Vehicle front cabin structure and vehicle

Abstract

The invention relates to a vehicle front cabin structure and a vehicle, the vehicle front cabin structure comprises a front cabin cavity defined by a vehicle body, and the front cabin cavity comprises a first inner wall and a second inner wall which are oppositely arranged in the length direction; the supporting frame is arranged in the front cabin cavity and provided with a bearing face. The heat management assembly is arranged on the supporting frame and located below the bearing face. The hub integrated assembly is arranged at the wheel and used for driving the wheel to rotate and applying braking force to the wheel; the steering gear is arranged on the supporting frame, connected with the hub integration assembly and used for receiving the steering electric signal and driving the hub integration assembly to swing according to the steering electric signal so as to achieve steering; the front spare box is arranged on the bearing face and provided with a first end and a second end which are oppositely arranged in the length direction, the first end abuts against the first inner wall, and the second end abuts against the second inner wall. According to the technical scheme, the utilization rate of the front cabin cavity can be optimized, and more space is released for storing objects.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle front engine compartment structure and vehicle. Background Technology

[0002] In the current front engine compartment layout of electric vehicles, the drive motor, electro-hydraulic braking system, thermal management module, and compressor are typically arranged in a distributed manner. Specifically, the drive motor occupies the lower central area of ​​the engine compartment, the thermal management module and compressor are located in a higher area, and the electro-hydraulic brake pump is placed in the upper part of the engine compartment. This layout results in the upper space of the engine compartment being divided by multiple components, failing to form a regular continuous space and severely limiting the volume of the front trunk. In addition, the complex oil pipes required by the electro-hydraulic braking system and the intermediate shaft required by the traditional mechanical steering system further occupy engine compartment space, increasing the layout complexity. Therefore, how to optimize the utilization rate of the front engine compartment cavity to free up more space for storage has become an urgent technical problem to be solved. Summary of the Invention

[0003] This application provides a vehicle front engine compartment structure and vehicle, which can optimize the utilization rate of the front engine compartment cavity and free up more space for storage.

[0004] In a first aspect, embodiments of this application provide a vehicle front engine compartment structure, including: The vehicle body encloses and forms a front engine compartment cavity, the front engine compartment cavity including a first inner wall and a second inner wall disposed opposite to each other in the length direction of the vehicle; A support frame is disposed within the forward engine compartment cavity, and the support frame has a support surface; A thermal management assembly is disposed on the support frame and located below the support surface; A wheel hub integration assembly is disposed at the wheel of the vehicle and is used to drive the wheel to rotate and apply braking force to the wheel; A steering gear is mounted on the support frame and connected to the wheel hub assembly. The steering gear receives steering electrical signals and drives the wheel hub assembly to swing according to the steering electrical signals to achieve steering. A front trunk is disposed on the supporting surface. The front trunk has a first end and a second end arranged opposite to each other in the length direction. The first end abuts against the first inner wall, and the second end abuts against the second inner wall.

[0005] By employing the aforementioned technical means, the wheel hub integration assembly is positioned at the wheel, fundamentally eliminating the drive motor in the lower part of the front engine compartment of traditional electric vehicles and the drive shaft spanning the bottom of the engine compartment, thus eliminating the space occupied by the drive shaft at the bottom of the engine compartment. Simultaneously, the thermal management assembly is moved down into the support frame, placing it entirely below the support surface. Combined with the adoption of electronic steering technology in the steering system, the mechanical steering intermediate shaft extending from the steering wheel to the steering gear and passing through the entire front engine compartment is eliminated. Steering signals are transmitted only through a flexible wiring harness, creating a complete, continuous, and unobstructed regular space in the upper part of the front engine compartment from the first inner wall at the front of the vehicle body to the second inner wall at the rear. The front trunk can then be positioned on the support surface, with its first end abutting against the first inner wall and its second end abutting against the second inner wall, achieving a through-type large-capacity storage design from the front end to the rear end of the front engine compartment, significantly improving the storage capacity of the front trunk. In some embodiments, the support framework includes: A pillar extends along the height of the vehicle; The mounting bracket is located at the lower end of the column; A thermal management installation beam is disposed at the upper end of the column, and the thermal management installation beam, the column, and the mounting frame together enclose an installation space; The thermal management assembly is located within the installation space and is connected to the column, the mounting bracket, and the thermal management mounting beam, respectively; the supporting surface is located on the side of the thermal management mounting beam that is away from the column in the height direction.

