Automobile front end structure and automobile

Abstract

The invention discloses an automobile front end structure and an automobile, and relates to the technical field of automobile body metal plate structures. The automobile front end structure comprises a front bumper assembly, a connecting piece and a limiting piece. The front bumper assembly comprises a front bumper bracket and a supporting bracket, and the supporting bracket is arranged on one side of the front bumper bracket in the horizontal direction; the connecting piece is connected to the supporting bracket and is provided with an extension part positioned on one side, back to the front bumper bracket, of the supporting bracket; the limiting piece is arranged on the extending part. In the process that a vehicle collides with a pedestrian, the front bumper assembly bears collision force from the horizontal direction, the supporting bracket slides in the horizontal direction of the connecting piece, energy in the collision process is absorbed, and therefore the injury degree of the legs of the pedestrian is reduced.

Description

Technical Field

[0001] This application relates to the field of automotive body sheet metal structure technology, and in particular to an automotive front end structure and vehicle. Background Technology

[0002] In recent years, the automotive industry has developed rapidly, the number of cars on the road has increased rapidly, and the number of traffic accidents has also increased year by year. Pedestrians, as vulnerable users in road traffic, are very likely to be seriously injured in accidents. my country's C-NCAP (China-New Car Assessment Program) and C-IASI (China Insurance Automotive Safety Index) regulations have included pedestrians in the evaluation system, providing industry standard requirements for the development of pedestrian protection in my country.

[0003] The pedestrian's leg impact zone is located in the front bumper area of ​​the vehicle. In addition to the lighting structure, this area often has a front bumper assembly bracket structure behind it, used to install and support the front bumper assembly. In order to ensure the modal, stiffness, sag, and strength performance of the front bumper, the bracket structure needs to have strong stiffness. However, considering the needs of pedestrian protection, the front bumper area and the corresponding bracket need to be weakened to reduce the injury to the pedestrian's leg. The performance requirements of pedestrian protection conflict with the performance of the front bumper itself, so it is necessary to design a front bumper mounting bracket structure that can simultaneously meet the front bumper performance and pedestrian protection requirements. Summary of the Invention

[0004] This application provides a front-end structure and vehicle that ensures the performance of the front bumper while reducing injury to pedestrians' legs, thereby achieving a balance between front bumper performance and pedestrian protection needs, and at least partially solving the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a vehicle front-end structure is provided, comprising:

[0006] The front bumper assembly includes a front bumper bracket and a support bracket, with the support bracket located on one side of the front bumper bracket in the horizontal direction.

[0007] A connector, which is connected to a support bracket and has an extension located on the side of the support bracket opposite to the front bumper bracket; and

[0008] A limiting element is provided on the extension.

[0009] Optionally, the support bracket has a top surface and a bottom surface facing away from each other in the vertical direction, the top surface is provided with a first support rib extending in the horizontal direction, and the bottom surface is provided with a second support rib extending in the horizontal direction.

[0010] The support bracket also has a weakened portion protruding away from the top surface. The weakened portion is located between the first support rib and the second support rib, and the extension direction of the weakened portion intersects with the extension direction of the first support rib and the second support rib.

[0011] Optionally, the vertical dimension of the first support rib decreases along the direction closer to the second support rib;

[0012] The second support bar has a first reinforcing section and a second reinforcing section connected together. The first reinforcing section is located on the side close to the first support bar. The vertical dimension of the first reinforcing section is equal to that of the second reinforcing section in the direction close to the second reinforcing section. The vertical dimension of the second reinforcing section increases in the direction close to the first reinforcing section.

[0013] Optionally, the vertical dimension of the support bracket decreases in the direction opposite to the front bumper bracket.

[0014] Optionally, the support bracket has a wedge-shaped portion at one end facing away from the front bumper bracket in the horizontal direction. The wedge-shaped portion protrudes from the raised structure on the bottom surface and has a wedge-shaped groove recessed toward the bottom surface of the support bracket.

