Automobile front wall assembly and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses an automobile front wall assembly and a vehicle, and the automobile front wall assembly comprises a cabin framework provided with a mounting interface, and the inner peripheral side of the mounting interface is a standard boundary; the dash panel comprises a protruding part, the section shape of the protruding part is matched with the section shape of the installation connector, and the peripheral sides of the protruding part and the installation connector are standard boundaries, so that the dash panel can be embedded into the installation connector with the standard boundary through the protruding part with the standard boundary, and connection between the dash panel and the cabin framework is achieved. Through the design of the standard interface of the cabin framework and the standard protruding part of the dash panel, a standardized modular interface is constructed in the automobile front wall assembly, and universal and platform connection between the dash panel and the cabin framework is achieved, so that the die and tool cost in multi-vehicle-type development is remarkably reduced, and the design efficiency is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to an automobile front wall assembly and a vehicle. BACKGROUND

[0002] As an important means of transportation, the body structure design of an automobile directly affects the safety, lightweight level and manufacturing cost of the automobile. Among them, the front wall, as a firewall structure separating the inside and outside of the vehicle in the engine compartment assembly, needs to meet multiple requirements such as structural strength, layout space and assembly process.

[0003] However, in the development process of multiple vehicle platforms, due to the differences in the boundary structures of each vehicle model, the lap joint relationship of the front wall and the surrounding components is difficult to unify, which leads to the non-universality of the part structure, increases the mold development and tooling investment cost, and reduces the design efficiency and the flexibility of platform expansion. SUMMARY

[0004] In order to achieve the above purpose, the main technical scheme adopted by the present application includes: In a first aspect, the present application provides an automobile front wall assembly, which comprises: An engine compartment framework is provided with a mounting interface, and the inner peripheral side of the mounting interface is a standard boundary; A front wall panel comprises a protruding portion, the cross-sectional shape of the protruding portion is adapted to the cross-sectional shape of the mounting interface, and the outer peripheral side of the protruding portion and the mounting interface is also a standard boundary, so that the front wall panel can be embedded into the mounting interface with a standard boundary through the protruding portion with a standard boundary, to realize the connection of the front wall panel and the engine compartment framework.

[0005] Preferably, the mounting interface is a multi-dimensional rectangular structure.

[0006] Preferably, the engine compartment framework comprises a windshield lower cross beam, a front wall mounting plate and a front wall panel lower section connected in sequence, the front wall mounting plate is used for mounting the front wall panel, and the windshield lower cross beam is arranged above the front wall panel.

[0007] Preferably, the front wall panel further comprises a fitting portion, and the fitting portion is arranged on the peripheral side of the protruding portion, so as to be connected with the front wall mounting plate in a fitting manner.

[0008] Preferably, the protruding portion is arranged protruding relative to the fitting portion, so that the front wall panel forms a ring-shaped frame structure.

[0009] Preferably, the front wall panel is provided with an integral reinforcing rib, a part of the reinforcing rib is arranged between the protruding portion and the fitting portion, and another part of the reinforcing rib is arranged vertically on the protruding portion.

[0010] Preferably, the reinforcing rib and the front wall panel are integrally formed.

[0011] Preferably, the cabin framework further comprises a support structure, which is arranged on both sides of the front wall mounting plate and has a non-zero included angle relative to the front wall mounting plate. The peripheral side of the front wall panel abuts against the support structure.

[0012] Preferably, the area ratio of the protruding part relative to the front wall panel is in the range of 60%-90%.

[0013] In a second aspect, the embodiments of the present application provide a vehicle comprising the automobile front wall assembly of any one of the embodiments.

[0014] Based on the above technical solutions, the automobile front wall assembly and the vehicle provided by the present application have the following beneficial effects: Through the design of the "standard interface of the cabin framework" and the "standard protruding part of the front wall panel", a standardized modular interface is constructed in the automobile front wall assembly, and universal and platformized connection between the front wall panel and the cabin framework is realized, thereby significantly reducing the mold and tooling cost in the development of multiple vehicle models and improving the design efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the specific embodiments or prior art of the present application, the drawings needed in the specific embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0016] Figure 1 A perspective view of the automobile front wall assembly provided by the embodiments of the present application.

[0017] Figure 2 A structure schematic diagram of the cabin framework to be integrated provided by the embodiments of the present application.

