1-Figure 5 In the embodiment shown, part of the trunk bridge 3 is constructed to be inclined upward and outward from front to back, which can help improve the structural strength of the trunk bridge 3 and further improve the reliability of the trunk bridge 3 in transmitting the collision force while absorbing the collision force.

[0046] Among them, such as Figure 1 and Figure 6 As shown, the front end of the front panel longitudinal beam 2 is connected to the energy absorption box 4 through the front end plate 1, and the rear end of the front panel longitudinal beam 2 is connected to the front panel structure 6. In this way, the structural strength of the front and rear ends of the front panel longitudinal beam 2 can be greater than the structural strength of the middle part. Therefore, when the collision force is transmitted to the front panel longitudinal beam 2, the middle part of the front panel longitudinal beam 2 can bend and deform inward to absorb energy. Therefore, when a collision occurs at the front of the vehicle, in the process of transmitting the collision force from front to rear, the front panel longitudinal beam 2 can bend and deform inward, and the trunk beam 3 can bend and deform upward and backward at the same time, which can improve the stability of the overall structure while quickly transmitting the collision force.

[0047] It should be noted that there are two trunk bridges 3 in the present application. The two trunk bridges 3 are spaced apart and distributed along the transverse direction of the vehicle, and are respectively connected to two energy absorption boxes 4. The following description is based on the trunk bridge 3 located on the left side as an example.

[0048] Furthermore, by constructing at least a portion of the trunk bridge 3 to be inclined upward from the front to the rear, a headlight avoidance space 31 can be formed on the front side of at least a portion of the trunk bridge 3, and by constructing at least a portion of the trunk bridge 3 to be inclined upward and outward from the front to the rear, a headlight avoidance space 31 can be formed on the outside of at least a portion of the trunk bridge 3, and a headlight avoidance space 31 can be formed on both the front side and the outside of at least a portion of the trunk bridge 3 at the same time.

[0049] That is to say, along the longitudinal direction of the vehicle, at least part of the trunk bridge 3 is inclined from front to rear and upward, so that at least part of the trunk bridge 3 forms a headlight avoidance space 31 in the area close to the front end panel 1, that is, a headlight avoidance space 31 is formed on the front side and the upper side of at least part of the trunk bridge 3 at the same time, which can be used to avoid the headlights located at the upper front part, and along the lateral direction of the vehicle, at least part of the trunk bridge 3 is retracted inward, so that a headlight avoidance space 31 is formed in the outer area of at least part of the trunk bridge 3, which can be used to avoid the headlights located on the outer side.

[0050] Moreover, at least part of the trunk bridge 3 is constructed to be inclined upward and outward from front to back, so that the trunk bridge 3 does not encroach on the interior space of the front cabin, that is, the Y-direction space of the front cabin can be saved, which is beneficial to the structural layout of the front cabin.

[0051] In this way, by forming multiple areas of headlight avoidance space 31 on at least part of the front upper side and outer side of the trunk bridge 3, the headlights and the trunk bridge 3 can be staggered vertically or horizontally to achieve effective installation of different types and numbers of headlights. By reserving sufficient headlight avoidance space 31, it is helpful to match the setting requirements of headlights of different shapes.

[0052] It should be noted that the inward and outward directions are along the lateral direction of the vehicle, that is, the Y direction, and the inward direction is the direction close to the center line of the vehicle, and the outward direction is the direction away from the center line of the vehicle.