[0015] Optionally, the wedge-shaped portion has a first surface and a second surface arranged opposite to each other in the vertical direction, the included angle between the first surface and the second surface is less than 60°, and the distance between the first surface and the second surface in the vertical direction decreases in the direction away from the front bumper bracket.

[0016] Optionally, the connector has a card slot that extends vertically, and a protruding structure passes through the card slot.

[0017] Optionally, the support bracket has a cavity inside, and the bottom surface of the support bracket has an opening that communicates with the cavity.

[0018] Optionally, the end of the support bracket that is away from the front bumper bracket in the horizontal direction has a first orthographic projection area on the second reference plane, and the limiting member has a second orthographic projection area on the second reference plane, with the first projection area located within the second orthographic projection area.

[0019] The ratio of the area of ​​the first orthographic projection region to the area of ​​the second orthographic projection region is less than 0.5.

[0020] According to a second aspect of this application, a vehicle is provided, including the aforementioned automobile front-end structure.

[0021] In the vehicle front-end structure of this application embodiment, the front bumper assembly includes a front bumper bracket and a support bracket. The support bracket is disposed on one side of the front bumper bracket in the horizontal direction. A connector is connected to the end of the support bracket opposite to the front bumper bracket and has an extension located on the side of the support bracket opposite to the front bumper bracket. A limiting member is disposed on the extension. Therefore, during a vehicle collision with a pedestrian, the front bumper assembly bears the impact force in the horizontal direction, and the support bracket slides in the horizontal direction of the connector, absorbing the energy during the impact, thereby reducing the degree of injury to the pedestrian's legs.

[0022] The vehicle in this application embodiment includes the aforementioned automotive front-end structure. This vehicle possesses all the beneficial effects of the aforementioned automotive front-end structure, which will not be elaborated upon further herein.

[0023] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0026] Figure 1 This is a schematic diagram of the automotive front-end structure provided in the embodiments of this application;

[0027] Figure 2 This is a first-view structural diagram of the front bumper assembly provided in the embodiments of this application;

[0028] Figure 3 This is a second-view structural diagram of the front bumper assembly provided in the embodiments of this application;

[0029] Figure 4 yes Figure 3 An enlarged schematic diagram of part A in the middle;

[0030] Figure 5 This is a third-view structural diagram of the front bumper assembly provided in the embodiments of this application;

[0031] Figure 6 yes Figure 5 Enlarged schematic diagram of part B in the middle;

[0032] Figure 7This is a fourth-view structural diagram of the front bumper assembly provided in the embodiments of this application;

[0033] Figure 8 yes Figure 7 An enlarged schematic diagram of section C.

[0034] Explanation of reference numerals in the attached figures:

[0035] 1-Front bumper assembly; 11-Front bumper bracket; 12-Support bracket; 121-First support rib; 122-Second support rib; 1221-First reinforcing section; 1222-Second reinforcing section; 123-Weakening part; 124-Wedge-shaped part; 125-Protruding structure; 126-Third support rib; 127-Wedge groove; 1241-First surface; 1242-Second surface; 1201-Cavity; 1202-Opening 12a-Top surface; 12b-Bottom surface; 1211-Top plate; 1212-Bottom plate; 1213-Side plate; 2131-First side; 2132-Second side; 2133-Chamfered edge; 2-Connector; 21-Connecting part; 211-First connecting section; 212-Second connecting section; 213-Third connecting section; 22-Extension part; 20-Card interface; 3-Limiting component; 4-Anti-collision beam; 5-Front-end frame. Detailed Implementation

[0036] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0037] In related technologies, the front bumper bracket mainly uses a slider structure or a sliding guide structure to weaken the front frame or the front bumper bracket. In addition to the high cost of adding sliders or guide mechanisms, the strength and other performance of the front bumper bracket and the front frame itself need to be considered. When a vehicle hits a pedestrian, it will still cause great injury to the pedestrian's legs.