[0018] Figure 3 A structure schematic diagram of the front wall panel provided by the embodiments of the present application.

[0019] Figure 4 A top view of the front wall panel provided by the embodiments of the present application.

[0020] Figure 5 A structure schematic diagram in the integration of the cabin framework provided by the embodiments of the present application.

[0021] Figure 6 A structure schematic diagram after the integration of the cabin framework provided by the embodiments of the present application.

[0022] Figure 7 For Figure 6 A cross-sectional view at A-A.

[0023] [BRIEF DESCRIPTION OF DRAWINGS] 100, automobile front wall assembly; 200, cabin skeleton; 21, mounting interface; 22, windshield lower cross beam; 23, front wall mounting plate; 24, front wall lower section; 25, support structure; 300, front wall; 31, protruding part; 32, fitting part; 33, reinforcing rib. DETAILED DESCRIPTION

[0024] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0025] In traditional automobile platform development, the front wall body structures of different vehicle models such as SUVs and cars are usually designed and optimized separately for specific vehicle models, so that the lap joint boundaries of the front wall structures of different vehicle models and the surrounding parts such as the cabin skeleton 200 differ in features such as profile, fillet, mounting hole position, etc., which makes it necessary to develop exclusive front wall structure parts for each vehicle model, and it is impossible to realize cross-model generalization. Moreover, for each new vehicle model, it is necessary to re-invest in mold cost, tooling cost and corresponding design and verification cost, which results in that the advantages of platform development cannot be fully brought into play, and the cost is high and the development cycle is long.

[0026] Therefore, as Figures 1-7 shown, the present application discloses a modular and standardized design scheme, namely the automobile front wall assembly 100 as described below, which comprises: The cabin skeleton 200 is provided with a mounting interface 21, and the inner peripheral side of the mounting interface 21 is a standard boundary. The front wall 300 comprises a protruding part 31, the cross-sectional shape of the protruding part 31 is matched with the cross-sectional shape of the mounting interface 21, and the outer peripheral side of the protruding part 31 and the mounting interface 21 is also a standard boundary, so that the front wall 300 can be embedded into the mounting interface 21 with a standard boundary through the protruding part 31 with a standard boundary, to realize the connection of the front wall 300 and the cabin skeleton 200.

[0027] In the embodiment of the present application, a "window" for mounting the front wall 300, i.e., the mounting interface 21, is pre-formed on the cabin framework 200. The inner profile of the window, i.e., the surface that cooperates with the protrusion 31, is standardized in shape and size, forming a standard boundary.

[0028] It can be understood that the core purpose of the automobile front wall is to design the front wall 300 as a universal module by defining a standardized lapping boundary, i.e., the standard boundary, which acts as a "universal interface" to ensure that the front wall 300 can be lapped consistently and reliably with cabin frameworks 200 of different vehicle models.

[0029] Specifically, the cabin framework 200 is a load-bearing main body, and its structure is relatively stable. By predefining a "mounting interface 21" thereon and forcibly defining the "inner circumferential side" as a "standard boundary", a uniform and unchanging connection reference is established in the entire platform architecture. The standard boundary can be a specific cross-sectional shape such as a rectangle or a trapezoid, a size, a positioning hole, etc. Regardless of how the specific vehicle model changes, as long as it is a cabin framework 200 under the platform, the mounting interface 21 is consistent.

[0030] In addition, the front wall 300 is a component that needs to adapt to different vehicle models, and its main shape can be adjusted according to the cabin layout, modeling requirements, etc. However, the present application designs a "protrusion 31" thereon, and requires that the cross-sectional shape of the protrusion 31 must be "adapted" to the cross-sectional shape of the mounting interface 21 on the cabin framework 200, which makes the "protrusion 31" for connection must follow the uniform specifications regardless of how the other parts of the front wall 300 change.

[0031] Furthermore, the protrusion 31 is embedded in the mounting interface 21, achieving precise positioning and firm connection of the front wall 300 and the cabin framework 200. Moreover, when the protrusion 31 and the mounting interface 21 are connected, the "outer circumferential side" formed by them together also constitutes a new "standard boundary", which can be used for lapping with other peripheral components. In this way, not only the front wall 300 itself can be universal, but also the lapping relationship of the peripheral components related to it is unified, greatly amplifying the benefits of platformization.