[0006] Through the above-mentioned technical means, the support frame is constructed as a combination structure including columns, mounting brackets and thermal management mounting beams, which together enclose an installation space, realizing the compact arrangement of the thermal management assembly in the front engine compartment cavity. The top of the thermal management assembly is not higher than the upper end surface (i.e., the support surface) of the thermal management mounting beam, thereby completely releasing the upper space of the front engine compartment cavity.

[0007] In some embodiments, the thermal management assembly includes a thermal management module and a compressor; the thermal management mounting beam is provided with a plurality of first thermal management mounting holes and a plurality of compressor mounting holes, and the column is provided with at least one second thermal management mounting hole; at least three of the plurality of first thermal management mounting holes and at least three of the at least one second thermal management mounting holes are not collinear and are used to install the thermal management module; at least three of the plurality of compressor mounting holes are not collinear and are used to install the compressor.

[0008] By using the above-mentioned technical means, the mounting holes of the thermal management module are set as multiple first thermal management mounting holes located on the thermal management mounting beam and at least one second thermal management mounting hole located on the column, and at least three of the mounting holes are not collinear. At the same time, the multiple compressor mounting holes of the compressor are set as at least three of them not collinear, thus achieving stable installation of the thermal management module and the compressor within the support frame.

[0009] In some embodiments, the wheel hub integration assembly is located on both sides of the front engine compartment cavity in the width direction and disposed at the wheel on the corresponding side. The wheel hub integration assembly includes: The supporting base frame is provided with a steering connection hole for connection with the steering gear; A hub motor is mounted on the support frame, and the hub motor includes a rotor for connecting to the wheel; The brake is integrated into the hub motor.

[0010] Through the above-mentioned technical means, the traditional drive motor, drive shaft, and master brake pump and complex brake oil pipes of the electro-hydraulic braking system, which are traditionally located in the lower part of the front engine compartment, are completely eliminated, so that the interior of the front engine compartment forms a complete barrier-free space, providing a structural basis for the front trunk to extend from the front end to the rear end of the front engine compartment and realize a through-type large-capacity storage design.

[0011] In some embodiments, the steering gear extends along the width direction and passes through the front engine compartment cavity, and the steering gear is located on the side of the thermal management assembly facing the first inner wall; The steering gear includes a steering gear body and tie rods located on both sides of the steering gear body. One end of the tie rod is movably connected to the steering gear body, and the other end is rotatably connected to the steering connection hole. The steering gear body is connected to the mounting bracket and is used to drive the tie rod to move along the width direction, thereby causing the wheel hub assembly to swing.

[0012] Through the above-mentioned technical means, the steering gear body is fixedly connected to the mounting bracket of the support frame and extends through the front engine compartment cavity along the width direction. It is located on the side of the thermal management assembly away from the thermal management mounting beam, and is arranged using the unused space at the bottom of the front engine compartment. It does not occupy the upper area of ​​the front engine compartment, further ensuring the arrangement space of the front trunk.

[0013] In some embodiments, the vehicle front engine compartment structure further includes a front suspension assembly, the front suspension assembly comprising: Two suspensions are respectively disposed on both sides of the front engine compartment cavity in the width direction, and each suspension is rotatably connected to the vehicle body, the support frame and the wheel hub integration assembly on the corresponding side; A stabilizer bar extends along the width direction and is connected to the mounting bracket, with both ends of the stabilizer bar rotatably connected to the two suspensions respectively.