[0038] In view of this, this application provides a front-end structure for an automobile, including a front bumper assembly, a connector, and a limiting member. The front bumper assembly includes a front bumper bracket and a support bracket, with the support bracket disposed on one side of the front bumper bracket in the horizontal direction; the connector is connected to the end of the support bracket opposite to the front bumper bracket and has an extension located on the side of the support bracket opposite to the front bumper bracket; the limiting member is disposed on the extension. Therefore, during a vehicle collision with a pedestrian, the front bumper assembly absorbs the impact force from the horizontal direction, and the support bracket slides horizontally along the connector, absorbing the energy during the impact, thereby reducing the degree of injury to the pedestrian's legs.

[0039] According to the first aspect of this application, please refer to Figure 1 A front-end structure for automobiles includes a front bumper assembly 1, a connector 2, and a limiting component 3.

[0040] The front bumper assembly 1 includes a front bumper bracket 11 and a support bracket 12. The support bracket 12 is disposed on one side of the front bumper bracket 11 in the horizontal direction. A connector 2 is connected to the end of the support bracket 12 opposite to the front bumper bracket 11 and has an extension 22 located on the side of the support bracket 12 opposite to the front bumper bracket 11. A limiting member 3 is disposed on the extension 22. Therefore, during a vehicle collision with a pedestrian, the front bumper assembly 1 bears the impact force from the horizontal direction, and the support bracket 12 slides in the horizontal direction of the connector 2 to absorb the energy during the impact. Furthermore, the end of the support bracket 12 opposite to the front bumper bracket 11 does not tilt upwards. After the support bracket 12 contacts the limiting member 3, it bends and collapses at the weakened portion 123 to absorb energy through a reverse force, reducing the degree of injury to the pedestrian's leg.

[0041] Please see Figures 3-4 The support bracket 12 has a top surface 12a and a bottom surface 12b that are opposite to each other in the vertical direction. The top surface 12a is provided with a first support rib 121 extending in the horizontal direction, and the bottom surface 12b is provided with a second support rib 122 extending in the horizontal direction.

[0042] Please see Figure 4 The support bracket 12 also has a weakened portion 123 protruding away from the top surface 12a. The weakened portion 123 is located between the first support rib 121 and the second support rib 122, and the extending direction of the weakened portion 123 intersects the extending directions of the first support rib 121 and the second support rib 122. The first reference plane is a plane perpendicular to the vertical direction.

[0043] It is understandable that by providing a first support rib 121 on the top surface 12a and a second support rib 122 on the bottom surface 12b of the support bracket 12, the overall strength and rigidity of the support bracket 12 can be increased. Furthermore, the orthographic projection of the weakened portion 123 on the first reference plane is located at the junction of the orthographic projections of the first support rib 121 and the second support rib 122 on the first reference plane. Thus, the first support rib 121 and the second support rib 122 can resist forces from the horizontal direction and guide these forces to the weakened portion 123. During a vehicle impact with a pedestrian's leg, the support bracket 12 collapses and absorbs energy at the weakened portion 123, thereby preventing significant injury to the pedestrian's leg.

[0044] There can be multiple first support ribs 121, which are spaced apart on the top surface 12a of the support bracket 12. There can also be multiple second support ribs 122, which are spaced apart on the bottom surface 12b of the support bracket 12.

[0045] Please see Figure 4 The first support rib 121 has a vertical dimension that decreases as it approaches the second support rib 122; the second support rib 122 has a connected first reinforcing section 1221 and a second reinforcing section 1222, the first reinforcing section 1221 is located on the side close to the first support rib 121, the vertical dimension of the first reinforcing section 1221 is equal as it approaches the second reinforcing section 1222, and the vertical dimension of the second reinforcing section 1222 increases as it approaches the first reinforcing section 1221.