[0053] According to the dash assembly 100 of the embodiment of the present invention, the front end panel 1 is provided to simultaneously connect the energy absorption box 4 to the dash longitudinal beam 2 and the trunk beam 3. In this way, when a front collision occurs, the collision force acting on the anti-collision beam 5 can be transmitted to the dash longitudinal beam 2 and the trunk beam 3 respectively through the energy absorption box 4. This can increase the transmission path of the collision force, improve the reliability of collision force transmission and dissipation, and effectively reduce the transmission of collision force into the passenger compartment, thereby effectively improving the collision performance and safety of the vehicle. At least a portion of the trunk beam 3 is configured to be inclined upward and outward from front to back, so that at least a portion of the trunk beam 3 can be bent and deformed upward and backward to absorb the collision force, further reducing the transmission of collision force into the passenger compartment. In addition, a headlight avoidance space 31 can be formed on at least a portion of the front and / or outer side of the trunk beam 3. Multiple areas of headlight avoidance space 31 can be reserved outside at least a portion of the trunk beam 3 for installing different types of headlights. In other words, the reserved space on the trunk beam 3 is sufficient, and the headlight installation is highly compatible. Moreover, the overall structure of the trunk bridge 3 occupies a small space and does not encroach on the interior space of the front cabin, which is beneficial to the structural layout of the front cabin.

[0054] In some embodiments, the front panel assembly 100 further includes a vehicle lamp structure, at least a portion of which is located in the vehicle lamp avoidance space 31 .

[0055] Specifically, the headlight structure is a core component of the vehicle's lighting and signaling system, serving multiple functions, including safety, communication, functional optimization, and regulatory compliance. The headlight structure is located at the front end of the dash assembly 100. In actual design, at least a portion of the headlight structure is positioned within the headlight avoidance space 31. This means that either a portion of the headlight structure is positioned within the headlight avoidance space 31, or the entire headlight structure is positioned within the headlight avoidance space 31. Both arrangements allow for different types of headlight configurations.

[0056] Among them, it should be noted that part of the headlight structure is located in the headlight avoidance space 31, that is, the structure of the matching headlight structure is larger at this time. By setting part of the structure in the preset headlight avoidance space 31, the large-structure headlight structure and the structures such as the trunk bridge 3 of the front panel assembly 100 will not interfere with each other, and the entire headlight structure is located in the headlight avoidance space 31, that is, the structure of the headlight structure is smaller, and the small-structure headlight structure can be accommodated in the headlight avoidance space 31, and the small-structure headlight structure can be used to install the small-structure headlight structure at a specific position of the front panel assembly 100, thereby improving the compatibility of the headlight structure arrangement.

[0057] In some embodiments, the vehicle lamp structure includes a first lamp body and a second lamp body, at least part of the first lamp body is located on the outside of at least part of the trunk bridge 3, at least part of the second lamp body is located on the front side of at least part of the trunk bridge 3, and the first lamp body and the second lamp body are respectively connected to the trunk bridge 3.

[0058] Specifically, the headlight structure can be constructed as a split headlight, that is, the headlight structure includes at least two lamp body structures. In this embodiment, the headlight structure includes a first lamp body and a second lamp body. At least part of the first lamp body is arranged on the outside of at least part of the trunk bridge 3, so that at least part of the first lamp body and at least part of the trunk bridge 3 can be distributed along the transverse direction of the vehicle. In actual design, part or all of the first lamp body can be arranged on the outside of part or all of the trunk bridge 3, and at least part of the second lamp body is arranged on the front side of at least part of the trunk bridge 3, so that at least part of the second lamp body and at least part of the trunk bridge 3 can be distributed along the longitudinal direction of the vehicle. In actual design, part or all of the second lamp body can be arranged on the front side of part or all of the trunk bridge 3.

[0059] By utilizing at least a portion of the outer area of the trunk bridge 3 for installing the first lamp body, the first lamp body and the trunk bridge 3 can be spaced apart along the Y direction, and by utilizing at least a portion of the front area of the trunk bridge 3 for installing the first lamp body, the second lamp body and the trunk bridge 3 can be spaced apart along the X direction. In this way, the interference among the first lamp body, the second lamp body and the trunk bridge 3 is reduced, and a reasonable arrangement of the split-type vehicle lights can be achieved.

[0060] In addition, the first lamp body and the second lamp body can be detachably connected to the trunk bridge 3 respectively by fasteners such as bolts, so that the first lamp body and the second lamp body can be fixed respectively by the trunk bridge 3. The structural strength of the trunk bridge 3 is high, which can improve the installation strength and stability of the first lamp body and the second lamp body. The connection method of the first lamp body and the second lamp body is simple and easy to assemble and disassemble, which is conducive to the later maintenance of the first lamp body and / or the second lamp body.