[0032] In the embodiment of the present application, the standard boundary representation surface, fillet, and features are standardized designed, i.e., the standardization specification of the standard boundary includes the unification of the surface, the fillet, and the connection features, to maintain the consistency of the lapping relationship in multi-vehicle applications, and to realize the universality of the structure, the universality of the boundary, and the universality of the integrated parts.

[0033] It can be understood that the front panel 300 is a firewall structure arranged in the cabin framework 200 as an internal and external boundary.

[0034] In the embodiment of the application, the front panel 300 and the cabin framework 200 are detachably connected, preferably by screws.

[0035] In the embodiment of the application, the cabin framework 200 and the front panel 300 are both provided with connecting holes for fixed connection with other components.

[0036] It can be understood that, since the front panel 300 is universal, when a new vehicle model is developed, it is not necessary to develop a new set of front panel 300 molds and corresponding tooling fixtures for each vehicle, but can be directly reused, thereby directly reducing the mold development and tooling investment costs; and, when a designer designs a new vehicle, it is not necessary to start from scratch to consider the complex lap joint relationship of the front wall and the cabin, but only needs to adaptively design on the basis of the standard interface, thereby greatly simplifying the design process and improving the design efficiency; and, the entire platform architecture can quickly derive different levels and different forms of new vehicle models like building blocks because of the standardized "interface module", thereby enhancing the flexibility of platform expansion.

[0037] Therefore, by designing the "standard interface of the cabin framework 200" and the "standard protruding part 31 of the front panel 300", a standardized modular interface is constructed in the automobile front wall assembly 100, universal and platform connection between the front panel 300 and the cabin framework 200 is achieved, thereby significantly reducing the mold and tooling costs in multi-vehicle development and improving the design efficiency.

[0038] As shown in Figure 2 The mounting interface 21 is a multi-dimensional rectangular structure, that is, the standard boundary is a multi-dimensional rectangular structure standardized according to a specification, and the multi-dimensional rectangular structure is configured to realize a maximum opening to accommodate the front panel 300.

[0039] In the embodiment of the application, the multi-dimensional rectangular structure has clear geometric constraints in multiple dimensions, such as X, Y and Z axes.

[0040] It can be understood that the multi-dimensional rectangular structure has clear length and width, and the four corners are right angles, which is essentially different from a circular shape or other irregular shapes, thereby realizing high-precision positioning and error-proofing effects.

[0041] Specifically, when the "protruding part 31" of the current front wall 300 is designed as a matching rectangle, a "zero degree of freedom" fit can be achieved between the two, and in the plane formed by the X and Y axes, the four edges or four corners of the rectangle provide extremely precise limiting. Once embedded, the front wall 300 is completely fixed in the front-back and left-right directions and cannot shift or displace. This surface-to-surface and line-to-line contact is much more accurate than point contact or line contact, providing a perfect reference for subsequent welding, bolt fastening and other processes.

[0042] In addition, the rectangle has directionality, with a long side and a short side, or even if it is a square, the installation posture is unique. In contrast, the circular interface can be installed regardless of rotation, which easily leads to the installation of parts at the wrong angle. Therefore, the design of the rectangular structure can fundamentally eliminate the possibility of rotation error and ensure the uniqueness and correctness of assembly.

[0043] It can be understood that the multi-dimensional rectangular structure is not only a planar profile in three-dimensional space, but also a three-dimensional structure with depth, hierarchy or complex features, thereby achieving excellent structural performance and process convenience.

[0044] Specifically, the four corners of the rectangle are the best positions to resist the torsional moment. When the vehicle is twisted or the front wall 300 is subjected to uneven force during driving, the four corners of the rectangle can effectively transmit the force to the engine bay frame 200, and the structural stability is much higher than that of a circular structure or a structure with only two positioning points. In addition, the large rectangular contact surface (the side wall of the protruding part 31 and the mounting interface 21) can efficiently bear and disperse the shear force from the front-to-back direction of the vehicle, and thus the large-area overlap can ensure that the front wall 300 will not be easily sheared off from the engine bay frame 200 when a collision occurs, thereby ensuring the integrity of the vehicle body structure.