[0046] Understandably, the vertical dimension of the first support rib 121 decreases towards the direction close to the second support rib 122. This allows the first support rib 121 to improve the structural strength of the support bracket 12 while also guiding the force on the front bumper bracket 11 to the weakened portion 123. The first reinforcing section 1221 of the second support rib 122 can abut against the surface of the connector 2, and the second reinforcing section 1222 can guide the force on the extension 22 of the connector 2 to the weakened portion 123. In other words, during a vehicle impact with a pedestrian's leg, the weakened portion 123 can serve as a predetermined stress concentration area, helping to absorb and disperse the force from the front bumper bracket 11 and the connector 2, preventing stress concentration in unwanted areas. This improves the overall structural durability and also allows the support bracket 12 to collapse and absorb energy at the weakened portion 123 during a vehicle impact with a pedestrian, thus avoiding significant injury to the pedestrian's leg.

[0047] Please see Figure 2 The vertical dimension of the support bracket 12 decreases in the direction opposite to the front bumper bracket 11.

[0048] It is understandable that the support bracket 12 is wider at the root and narrower at the front when it connects to the front bumper bracket 11. That is, the vertical dimension of the end of the support bracket 12 connected to the front bumper bracket 11 is D1, and the vertical dimension of the end of the support bracket 12 facing away from the front bumper bracket 11 is D2, where D2 < D1. In this way, during the process of a vehicle hitting a pedestrian, the support bracket 12 can not only improve its own structural strength, but also guide the energy generated by the collision to the weakening part 123, so that the support bracket 12 can bend and absorb energy in the vertical direction towards the side of the connector 2, reducing the injury to the pedestrian's legs.

[0049] In some examples, D2 / D1 < 2 / 3, which can further improve its own structural strength and guide the energy generated by the collision to the weakened part 123, so that the support bracket 12 can bend in the vertical direction toward the side of the connector 2 to absorb energy and reduce the injury to the pedestrian's legs.

[0050] Please see Figure 2 and Figure 4 The weakening part 123 has a chamfered structure. During the process of a vehicle hitting a pedestrian's leg, the weakening part 123 is subjected to opposing forces from the front bumper bracket 11 and the limiting member 3 in the horizontal direction. That is, the force is concentrated at the weakening part 123, and the chamfered structure of the weakening part 123 protrudes in the direction away from the top surface 12a of the support bracket 12, so that the weakening part 123 bends and collapses downward (in the direction away from the top surface 12a of the support bracket 12), thereby reducing the degree of injury to the pedestrian's leg.

[0051] The chamfer structure can be either a rounded arc structure or a right-angle chamfer structure; no particular limitation is made here.

[0052] Please see Figure 4 The support bracket 12 has a wedge-shaped portion 124 at one end facing away from the front bumper bracket 11 in the horizontal direction. The wedge-shaped portion 124 protrudes from the protrusion structure 125 on the bottom surface 12b and has a wedge-shaped groove 127 recessed toward the bottom surface 12b of the support bracket 12.

[0053] Understandably, the support bracket 12 has a wedge-shaped portion 124 at the end facing away from the front bumper bracket 11 in the horizontal direction. Thus, during the process of a vehicle hitting a pedestrian's leg, the support bracket 12 slides in the horizontal direction and comes into contact with the limiting member 3. Under the reverse force of the limiting member 3, the weakening portion 123 is subjected to the opposing forces of the front bumper bracket 11 and the limiting member 3. At this time, the weakening portion 123 bends and collapses to absorb the energy generated during the collision, reducing the degree of injury to the pedestrian's leg.

[0054] In some examples, the wedge groove 127 is a downwardly inclined U-shaped structure, so that the reaction force can be transmitted to the entire support bracket 12 through the wedge portion 124 of the support bracket 12, absorbing the energy generated during the impact process and reducing the injury to the leg.