[0061] Thus, the first lamp body can be arranged by utilizing at least part of the outer area of the trunk bridge 3, and the second lamp body can be arranged by utilizing at least part of the front area of the trunk bridge 3. The first lamp body and the second lamp body can be set separately to respectively realize the arrangement of lamp bodies with different functions, and the structure is compact and reasonable.

[0062] In addition, the first lamp body and the second lamp body are respectively located on the same side of the front panel assembly 100 , that is, a first lamp body and a second lamp body are respectively provided on both sides of the front panel assembly 100 in the transverse direction of the vehicle.

[0063] In some embodiments, the headlight structure is an integrated headlight, and the front panel assembly 100 further includes a headlight mounting bracket, and the headlight structure is connected to the headlight mounting bracket.

[0064] Specifically, the lamp structure is configured as an integrated lamp, i.e., the lamp structure is provided as a single unit, which can accommodate a variety of different functions and usage scenarios. The dash assembly 100 includes a lamp mounting bracket, which is used to connect the integrated lamp. The lamp structure and the lamp mounting bracket are detachably connected to each other via bolts or other connectors to securely connect the lamp structure to the dash assembly 100, ensuring reliable and stable installation of the integrated lamp.

[0065] The headlight mounting bracket may be fixedly connected to the structure of the front panel assembly 100 by means of bolts or welding, etc., as long as the connection strength of the headlight mounting bracket is ensured.

[0066] In addition, the integrated headlight can extend in the lateral direction of the vehicle, that is, headlight mounting brackets can be respectively provided on both lateral sides of the front panel assembly 100 to achieve the connection and fixation of the integrated headlight at two positions. In the actual design, the lower side of the integrated headlight is connected to the structural parts of the front panel assembly 100 to support and fix the lower side of the integrated headlight, which can effectively improve the installation strength and stability of the headlight structure.

[0067] Among them, the integrated headlights extend along the transverse direction of the vehicle, and at least part of the trunk bridge 3 is configured to be inclined upward from front to rear, so that a headlight avoidance space 31 is formed on the upper front side of at least part of the trunk bridge 3, which facilitates the arrangement of the integrated headlights in the headlight avoidance space 31 on the front side. In this way, the integrated headlights and the trunk bridge 3 can be spaced apart and distributed along the Z direction, avoiding interference between the integrated headlights and the trunk bridge 3 and realizing a reasonable arrangement of the integrated headlights.

[0068] In some embodiments, the dash assembly 100 further includes a chassis suspension 8 , which is located below the dash longitudinal beam 2 , and a front portion of the chassis suspension 8 is connected to the front end panel 1 .

[0069] Specifically, the chassis suspension 8 is a key component of the vehicle chassis system, connecting the vehicle body and the wheels. Its core function is to cushion vibrations, stabilize the vehicle body, and control wheel movement. The chassis suspension 8 is located at the bottom of the vehicle and below the front longitudinal beam 2. That is, the chassis suspension 8 can be arranged to be spaced apart and distributed below the front longitudinal beam 2. At least part of the structure of the chassis suspension 8 is distributed along the longitudinal direction of the vehicle, and the front portion of the chassis suspension 8 is connected to the lower side of the front end panel 1. Specifically, the front assembly 100 is also provided with a secondary anti-collision beam, the rear side of which is connected to the front portion of the chassis suspension 8. When the front of the vehicle is hit, the collision force acting on the secondary anti-collision beam can be transmitted to the chassis suspension 8, thereby achieving the transmission and dissipation of the collision force.