[0014] By employing the aforementioned technical means, the front suspension assembly is configured to include two suspensions, left and right, and a stabilizer bar. Each suspension is rotatably connected to the vehicle body, the support frame, and the corresponding wheel hub integration assembly. The stabilizer bar extends along the width direction and is connected to the mounting bracket, with both ends rotatably connected to the two suspensions respectively. This achieves a high degree of integration and motion coordination between the suspension system and the wheel hub integration assembly.

[0015] In some embodiments, the suspension includes: The upper fork arm has a bent portion at one end, which is rotatably connected to the load-bearing base frame on the corresponding side, and the other end is rotatably connected to the vehicle body; the upper fork arm has an opening. The lower fork arm includes a first swing arm and a second swing arm arranged at an angle on a plane perpendicular to the height direction, the second swing arm being located on the side of the first swing arm closer to the column; one end of the first swing arm is rotatably connected to the support base frame and the other end is rotatably connected to the mounting frame; one end of the second swing arm is rotatably connected to the support base frame and the other end is rotatably connected to the mounting frame. The shock absorber is rotatably mounted on the second swing arm at one end, and passes through the opening at the other end. The connecting rod is rotatably connected at one end to the shock absorber and at the other end to the stabilizer bar.

[0016] Through the aforementioned technical means, and by utilizing the coordination of the upper and lower wishbones, shock absorbers, and connecting rods, efficient integration and motion coordination of the suspension system and wheel hub integrated components are achieved. This results in a compact overall layout of the suspension system, with clear functional division of each component. The upper and lower wishbones jointly constrain the motion trajectory of the wheel hub integrated components, the shock absorbers absorb road impacts, and the connecting rods and stabilizer bars work together to suppress body roll. This not only ensures the kinematic performance of the suspension system but also provides ample space for the thermal management assembly in the center of the front engine compartment and the front trunk, thus optimizing the overall vehicle space utilization, ride comfort, and handling stability.

[0017] In some embodiments, the vehicle front engine compartment structure further includes a cooling module located on the side of the steering gear facing the first inner wall and arranged below the support surface; The cooling module has an angle of inclination with the plane perpendicular to the height direction, and the end of the cooling module facing the first inner wall is lower than the end facing the second inner wall; and on the plane perpendicular to the height direction, the projection of the front trunk covers at least a portion of the cooling module.

[0018] By employing the aforementioned technical means and utilizing the coordinated design of the inclined arrangement of the cooling module and the front trunk covering the cooling module, the maximum utilization of the upper space of the front engine compartment is achieved, providing a structural foundation for the through-type large-capacity front trunk, while also taking into account heat dissipation efficiency and aerodynamic performance.

[0019] In some embodiments, the vehicle front engine compartment structure further includes a cooling mounting beam that extends along the width direction and is connected to the vehicle body at both ends. The cooling mounting beam is located above the steering gear and is arranged on the side of the thermal management assembly facing the first inner wall. A support beam is provided on the side of the mounting bracket facing the first inner wall, and the support beam extends along the length direction. The cooling module is connected to the cooling mounting beam and the support beam, respectively, and the cooling mounting beam is provided with a support surface for supporting the front trunk.

[0020] By employing the aforementioned technical means, a cooling mounting beam extending along the width direction and connected to the vehicle body at both ends is used, and a support beam extending along the length direction is set on the side of the mounting bracket facing the first inner wall. Simultaneously, the cooling module is connected to both the cooling mounting beam and the support beam, and a support surface for supporting the front trunk is provided on the cooling mounting beam. This achieves stable installation of the cooling module and integration of the front trunk support structure, and ensures that the entire cooling module is located below the support surface without encroaching on the layout space of the front trunk. This provides a structural foundation for the front trunk to extend from the front end to the rear end of the front engine compartment, achieving complete connectivity and efficient utilization of the upper space of the front engine compartment.

[0021] Secondly, embodiments of this application provide a vehicle including the vehicle front engine compartment structure as described in the first aspect.