[0055] Please see Figures 5-6The wedge-shaped portion 124 has a first surface 1241 and a second surface 1242 arranged opposite each other in the vertical direction. The included angle α between the first surface 1241 and the second surface 1242 is less than 60°, and the vertical distance between the first surface 1241 and the second surface 1242 decreases along the direction away from the front bumper bracket 11. With this configuration, during the process of a vehicle hitting a pedestrian's leg, the wedge-shaped portion 124 of the support bracket 12 decomposes the horizontal impact force into a downward component through the inclined surface (first surface 1241), forcing the end of the support bracket 12 away from the front bumper bracket 11 to actively fold downward.

[0056] In some examples, the included angle α between the first surface 1241 and the second surface 1242 can be any one of 60°, 55°, 45°, 35°, 25° or any two of these values. In this way, during the process of a vehicle hitting a pedestrian's leg, the wedge-shaped portion 124 of the support bracket 12 can further cause the end of the support bracket 12 away from the front bumper bracket 11 to fold downward.

[0057] Please see Figures 7-8 The connector 2 has a vertically extending slot 20, and the protruding structure 125 passes through the slot 20. Thus, during installation, the protruding structure 125 can be directly inserted into the slot 20 vertically, eliminating the need for complex alignment operations and quickly achieving initial alignment, reducing deviations during assembly.

[0058] In other examples, the connection between the support bracket 12 and the connector 2 may also include, but is not limited to, bolt connection.

[0059] The protruding structure 125 has a third support rib 126 on the side of the top surface 12a opposite to the support bracket 12, which can improve the structural strength of the protruding structure 125, thereby further improving the structural stability and durability of the wedge portion 124.

[0060] Please see Figure 6 The support bracket 12 has a cavity 1201 inside, and the bottom surface 12b of the support bracket 12 has an opening 1202 that communicates with the cavity 1201. This can reduce the amount of material used and reduce the weight of the support bracket 12 while ensuring the overall strength of the support bracket 12.

[0061] In some examples, please refer to Figure 6The support bracket 12 includes a top plate 1211, a bottom plate 1212, and two side plates 1213. The top plate 1211 and the bottom plate 1212 are spaced apart in the vertical direction. Each side plate 1213 is connected to the top plate 1211 and the bottom plate 1212 on both sides in the vertical direction, and the four together form a cavity 1201. The bottom plate 1212 has an opening 1202 communicating with the cavity 1201, and the opening 1202 is located on the side closer to the front bumper bracket 11. Each side plate 1213 has a first side 2131, a second side 2132, and a chamfered edge 2133 on the side connected to the bottom plate 1212. The first side 2131 is located on the side closer to the front bumper bracket 11, and the chamfered edge 2133 connects the first side 2131 and the second side 2132, and the first side 2131 and the second side 2132 are spaced apart in the vertical direction. The chamfered edge 2133 is the outer edge of the weakened part 123. When a vehicle hits a pedestrian's leg, the impact reaction force can be concentrated at the weakened part 123, causing the entire support bracket 12 to bend downward and collapse to absorb energy and absorb the impact energy of the leg.

[0062] Please see Figure 8 The support bracket 12, at one end facing away from the front bumper bracket 11 in the horizontal direction, has a first orthographic projection area on the second reference plane. The limiting member 3 has a second orthographic projection area on the second reference plane. The first projection area is located within the second orthographic projection area, and the ratio k of the area of ​​the first orthographic projection area to the area of ​​the second orthographic projection area is less than 0.5. The second reference plane is a plane perpendicular to the horizontal direction.

[0063] Understandably, during normal vehicle operation, there is a certain gap between the support bracket 12 and the limiting member 3 in the horizontal direction. During the collision between the vehicle and the pedestrian's leg, the support bracket 12 slides horizontally and comes into contact with the limiting member 3, and the ratio of the contact area between the support bracket 12 and the limiting member 3 is less than 0.5. At this time, the limiting member 3 generates a reverse force to prevent the end of the support bracket 12 away from the front bumper bracket 11 from tilting upward. At the same time, the structural design of the wedge-shaped part 124 of the support bracket 12 can transfer energy to the entire support bracket 12, so that the support bracket 12 can fully absorb the energy generated by the collision, and the bending and crumpling at the weakening part 123 absorbs the energy generated during the collision, reducing the degree of injury to the pedestrian's leg.