[0070] And as Figure 1As shown, a connecting structure 7 is connected between the trunk bridge 3 and the A-pillar. The connecting structure 7 is used to connect the trunk bridge 3 and the A-pillar to transmit the collision force on the trunk bridge 3 to the A-pillar, thereby improving the reliability of transmitting and dissipating the collision force. The connecting structure 7 is connected to the front longitudinal beam 2 through the wheel house inner panel 9, which can improve the reliability of the connection structure 7. In addition, the chassis suspension 8 is located below the front longitudinal beam 2, so that part of the collision force can be transmitted backward through the chassis suspension 8. In this way, the collision force can be transmitted along the upper, middle and lower paths through the trunk bridge 3, the front longitudinal beam 2 and the chassis suspension 8 respectively, so that the collision force can be effectively transmitted and dissipated, thereby greatly improving the collision performance and safety of the vehicle.

[0071] In some embodiments, in a lateral projection along the vehicle, at least a portion of the trunk 3 is above the projection of the dash rail 2 , and at least a portion of the chassis suspension 8 is below the projection of the dash rail 2 .

[0072] Specifically, along the lateral projection of the vehicle, the vertical distribution of each component of the vehicle can be determined, wherein the partial projection or the entire projection of the trunk bridge 3 is located above the projection of the front longitudinal beam 2, that is, in the vertical direction of the vehicle, at least part of the trunk bridge 3 is located above the front longitudinal beam 2. After the front of the vehicle is hit, part of the collision force acting on the anti-collision beam 5 is transmitted backward and upward along the trunk bridge 3, while part of the collision force is transmitted backward along the front longitudinal beam 2, thereby forming two collision force transmission paths.

[0073] Moreover, a partial projection or the entire projection of the chassis suspension 8 is located below the projection of the front longitudinal beam 2, that is, in the vertical direction of the vehicle, at least a portion of the chassis suspension 8 is located below the front longitudinal beam 2. After the front of the vehicle is hit, part of the collision force acting on the anti-collision beam 5 is transmitted backward along the chassis suspension 8, forming a collision force transmission path.

[0074] As a result, in the vertical direction of the vehicle, three paths, upper, middle and lower, can be formed to transmit the collision force, effectively transmitting and dissipating the collision force, and greatly improving the collision performance and safety of the vehicle.

[0075] In some embodiments, the trunk bridge 3 includes a first connecting section 32, a crushing section 33, and a second connecting section 34 connected in sequence along the front-to-back direction. The first connecting section 32 is used to be connected to the front end panel 1, and the second connecting section 34 is used to be connected to the front side of the A-pillar. The crushing section 33 is constructed to be upward and outward inclined from front to back.

[0076] Specifically, the trunk bridge 3 includes a first connecting section 32, a crush section 33 and a second connecting section 34, and the first connecting section 32, the crush section 33 and the second connecting section 34 are connected in sequence, so that the trunk bridge 3 is a whole, which can improve the overall structural strength and working reliability of the trunk bridge 3, and by connecting the first connecting section 32 to the rear side of the front end panel 1 and connecting the second connecting section 34 to the front area of the A-pillar, the connection between the trunk bridge 3 and the front end panel 1 and the A-pillar can be achieved, so that the force acting on the anti-collision beam 5 can be transmitted to the A-pillar through the trunk bridge 3 to achieve the transmission and dissipation of the collision force. Moreover, by connecting the first connecting section 32, the crush section 33 and the second connecting section 34 in sequence in the front-to-back direction, the trunk bridge 3 can be extended in the front-to-back direction, so that the first connecting section 32 and the second connecting section 34 can be approached to the front end panel 1 and the A-pillar respectively, thereby facilitating the connection of the front and rear parts of the trunk bridge 3 to the front end panel 1 and the A-pillar respectively.

[0077] Specifically, the crumple section 33 is configured to slope upward and outward from bottom to top in the front-to-back direction. This allows the trunk bridge 3 to simultaneously bend and deform upward and backward to absorb the impact force when subjected to a collision, thereby improving the reliability of the trunk bridge 3 in absorbing the impact force. This also prevents the trunk bridge 3 from intruding into the passenger compartment, enhancing safety. Furthermore, a headlight clearance space 31 is formed on at least a portion of the outer side and front side of the crumple section 33 of the trunk bridge 3, enabling the placement and installation of different types of headlight structures.