[0045] In addition, the multi-dimensional design allows more functions to be integrated on the plane of the rectangular interface, for example, a sealing groove can be designed on the plane of the rectangular frame for installing a sealing strip to ensure the air tightness and sound insulation between the engine compartment and the passenger compartment. At the same time, standard bolt holes, positioning pins or welding points can be reserved on the edges or plane of the rectangle, so that the positions of the fastening and connection operations are standardized and unified, simplifying the assembly process.

[0046] In possible embodiments, the multi-dimensional rectangular structure can be a rectangular through hole, a rectangular counterbore with steps, or a frame structure composed of multiple rectangular surfaces.

[0047] Therefore, the multi-dimensional rectangular structure design provides high-precision positioning, excellent mistake-proofing capability, reliable torsion and shear resistance performance, and convenient assembly process for the connection between the front wall 300 and the cabin framework 200 on the basis of standardization, thereby ensuring the accuracy, stability, and efficiency of the connection.

[0048] As shown in Figure 5 The cabin framework 200 includes a windshield lower cross beam 22, a front wall mounting plate 23, and a front wall lower section 24 connected in sequence, the front wall mounting plate 23 is used to mount the front wall 300, and the windshield lower cross beam 22 is arranged above the front wall 300.

[0049] It can be understood that the windshield lower cross beam 22 is a key transverse force-bearing member of the roof frame of the vehicle body, which bears a huge impact force in the frontal collision. By being “arranged” above the front wall 300, the impact load can be efficiently and directly transmitted to the front wall 300, and then transmitted to the entire cabin framework 200 and the floor through the front wall 300, forming a continuous and powerful force flow transmission path from the roof to the bottom, greatly improving the energy absorption and dispersion capability of the entire vehicle in the collision.

[0050] Therefore, the core function of standardization is realized through the “front wall mounting plate 23”, a stable bottom foundation is provided through the “front wall lower section 24”, and the key top arrangement constraint is realized through the “windshield lower cross beam 22”. The “sequential connection” and “arrangement” relationship of the three components is not a simple stacking of parts, but an organic whole with clear functions and cooperative work, so as to improve the automobile front wall assembly 100 from a isolated “firewall” component to a provider of the entire vehicle front structure stiffness.

[0051] In the embodiment of the present application, the front wall lower section 24 is detachably connected to the cabin framework 200. It can be understood that the front wall 300 and the front wall lower section 24 need to be integrated on the cabin framework 200.

[0052] Therefore, by designing the cabin framework 200 as an integrated and hierarchical load-bearing framework composed of the windshield lower cross beam 22, the front wall mounting plate 23, and the front wall lower section 24, three-dimensional wrapping and support of the front wall assembly are realized, thereby greatly improving the overall structural stiffness and collision safety of the front part of the vehicle body and optimizing the load transmission path.

[0053] As shown in Figure 3 The front wall 300 further includes a fitting part 32 arranged on the circumferential side of the protruding part 31 for fitting connection with the front wall mounting plate 23.

[0054] Understandably, the main function of the protrusion 31 is to achieve precise fit and positioning with the mounting interface 21, and its contact form focuses more on edge-to-edge fit, while the fitting part 32 is a "surface" and is set on the periphery of the protrusion 31, forming a ring-shaped or frame-like plane surrounding the positioning core.

[0055] When the fitting part 32 is extensively fitted and connected to the corresponding plane of the front bulkhead mounting plate 23, for example by welding or bolting, the front bulkhead plate 300 and the front bulkhead mounting plate 23 are no longer simply "embedded" together, but are firmly "fused" together through a continuous annular flange surface. This extensive connection greatly enhances the bending and torsional resistance of the mating surface, making the front bulkhead assembly 100 behave as a whole when under stress, effectively avoiding interface deformation or separation caused by excessive local stress, and significantly improving the overall rigidity of the front of the vehicle body.

[0056] Furthermore, in the event of a collision or severe vehicle jolting, the enormous load acting on the front bulkhead 300 is no longer borne solely by the small area of ​​the protrusion 31. Instead, it can be evenly and dispersedly transferred to the front bulkhead mounting plate 23 through the large interface of the fitting part 32, and then to the entire engine compartment frame 200. This avoids stress concentration at the corners of the protrusion 31, prevents localized tearing or failure, and makes the vehicle body structure more durable and safer.