[0064] In some examples, the ratio of the orthographic projection area of ​​one end of the support bracket 12 in the horizontal direction on the second reference plane to the orthographic projection area of ​​the limiting member 3 on the second reference plane can be any one of 0.5, 0.4, 0.3, 0.2, 0.1 or a value between any two of these values.

[0065] The aforementioned support bracket 12 provides sufficient vertical support under normal vehicle driving conditions and leg impact conditions, ensuring the sag and modal performance of the vehicle's front-end structure. Furthermore, during an impact, the support bracket 12 effectively and stably achieves horizontal crumpling, which is beneficial for leg protection. The support bracket 12 can also adjust its height and matching relationship with the vehicle based on the vehicle's height and the different impact energies of the leg, maximizing the simultaneous consideration of pedestrian protection and the performance requirements of the front bumper structure itself.

[0066] Please see Figure 1 The connector 2 includes a connecting portion 21 and an extension portion 22 connected together. The connecting portion 21 is generally U-shaped and includes a first connecting segment 211, a second connecting segment 212, and a third connecting segment 213. The first connecting segment 211 and the second connecting segment 212 both extend horizontally and are spaced apart vertically. The third connecting segment 213 is connected to the first connecting segment 211 and the second connecting segment 212 at its two ends in the vertical direction, respectively. The end of the first connecting segment 211 facing away from the front bumper bracket 11 is connected to the extension portion 22, and the end of the support bracket 12 facing away from the front bumper bracket 11 is connected to the first connecting segment 211 to fix the support bracket 12 and the connector 2. The extension portion 22 is generally arc-shaped, and the limiting member 3 is generally L-shaped. One end of the limiting member 3 is disposed on the first connecting segment 211, and the other end is disposed on the extension portion 22.

[0067] Please see Figure 1 The vehicle front-end structure provided in this application embodiment also includes a crash beam 4 and a front-end frame 5. The second connecting section 212 of the connector 2 is connected to the top of the crash beam 4, and the extension 22 of the connector 2 is connected to one side of the front-end frame 5 in the vertical direction. The connector 2 can be bolted to the crash beam 4 and the front-end frame 5, but is not limited thereto.

[0068] Please refer to the following: Figures 1-8 In practical applications, the support bracket 12 is snapped into the mounting slot in the vehicle body. Based on the legroom requirements during a collision, the stress deformation and crumple process of the front structure of the car is decomposed into three stages:

[0069] Phase 1: During the impact of the pedestrian's leg, the support bracket 12 bears the impact force in the horizontal direction. The support bracket 12 first slides on the upper surface of the connector 2 and absorbs the energy generated during the impact.

[0070] Second stage: After the end of the support bracket 12 away from the front bumper bracket 11 (that is, the front end of the support bracket 12) contacts the horizontal limiting member 3, the ratio of the orthogonal projection area of ​​the horizontal end of the support bracket 12 on the second reference plane to the orthogonal projection area of ​​the limiting member 3 on the second reference plane is less than 0.5. At this time, the limiting member 3 generates a reverse force to prevent the end of the support bracket 12 away from the front bumper bracket 11 from tilting upward. At the same time, the structural design of the wedge-shaped part 124 of the support bracket 12 can transmit energy to the entire support bracket 12, so that the support bracket 12 can fully absorb the energy generated by the collision, and the bending and collapsing at the weakening part 123 absorbs the energy generated during the collision, reducing the degree of injury to the pedestrian's leg.