[0078] When the vehicle is driving, the vibration force generated at the wheels can also be transmitted to the chassis suspension 8, the front longitudinal beam 2, the trunk beam 3 and the front structure 6, so as to increase the transmission path of the vibration force and weaken the effect of the vibration force. It can reduce the vibration force transmitted to the passenger compartment, improve the NVH performance of the vehicle, and reduce the vibration noise in the car to ensure the user experience.

[0079] In some embodiments, in a projection along the vertical direction of the vehicle, the angle between the crush section 33 and the longitudinal direction of the vehicle is α, and satisfies: 30°≤α≤50°.

[0080] Specifically, at least part of the trunk bridge 3 is constructed as a crushing section 33, and the crushing section 33 is constructed to be inclined from bottom to top and outward in the front-to-back direction, so that when the trunk bridge 3 is subjected to a collision force, the crushing section 33 can bend and deform upward and backward at the same time to absorb the collision force. Figure 4As shown, in the projection along the vertical direction of the vehicle, the angle between the crush section 33 and the longitudinal direction of the vehicle is α, that is, the crush section 33 can be constructed to extend obliquely relative to the longitudinal direction of the vehicle, and further the crush section 33 can be constructed to extend obliquely from the inside to the outside along the front-to-back direction, so that the crush section 33 can bend and deform backward to absorb the collision force, and α is between 30° and 50°, that is, α can be 35°, 40° or 45°, etc., to avoid the crush section 33 from being too small or too large inclination angle relative to the longitudinal direction of the vehicle. If it is too small, the extension length of the crush section 33 from the inside to the outside will be too short, which is not conducive to the bending deformation of the crush section 33. If it is too large, the extension length of the crush section 33 from the inside to the outside will be too long, which is not conducive to transmitting the collision force backward.

[0081] In other embodiments, in the projection along the longitudinal direction of the vehicle, the angle between the crush section 33 and the vertical direction of the vehicle is β, and satisfies: 30°≤β≤40°.

[0082] At the same time, if Figure 5 As shown, in the projection along the longitudinal direction of the vehicle, the angle between the crush section 33 and the vertical direction of the vehicle is β, that is, the crush section 33 can be constructed to extend obliquely relative to the vertical direction of the vehicle, and further, the crush section 33 can be constructed to extend obliquely from the inside to the outside along the up-down direction, so that the crush section 33 can bend and deform upward to absorb the collision force, and β is between 30° and 40°, that is, β can be 34°, 36° or 38°, etc., to avoid the crush section 33 from being too small or too large inclination angle relative to the vertical direction of the vehicle. If it is too small, the extension length of the crush section 33 from the inside to the outside will be too short, which is not conducive to the bending deformation of the crush section 33. If it is too large, the extension length of the crush section 33 from the inside to the outside will be too long, which is not conducive to transmitting the collision force backward.

[0083] In some embodiments, the trunk bridge 3 is constructed as a hydraulic tubular beam formed using a hydraulic process. Hydroforming, also known as hydroforming, is a shaping process that uses liquid or a mold to shape a workpiece. Hydroforming can form a variety of complex parts and has advantages such as high surface quality, reduced process steps, simplified molds, and no need for specialized stamping equipment.

[0084] In this embodiment, the tube beam can be used as the raw material. By applying liquid pressure to the tube cavity and applying a load in the axial direction, it is plastically deformed in a given mold cavity, and the tube wall fits with the inner surface of the mold, thereby obtaining a part of the desired shape. It can be integrally formed into a hollow part with a special cross-section whose axis is a two-dimensional or three-dimensional curve.

[0085] In this way, the initial circular cross-section of the tube can be formed into a rectangular, trapezoidal, elliptical or other special-shaped closed cross-section, so that the trunk bridge 3 can be made of a single tube beam, and welding points between the first connecting section 32, the collapsed section 33 and the second connecting section 34 can be avoided, thereby ensuring the structural strength of the trunk bridge 3, reducing the number of manufacturing steps and lowering the manufacturing cost.