[0022] Compared with the prior art, the technical solution provided in this application has the following advantages: By setting the wheel hub integrated assembly at the wheel, the drive motor in the lower part of the front engine compartment of the traditional electric vehicle and the drive shaft across the bottom of the engine compartment are fundamentally eliminated, thus eliminating the space occupied by the drive shaft at the bottom of the engine compartment; at the same time, the thermal management assembly is moved down into the support frame, so that the whole assembly is located below the support surface. Combined with the use of electronic steering technology in the steering gear, the mechanical steering intermediate shaft extending from the steering wheel to the steering gear and passing through the entire front engine compartment is eliminated. Steering electrical signals are transmitted only through flexible wiring harnesses, so that a complete, continuous, and unobstructed regular space is formed in the upper part of the front engine compartment from the first inner wall at the front of the vehicle body to the second inner wall at the rear. The front trunk can be set on the support surface with its first end abutting against the first inner wall and its second end abutting against the second inner wall, realizing a through-type large-capacity storage design from the front end to the rear end of the front engine compartment, which significantly improves the storage capacity of the front trunk. Furthermore, the wheel hub integrated assembly integrates wheel drive and braking functions, eliminating the need for a separate brake master cylinder and complex hydraulic brake lines in the engine compartment. This further simplifies the internal structure of the engine compartment and avoids the space fragmentation problems caused by dispersed components and intersecting pipelines in traditional layouts. The wheel hub integrated assembly directly drives the wheels, shortening the power transmission path, reducing energy loss during mechanical transmission, and improving the transmission efficiency of the drive system. The steering gear is controlled only by electrical signals, without mechanical connections, providing a hardware foundation for the integration of advanced autonomous driving functions. At the same time, since the front engine compartment eliminates large components such as drive motors, brake master cylinders, and mechanical steering shafts, different models can share this front engine compartment layout, improving the platform development capability of the entire vehicle and reducing the R&D costs of parallel development of multiple models. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0026] Figure 1 This is a top view of the vehicle front engine compartment structure provided in an embodiment of this application; Figure 2 A top view of the vehicle front engine compartment structure provided in this application embodiment when the front trunk is not installed; Figure 3 This is a three-dimensional structural diagram of the vehicle front engine compartment structure provided in the embodiments of this application; Figure 4 A three-dimensional structural diagram of the vehicle's front engine compartment without the front trunk installed, as provided in this application embodiment; Figure 5 This is a three-dimensional structural diagram of the vehicle's front engine compartment structure without the vehicle body and front trunk installed, as provided in the embodiments of this application. Figure 6 A three-dimensional structural diagram of the vehicle front engine compartment structure provided in this application embodiment when the vehicle body, front trunk, and cooling module are not installed; Figure 7 A three-dimensional structural diagram of the support frame provided in the embodiments of this application; Figure 8 This is a three-dimensional structural diagram of the cooling mounting beam provided in an embodiment of this application; Figure 9 An assembly diagram of the support frame, steering gear, front suspension assembly, and wheel hub integration assembly provided in the embodiments of this application; Figure 10 A three-dimensional structural schematic diagram of the wheel hub integration assembly provided in the embodiments of this application; Figure 11 This is a three-dimensional structural diagram of the steering gear provided in an embodiment of this application; Figure 12 A three-dimensional structural schematic diagram of the front suspension assembly provided in an embodiment of this application; Figure 13 A three-dimensional structural diagram of the thermal management module provided in an embodiment of this application; Figure 14 A three-dimensional structural diagram of the compressor provided in an embodiment of this application; Figure 15 This is a three-dimensional structural diagram of the cooling module provided in an embodiment of this application.