[0057] like Figure 4 As shown, the protrusion 31 protrudes relative to the fitting portion 32, so that the front panel 300 forms a wraparound frame structure.

[0058] It is understandable that the protrusion 31 protruding relative to the fitting part 32 indicates that the front bulkhead 300 has a stepped or Z-shaped cross section.

[0059] When the encircling frame is embedded in the mounting interface 21 of the cabin frame 200, a three-dimensional mechanical interlocking relationship is formed. Specifically, the end face of the protrusion 31 rests against the depth of the mounting interface 21, restricting the rearward movement of the front bulkhead 300, thereby achieving axial (front-rear direction) locking; the side of the protrusion 31 cooperates with the inner wall of the mounting interface 21, restricting the movement of the front bulkhead 300 in the plane, thereby achieving radial (up, down, left, and right direction) locking; the fitting part 32 will eventually fit with the outer edge plane of the mounting interface 21 (or the surface of the front bulkhead mounting plate 23), so that the front bulkhead 300 is rigidly constrained in the front-rear, up, down, and left-right dimensions, forming a nested connection, whose structural stability is far greater than that of simple planar fitting.

[0060] It is understandable that the described wraparound frame structure not only implies nesting but also describes its enveloping and covering posture. In a frontal collision, the enormous impact force attempts to push the front bulkhead 300 backward. At this time, the end face and side face of the protrusion 31 become the main force-bearing surfaces, effectively transferring the impact force to the cabin frame 200. At the same time, since the fitting part 32 is also fixed to the cabin frame 200, the entire wraparound frame forms a strong impact-resistant fortress. Thus, when the vehicle twists, this nested structure can also provide extremely high torsional stiffness, preventing plastic deformation at the connection points. Furthermore, it can also have "self-guiding" and "self-centering" properties during assembly, that is, the protrusion 31 will automatically center itself as it enters the mounting interface 21, ensuring extremely high positioning accuracy.

[0061] like Figure 3 As shown, the front panel 300 is provided with a single-section reinforcing rib 33. A portion of the reinforcing rib 33 is disposed between the protrusion 31 and the fitting portion 32, and another portion of the reinforcing rib 33 is vertically disposed on the protrusion 31.

[0062] It is understandable that the integral stiffener 33 represents a continuous structure in which the stiffener 33 extends from one region to another.

[0063] Understandably, during a collision or impact, force is transmitted along the most direct path. The continuous reinforcing rib 33 can quickly and without attenuation guide a large load concentrated in a certain area to a stronger area, and then transfer it to the engine compartment frame 200, avoiding the accumulation of load in a localized area that could lead to tearing or excessive deformation of the sheet metal. Furthermore, the continuous reinforcing rib 33 provides global support for the sheet metal, effectively suppressing low-frequency vibrations generated by the front bulkhead 300 when subjected to excitations such as air pressure fluctuations and engine vibrations, thereby improving the overall vehicle performance.

[0064] Understandably, in structural mechanics, any abrupt change in shape is a high-risk area for stress concentration. When the protrusion 31 is subjected to impact force, the transition area between the mating part 32 and the protrusion will bear enormous bending and shear stress. Therefore, the reinforcement rib 33 is provided here to greatly alleviate stress concentration and prevent the protrusion 31 from bending or breaking off from the mating part 32 when subjected to a violent impact. In addition, this reinforcement rib 33 ensures a rigid connection between the two functional areas of "protrusion 31" and "matting part 32", which allows force to be smoothly transferred from the protrusion 31 to the mating part 32, and then from the mating part 32 to the cabin frame 200.

[0065] It can be understood that although the protrusion 31 is embedded in the mounting interface 21, it is still a thin-walled structure, and under the action of a large frontal collision force, the side wall of the protrusion 31 has the risk of being "concave" or "buckling" inward, and the vertically arranged reinforcing rib 33 can greatly improve the buckling resistance of the side wall, ensuring that the protrusion 31 can still maintain its geometric shape under extreme working conditions, effectively transmitting the load.

[0066] As a preferred embodiment, the reinforcing rib 33 and the front wall plate 300 are integrally formed.

[0067] In the embodiments of the present application, the reinforcing rib 33 and the front wall plate 300 are formed by stamping, die casting or injection molding in a mold at one time.