[0086] In addition, the trunk bridge 3 is constructed as a hydraulic tube beam, so that the trunk bridge 3 is a hollow columnar structure, which can reduce the manufacturing materials of the trunk bridge 3 to reduce the manufacturing cost, and can increase the lightweight of the entire vehicle to improve the vehicle's endurance performance and enhance the user experience.

[0087] In some embodiments, the cross-sections of the first connecting segment 32 and the second connecting segment 34 are configured as quadrilateral cross-sections, and the cross-section of at least part of the collapse segment 33 is configured as a circular cross-section.

[0088] Specifically, the trunk bridge 3 is a hydraulic tube bridge formed by a hydraulic forming process, so that the cross-sectional shapes of the first connecting section 32, the collapsed section 33 and the second connecting section 34 can be set to different. In this embodiment, Figure 3 As shown, the cross-section of the collapse segment 33 is a circular cross-section, and the cross-sections of the first connecting segment 32 and the second connecting segment 34 can be constructed as a quadrilateral cross-section, that is, the cross-sections of the first connecting segment 32 and the second connecting segment 34 can be constructed as a rectangular cross-section or an irregular quadrilateral cross-section, etc., and in actual settings, the cross-sections of the first connecting segment 32 and the second connecting segment 34 can be set to be the same, or the cross-sections of the first connecting segment 32 and the second connecting segment 34 can be set to be different.

[0089] Furthermore, if Figure 4 As shown, the first connecting section 32 is connected to the front end plate 1, and the second connecting section 34 is connected to the front enclosure structure 6. The cross-sections of the first connecting section 32 and the second connecting section 34 are constructed as quadrilateral cross-sections, which can ensure the structural strength of the first connecting section 32 and the second connecting section 34, and further ensure the connection strength between the trunk bridge 3 and the front end plate 1, as well as the connection strength between the second connecting section 34 and the front enclosure structure 6, thereby ensuring the installation reliability of the trunk bridge 3, so that the trunk bridge 3 can ensure structural strength while ensuring collapse reliability, thereby improving safety in use.

[0090] Among them, the lengths of the two relatively distributed sides in the quadrilateral cross-section of the first connecting segment 32 are the same, and / or the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment 34 are different. That is, only the lengths of the two relatively distributed sides in the quadrilateral cross-section of the first connecting segment 32 are set to be the same, or only the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment 34 are set to be different. It is also possible to set the lengths of the two relatively distributed sides in the quadrilateral cross-section of the first connecting segment 32 to be the same, and at the same time, set the lengths of at least two sides in the quadrilateral cross-section of the second connecting segment 34 to be different.

[0091] At the same time, configuring at least a portion of the crush section 33 as a circular cross-section, either partially or entirely, can improve the efficiency of the trunk bridge 3 in transmitting collision forces, enhancing the efficiency and reliability of transmitting and dissipating collision forces. Furthermore, the crush section 33 can be made hollow, reducing its weight, thereby reducing the weight of the trunk bridge 3. Furthermore, the structure of the trunk bridge 3 is simplified. Configuring at least a portion of the crush section 33 as a circular cross-section can further improve weight reduction, thereby increasing vehicle range. In actual configuration, the circular cross-section can be configured as an ellipse or an irregular circle, for increased flexibility.

[0092] In this way, by constructing at least part of the cross-section of the collapse section 33 as a circular cross-section, and the cross-sections of the first connecting section 32 and the second connecting section 34 as quadrilateral cross-sections, the trunk bridge 3 is formed in different shapes, which is simpler and more convenient to form in one step by hydraulic tube beams.

[0093] In some embodiments, the collapse section 33 includes a front connecting section 331 and a rear bending section 332 sequentially distributed along the front-to-back direction, and an angle is formed between the extension direction of the rear bending section 332 and the extension direction of the front connecting section 331 .

[0094] Specifically, the collapse section 33 is arranged in the middle of the trunk bridge 3, and as shown in FIG. Figure 3 and Figure 4 As shown, the collapse section 33 is provided with a front connecting section 331 and a rear bending section 332. The front connecting section 331 and the rear bending section 332 are connected in sequence along the front-to-back direction. The front end of the front connecting section 331 is connected to the first connecting section 32, and the rear end of the rear bending section 332 is connected to the second connecting section 34. There is an angle between the extension direction of the rear bending section 332 and the extension direction of the front connecting section 331, that is, the front connecting section 331 and the rear bending section 332 are bent and connected.