[0027] Explanation of reference numerals in the attached figures: 10. Vehicle body; 110. Forward engine compartment cavity; 20. Support frame; 210. Support surface; 220. Column; 2201. Second thermal management mounting hole; 230. Mounting bracket; 2301. Support beam; 2302. First cooling mounting hole; 2303. Steering mounting hole; 2304. First swing arm connection hole; 2305. Second swing arm connection hole; 240. Thermal management mounting beam; 2401. First thermal management mounting hole; 2402. Compressor mounting hole; 30. Thermal management assembly; 310. Thermal management module; 3101. First thermal management connection hole; 3102. Second thermal management connection hole; 320. Compressor; 3201. Compressor connection hole; 40. Wheel hub integrated assembly; 410. Load-bearing base frame; 4101. Upper wishbone mounting hole; 4102. First swing arm mounting hole; 4103. Second swing arm mounting hole; 4104. Steering connection hole; 50. Steering gear; 510. Steering gear body; 520. Tie rod; 60. Front trunk; 610. First end; 620. Second end; 70. Front suspension assembly; 710. Suspension; 7101. Upper wishbone; 7102. Bend; 7103. Lower wishbone; 7104. First control arm; 7105. Second control arm; 7106. Shock absorber; 7107. Linkage; 720. Stabilizer bar; 80. Cooling module; 810. Mounting leg; 820. First cooling connection hole; 90. Cooling mounting beam; 910. Second cooling mounting hole; 920. Support surface; 91. Wheel. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0030] For ease of description, spatial relative terms may be used in the text to describe the relative position or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or change of motion, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0031] With the rapid development of electric vehicles, the space utilization rate of the front engine compartment has become one of the key factors affecting the overall vehicle storage capacity (such as the front trunk volume). In the existing layout structure of the front engine compartment of electric vehicles, the functional modules are usually arranged in a decentralized manner.

[0032] Specifically, the drive motor, as the core power component, typically occupies the lower-middle area of ​​the forward engine compartment; it is relatively large and its position is fixed. The electro-hydraulic braking system (including the brake pump and related piping) is often located in the upper part of the engine compartment, such as near the firewall. Meanwhile, thermal management system components such as the thermal management module and compressor, due to the need to balance heat dissipation and piping connections, are usually installed in higher areas of the engine compartment, sometimes even requiring multiple layers of stacking.

[0033] However, this decentralized arrangement leads to the following problems: First, the thermal management module and compressor are located high up, occupying space in the upper part of the cabin, making it impossible to place luggage compartments in this area and limiting the longitudinal extension of the front trunk. Second, the electro-hydraulic braking module occupies the rear part of the upper part of the cabin, further encroaching on the space that could have been used for storage. Third, the electro-hydraulic braking module needs to be connected to the brake oil pipe, which has a complex routing and occupies a lot of space, making it difficult to make regular use of the cabin space. Fourth, traditional drive motors need to be connected to the brake disc via a drive shaft, which spans across the bottom of the engine compartment, resulting in low space utilization. Fifth, traditional steering systems require a mechanical steering intermediate shaft to connect the steering wheel and the steering gear. This intermediate shaft passes through the cabin area, causing additional occupation of the longitudinal space of the cabin.

[0034] The aforementioned issues result in a fragmented forward engine compartment space: the drive motor occupies the core area of ​​the compartment, while the electro-hydraulic brake pump and thermal management module occupy different areas in the upper part of the compartment. These components are intertwined in both height and length, preventing the formation of a complete and regular continuous space in the upper part of the forward engine compartment. Consequently, the volume of the forward cargo box is severely limited, often requiring only small storage spaces in the front or localized areas of the compartment, making it impossible to achieve a large-capacity, continuous storage design from the very front to the very back of the compartment.

[0035] Therefore, the current layout of the front compartment of electric vehicles is significantly insufficient in terms of space utilization. How to optimize the layout of each functional module to free up more space for storage has become a technical problem that urgently needs to be solved in this field.