[0071] The third stage: Because the wedge-shaped portion 124 of the support bracket 12 has a downward 60° wedge-shaped groove 127, it can cause the wedge-shaped portion 124 of the support bracket 12 to decompose the horizontal impact force into a downward component through the inclined surface (first surface 1241), forcing the end of the support bracket 12 away from the front bumper bracket 11 to actively fold downward. At the same time, because the bottom surface 12b of the support bracket 12 has an opening 1202 communicating with the cavity 1201 and the weakening portion 123 is located between the first support rib 121 and the second support rib 122, it can cause the reaction force during the impact to be concentrated at the weakening portion 123. So that during the process of the vehicle hitting the pedestrian's leg, the support bracket 12 collapses and absorbs energy at the weakening portion 123, thereby avoiding greater damage to the pedestrian's leg.

[0072] The automotive front-end structure provided in this application embodiment, through the above three processes of crumple energy absorption, can provide sufficient vertical support force to the front bumper assembly 1 according to the structural stiffness, strength, and sag performance requirements of the support bracket 12, and at the same time, can provide sufficient horizontal crumple energy absorption along the impact direction of the leg, thereby absorbing the impact energy of the leg.

[0073] According to a second aspect of this disclosure, a vehicle is provided that includes the aforementioned front-end structure. This vehicle possesses all the beneficial effects of the aforementioned front-end structure, which will not be elaborated further herein.

[0074] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0075] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0076] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0077] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0078] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A front-end structure for automobiles, characterized in that, include: A front bumper assembly, the front bumper assembly including a front bumper bracket and a support bracket, the support bracket being disposed on one side of the front bumper bracket in the horizontal direction; A connector, which is connected to the support bracket and has an extension located on the side of the support bracket opposite to the front bumper bracket; as well as A limiting member is disposed on the extension portion.

2. The automotive front-end structure according to claim 1, characterized in that, The support bracket has a top surface and a bottom surface facing away from each other in the vertical direction. The top surface is provided with a first support rib extending in the horizontal direction, and the bottom surface is provided with a second support rib extending in the horizontal direction. The support bracket also has a weakened portion protruding away from the top surface. The weakened portion is located between the first support rib and the second support rib, and the extension direction of the weakened portion intersects with the extension directions of the first support rib and the second support rib.

3. The automotive front-end structure according to claim 2, characterized in that, The vertical dimension of the first support rib decreases along the direction closer to the second support rib; The second support rib has a first reinforcing section and a second reinforcing section connected together. The first reinforcing section is located on the side close to the first support rib. The vertical dimension of the first reinforcing section is equal to that of the second reinforcing section in the direction close to the second reinforcing section. The vertical dimension of the second reinforcing section increases in the direction close to the first reinforcing section.

4. The automotive front-end structure according to claim 2, characterized in that, The vertical dimension of the support bracket decreases in the direction opposite to the front bumper bracket.

5. The automotive front-end structure according to claim 2, characterized in that, The support bracket has a wedge-shaped portion at one end facing away from the front bumper bracket in the horizontal direction. The wedge-shaped portion protrudes from the raised structure on the bottom surface and has a wedge-shaped groove recessed toward the bottom surface of the support bracket.

6. The automotive front-end structure according to claim 5, characterized in that, The wedge-shaped portion has a first surface and a second surface arranged opposite to each other in the vertical direction, the included angle between the first surface and the second surface is less than 60°, and the distance between the first surface and the second surface in the vertical direction decreases in the direction away from the front bumper bracket.

7. The automotive front-end structure according to claim 6, characterized in that, The connector has a card interface that extends vertically, and the protruding structure passes through the card interface.

8. The automotive front-end structure according to claim 2, characterized in that, The support bracket has a cavity inside, and the bottom surface of the support bracket has an opening that communicates with the cavity.

9. The automotive front-end structure according to claim 1, characterized in that, The support bracket has a first orthographic projection area on a second reference plane at one end of the horizontal direction away from the front bumper bracket, and the limiting member has a second orthographic projection area within the orthographic projection on the second reference plane, with the first projection area located within the second orthographic projection area. The ratio of the area of ​​the first orthographic projection region to the area of ​​the second orthographic projection region is less than 0.

5.

10. A vehicle, characterized in that, Including the automotive front-end structure as described in any one of claims 1 to 9.

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