[0095] In this way, when the vehicle collides, the collision force can be transmitted to the trunk bridge 3 through the front end plate 1, or the collision force can directly act on the trunk bridge 3, and when the collision force acting on the trunk bridge 3 is transmitted along the trunk bridge 3 to the connection between the front connecting section 331 and the rear bending section 332, the crushing section 33 can bend at the connection between the front connecting section 331 and the rear bending section 332, thereby absorbing the collision force to reduce the effect of the collision force, and reduce the collision force transmitted to the passenger compartment, thereby improving the safety of the vehicle.

[0096] In some embodiments, the front side of the front end panel 1 is suitable for being connected to the energy absorption box 4, the front part of the trunk bridge 3 and the front part of the front longitudinal beam 2 are both connected to the rear side of the front end panel 1, and the front part of the trunk bridge 3 and the front part of the front longitudinal beam 2 are spaced apart and distributed.

[0097] Specifically, the front part of the trunk beam 3 and the front part of the front longitudinal beam 2 are connected to the rear side of the front end panel 1 at intervals along the transverse direction of the vehicle, and the front side of the front end panel 1 is connected to the energy absorption box 4, that is, the energy absorption box 4 can be connected to the front longitudinal beam 2 and the trunk beam 3 respectively through the front end panel 1, so that the collision force acting on the anti-collision beam 5 can be transmitted to the front longitudinal beam 2 and the trunk beam 3 respectively through the energy absorption box 4, and the rear end of the front longitudinal beam 2 is connected to the front structure 6, and the rear end of the trunk beam 3 is connected to the A-pillar, so that the collision force transmitted to the front longitudinal beam 2 and the trunk beam 3 can be further transmitted to the front structure 6 and the A-pillar respectively, which can increase the transmission path of the collision force, improve the reliability of transmitting and dissipating the collision force, effectively reduce the transmission of the collision force into the passenger compartment, and thus effectively improve the collision performance and safety of the vehicle.

[0098] Among them, the front and rear ends of the front wall longitudinal beam 2 are connected to the energy absorption box 4 and the front wall structure 6 respectively, so that the structural strength of the front and rear parts of the front wall longitudinal beam 2 can be stronger than that of the middle part, so that when the front wall longitudinal beam 2 is subjected to a collision force, the middle part of the front wall longitudinal beam 2 can absorb part of the collision force by deforming inward. At the same time, at least part of the trunk beam 3 is constructed as a crush section 33, and the crush section 33 is constructed to be inclined from bottom to top and outward in the front-to-back direction, so that when the trunk beam 3 is subjected to a collision force, the crush section 33 can deform upward and backward at the same time to absorb part of the collision force. In this way, when a collision occurs at the front of the vehicle, this part of the structure can deform inward, upward and backward at the same time to absorb the collision force, which can improve the overall stability while efficiently transmitting the collision force.

[0099] The present invention also provides a vehicle.

[0100] According to an embodiment of the present invention, a vehicle includes a front panel assembly 100 according to any of the above embodiments. The front panel assembly 100 is arranged at the front of the vehicle and is used for the arrangement and installation of structures such as the front cabin of the vehicle. The front panel assembly 100 includes: a front end panel 1, a front panel longitudinal beam 2, an elephant trunk beam 3 and a chassis suspension 8. When a collision occurs at the front of the vehicle, the collision force acting on the anti-collision beam 5 can be transmitted to the front panel longitudinal beam 2, the elephant trunk beam 3 and the chassis suspension 8 respectively through the energy absorption box 4, which can increase the transmission path of the collision force and improve the transmission and dissipation of the collision force. Reliability is achieved by tilting at least a portion of the trunk bridge 3 upward and outward from front to back, allowing it to bend and deform both upward and backward to absorb collision forces, further reducing the transmission of collision forces into the passenger compartment. Furthermore, a headlight clearance space 31 is formed on at least a portion of the front and / or outer sides of the trunk bridge 3. Multiple areas of headlight clearance space 31 are reserved outside at least a portion of the trunk bridge 3 for installing different types of headlights. This means that sufficient space is reserved at the trunk bridge 3, ensuring high compatibility with headlight configurations. Furthermore, the overall structure of the trunk bridge 3 occupies little space and does not encroach on the interior space of the front cabin, facilitating the structural layout of the front cabin.