[0068] It can be understood that whether it is welding, riveting or bonding, stress concentration will occur at the connection points, and under long-term vibration or impact load, these connection points are prone to become the starting point of fatigue cracks, and the integrally formed structure does not have this connection interface, and the force can be smoothly and continuously transmitted between the reinforcing rib 33 and the plate without any interruption or weakness, which greatly improves the fatigue life and ultimate load capacity of the structure.

[0069] In addition, in the split structure, the load transmitted from the plate to the reinforcing rib 33 must pass through the connection interface (such as the weld), and the strength and stiffness of this interface are usually lower than those of the base material, which will lose part of the energy, while in the integrally formed structure, the reinforcing rib 33 and the front wall plate 300 are the same continuous medium, which can make the transmission efficiency of the load close to 100%.

[0070] In addition, the integrally formed reinforcing rib 33 and the plate together form a rigid whole, and the bending and torsional section modulus is much larger than that of the split structure, so that when excited by external force, the natural frequency of the whole component is higher and it is more difficult to be excited to resonance, thereby greatly inhibiting vibration and the noise generated thereby.

[0071] Furthermore, the integrally formed structure simplifies the complex process which originally requires multiple steps into a single forming process, for example: plate forming, reinforcing rib 33 forming, positioning, and connecting, so that it is no longer necessary to prepare separate parts, storage and logistics management for the reinforcing rib 33, and the complex positioning fixture, welding robot, riveting equipment and the corresponding process time are also saved, so that the entire production process is greatly simplified, the production cycle is significantly shortened, the degree of automation is higher, and the production efficiency is greatly improved.

[0072] In addition, the automatic integrally formed process such as high-pressure die casting or precision stamping has very high repeatability, which can ensure that the position, shape and height of the reinforcing rib 33 of each produced front wall plate 300 are completely consistent, which provides perfect guarantee for subsequent automatic assembly.

[0073] As shown in Figure 1 The cabin framework 200 further comprises support structural members 25 arranged on both sides of the front wall mounting plate 23 and having a non-zero included angle relative to the front wall mounting plate 23. The peripheral side of the front wall plate 300 abuts against the support structural members 25.

[0074] In the embodiment of the present application, the two ends of the bonding portion 32 abut against the support structural members 25.

[0075] It can be understood that by arranging the support structural members 25 with the included angle on both sides of the front wall mounting plate 23 and abutting the peripheral side of the front wall plate 300 against the support structural members 25, a three-dimensional cage load-bearing structure with multi-point support is constructed.

[0076] It can be understood that if there is no such included angle, all the structures are in a plane, and the ability to resist lateral impact is weak, and the non-zero included angle connects the front wall mounting plate 23 and the support structural members 25 on both sides, forming a cross section similar to a bridge or a truss structure in a building. Such a three-dimensional structure has much higher efficiency in resisting bending and torsion than a two-dimensional plane structure.

[0077] Moreover, the design of the included angle creates an optimal path for load transfer. Specifically, when a frontal offset collision or a side collision occurs, the impact force can be directly and efficiently shunted to the A-pillar and the rocker beam, which are the most solid parts of the vehicle body, along the inclined support structural members 25, avoiding excessive intrusion caused by the force being concentrated on the front wall plate 300, and maximizing the survival space of the passenger compartment.

[0078] Therefore, by means of the support structural members 25 with the included angle, the structural strength and stability of the automobile front wall assembly 100 under lateral and oblique impact are greatly enhanced, and the load transfer path to the A-pillar and the rocker beam of the vehicle body is optimized.

[0079] As a preferred embodiment, the area ratio of the convex portion 31 relative to the front wall plate 300 is in the range of 60%-90%.

[0080] In the embodiment of the present application, the reasons for using the above area range are as follows: The lower limit of 60% aims to achieve a balance between "maximum opening" and structural functionality. Specifically, the protrusion 31 is the main part of the front wall 300 to achieve connection and functional integration with the cabin framework 200. If the area ratio is too low, for example, less than 60%, it means that the protrusion 31 is too small, and the non-connection area of the front wall 300 body is too large, which at least has the following two problems: first, it cannot fully realize the design purpose of "maximum opening", and the utilization rate of the mounting interface 21 is low; second, the main structural function of the front wall 300 as a firewall, such as rigidity, sealing, etc., may be borne by the non-connection area with weaker strength, affecting the overall performance, so the lower limit of 60% ensures that the protrusion 31 has enough area to bear the main structural and connection functions.