[0101] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0102] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A front panel assembly, characterized in that: include: a front end plate adapted to be connected to the rear side of the energy absorption box; a front wall longitudinal beam, wherein a front portion of the front wall longitudinal beam is connected to the front end panel, and the front wall longitudinal beam extends rearward relative to the front end panel; An elephant trunk bridge, the front portion of which is connected to the front end plate, at least a portion of which is constructed to be inclined upward and outward from front to back, and a headlight avoidance space is formed on at least a portion of the front side and / or the outer side of the trunk bridge.

2. The front panel assembly according to claim 1, characterized in that: It also includes a vehicle lamp structure, at least a portion of which is located in the vehicle lamp avoidance space.

3. The front panel assembly according to claim 2, characterized in that: The vehicle lamp structure includes a first lamp body and a second lamp body, at least a portion of the first lamp body is located on the outside of at least a portion of the trunk bridge, at least a portion of the second lamp body is located in front of at least a portion of the trunk bridge, and the first lamp body and the second lamp body are respectively connected to the trunk bridge.

4. The front cowl assembly according to claim 2, characterized in that: The headlight structure is an integrated headlight, and the front panel assembly further includes a headlight mounting bracket, and the headlight structure is connected to the headlight mounting bracket.

5. The front cowl assembly according to claim 1, characterized in that: The vehicle further comprises a chassis suspension, wherein the chassis suspension is located below the front wall longitudinal beam, and the front portion of the chassis suspension is connected to the front end panel.

6. The front cowl assembly according to claim 5, characterized in that: In a lateral projection along the vehicle, at least a portion of the trunk is projected above a projection of the dash rail, and at least a portion of the chassis suspension is projected below a projection of the dash rail.

7. The front cowl assembly according to any one of claims 1 to 6, characterized in that: The trunk bridge includes a first connecting section, a crushing section, and a second connecting section that are sequentially connected in the front-to-back direction. The first connecting section is used to be connected to the front end plate, and the second connecting section is used to be connected to the front side of the A-pillar. The crushing section is constructed to be inclined upward and outward from front to back.

8. The front cowl assembly according to claim 7, characterized in that: In the projection along the vertical direction of the vehicle, the angle between the crumple section and the longitudinal direction of the vehicle is α, and satisfies: 30°≤α≤50°; And / or, in the projection along the longitudinal direction of the vehicle, the angle β between the crush segment and the vertical direction of the vehicle satisfies: 30°≤β≤40°.

9. The front cowl assembly according to claim 7, characterized in that: The trunk beam structure is a hydraulic tube beam formed by a hydraulic process.

10. The cowl assembly according to claim 7, characterized in that: The cross sections of the first connecting segment and the second connecting segment are configured as quadrilateral cross sections, and the cross section of at least part of the collapse segment is configured as a circular cross section.

11. The cowl assembly according to claim 7, characterized in that: The collapse section includes a front connecting section and a rear bending section sequentially distributed along the front-to-back direction, and an angle is formed between an extension direction of the rear bending section and an extension direction of the front connecting section.

12. The front cowl assembly according to any one of claims 1 to 6, characterized in that: The front side of the front end panel is suitable for being connected to the energy absorption box, the front part of the trunk bridge and the front part of the front longitudinal beam are both connected to the rear side of the front end panel, and the front part of the trunk bridge and the front part of the front longitudinal beam are spaced apart and distributed.

13. A vehicle, characterized in that: The invention comprises the front panel assembly according to any one of claims 1 to 12.

Images