[0081] The upper limit of 90% aims to ensure the overall structural integrity and installation feasibility of the front wall 300. Specifically, the front wall 300 needs a complete peripheral frame or boundary area for connection and sealing with other vehicle body parts such as the floor, side wall, etc. If the protrusion 31 occupies too high a proportion, for example, more than 90%, it will make the necessary peripheral frame very narrow or even missing, damaging the structural integrity and installation reference of the front wall 300 as an independent assembly component, and a certain peripheral area needs to be reserved as a tolerance absorption area for manufacturing and assembly. By setting the upper limit as 90%, the front wall 300 is provided with at least 10% of the peripheral area to ensure that even if there is a slight deviation in actual production and assembly, it can be successfully docked with the cabin framework 200 without interference. Therefore, this range of 60% to 90% not only ensures that the protrusion 31 has sufficient size, making "the mounting interface 21 realizes maximum opening" have practical significance and meet the main structural performance requirements, but also ensures the structural integrity and manufacturability and assembly of the front wall 300 itself, avoiding engineering practice problems caused by pursuing extreme opening.

[0082] On the other hand, the application also discloses a vehicle comprising the automobile front wall assembly 100 of any one of the above.

[0083] The above only describes the embodiments of the application and is not intended to limit the application. Those skilled in the art can make various modifications and changes to the application. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the application shall be included in the scope of the claims of the application.

[0084] Although the embodiments of the application are described in conjunction with the drawings, those skilled in the art can make various modifications and changes without departing from the spirit and scope of the application, and such modifications and changes fall within the scope defined by the appended claims.

Claims

1. A vehicle cowl assembly, characterized by, It comprises: The cabin framework (200) is provided with a mounting interface (21), and the inner circumferential side of the mounting interface (21) is a standard boundary; The front wall (300) comprises a protruding part (31), the cross-sectional shape of the protruding part (31) is matched with the cross-sectional shape of the mounting interface (21), and the outer circumferential side of the protruding part (31) and the mounting interface (21) is also a standard boundary, so that the front wall (300) can be embedded into the mounting interface (21) with a standard boundary through the protruding part (31) with a standard boundary, to realize the connection of the front wall (300) and the cabin framework (200).

2. The automotive kick panel assembly of claim 1, wherein, The mounting interface (21) is a multi-dimensional rectangular structure.

3. The automotive kick panel assembly of claim 1, wherein, The cabin framework (200) comprises a windshield lower crossbeam (22), a front wall mounting plate (23) and a front wall lower section (24) connected in sequence, the front wall mounting plate (23) is used for mounting the front wall (300), and the windshield lower crossbeam (22) is arranged above the front wall (300).

4. The automotive kick panel assembly of claim 3, wherein, The front wall (300) further comprises a fitting part (32), and the fitting part (32) is arranged on the circumferential side of the protruding part (31) and is used for abutting connection with the front wall mounting plate (23).

5. The automotive kick panel assembly of claim 4, wherein, The protruding part (31) is arranged in protrusion relative to the fitting part (32), so that the front wall (300) forms a ring type frame structure.

6. The automotive kick panel assembly of claim 4, wherein, The front wall (300) is provided with an integral reinforcing rib (33), part of the reinforcing rib (33) is arranged between the protruding part (31) and the fitting part (32), and the other part of the reinforcing rib (33) is arranged vertically on the protruding part (31).

7. The automotive kick panel assembly of claim 6, wherein, The reinforcing rib (33) and the front wall (300) are an integral molding structure.

8. The automotive kick panel assembly of claim 4, wherein, The cabin framework (200) further comprises a support structure (25), the support structure (25) is arranged on both sides of the front wall mounting plate (23), and an included angle not equal to zero is arranged between the support structure (25) and the front wall mounting plate (23); The circumferential side of the front wall (300) abuts against the support structure (25).

9. The automotive kick panel assembly of claim 1, wherein, The area ratio of the protruding part (31) to the front wall (300) is between 60% and 90%.

10. A vehicle characterized by comprising: It comprises the automobile front wall assembly (100) of any one of claims 1-9.

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