[0036] In response to the above technical problems, such as Figures 1-6 As shown, this application embodiment provides a vehicle front engine compartment structure, including a vehicle body 10, a support frame 20, a thermal management assembly 30, a wheel hub integration assembly 40, a steering gear 50, and a front trunk 60; the vehicle body 10 encloses to form a front engine compartment cavity 110, the front engine compartment cavity 110 including a first inner wall and a second inner wall disposed opposite to each other in the length direction of the vehicle; the support frame 20 is disposed within the front engine compartment cavity 110, and the support frame 20 has a support surface 210; the thermal management assembly 30 is disposed within the support frame 20 and located below the support surface 210; the wheel hub integration assembly 40... Component 40 is disposed at the wheel 91 of the vehicle and is used to drive the wheel 91 to rotate and apply braking force to the wheel 91; Steering gear 50 is disposed on the support frame 20 and is connected to the wheel hub integrated assembly 40 to receive steering electrical signals and drive the wheel hub integrated assembly 40 to swing according to the steering electrical signals to achieve steering; Front trunk 60 is disposed on the support surface 210 and has a first end 610 and a second end 620 arranged opposite to each other in the length direction, the first end 610 abutting against the first inner wall and the second end 620 abutting against the second inner wall.

[0037] As can be seen from the above, by placing the wheel hub integration component 40 at the wheel 91, the drive motor in the lower part of the front engine compartment of the traditional electric vehicle and the drive shaft spanning the bottom of the engine compartment are fundamentally eliminated, thus eliminating the space occupied by the drive shaft at the bottom of the engine compartment. At the same time, the thermal management assembly 30 is moved down into the support frame 20, so that its entire body is located below the support surface 210. Combined with the use of electronic steering technology in the steering gear 50, the mechanical steering intermediate shaft extending from the steering wheel to the steering gear 50 and passing through the entire front engine compartment is eliminated. Steering electrical signals are transmitted only through flexible wiring harnesses, so that a complete, continuous, and unobstructed regular space is formed in the upper part of the front engine compartment from the first inner wall at the front of the vehicle body 10 to the second inner wall at the rear. The front trunk 60 can be set on the support surface 210 with its first end 610 abutting against the first inner wall and its second end 620 abutting against the second inner wall, realizing a through-type large-capacity storage design from the front end to the rear end of the front engine compartment, which significantly improves the storage capacity of the front trunk 60. Furthermore, the wheel hub integration component 40 integrates the driving and braking functions of the wheel 91, eliminating the need for a separate brake master cylinder and complex hydraulic brake lines in the engine compartment. This further simplifies the internal structure of the engine compartment and avoids the space fragmentation problem caused by the dispersed components and intersecting pipelines in traditional layouts. The wheel hub integration component 40 directly drives the wheel 91, shortening the power transmission path, reducing energy loss during mechanical transmission, and improving the transmission efficiency of the drive system. The steering gear 50 is controlled only by electrical signals, without the need for mechanical connections, providing a hardware foundation for the integration of advanced autonomous driving functions. At the same time, since the drive motor, brake master cylinder, and mechanical steering shaft and other large components are eliminated in the front engine compartment, different models can share this front engine compartment layout, improving the platform development capability of the whole vehicle and reducing the R&D cost of parallel development of multiple models.

[0038] It should be noted that, as Figure 1 , Figure 2 As shown, the length direction is parallel to the X direction, the width direction is parallel to the Y direction, and the height direction is parallel to the Z direction.

[0039] It should also be noted that the first inner wall refers to the front inner wall surface of the front engine compartment cavity 110 formed by the front structure of the vehicle body 10 (such as the front bumper beam); the second inner wall refers to the inner wall surface of the front bulkhead (i.e., firewall) of the vehicle body 10; the first inner wall and the second inner wall are arranged opposite to each other in the length direction of the vehicle, and together define the front and rear boundaries of the front engine compartment cavity 110.

[0040] It should also be noted that the steering signal refers to the electronic control command signal collected by the sensor at the steering wheel and transmitted to the steering gear 50 through the wiring harness. This signal carries the driver's steering intention (including steering direction, angle, and speed). After receiving the electrical signal, the steering gear 50 drives the internal motor to perform the corresponding steering action. In this way, there is no need for a mechanical steering shaft connection between the steering gear 50 and the steering wheel, thereby freeing up space in the longitudinal direction of the front engine compartment cavity 110.

[0041] like Figure 7 As shown, in some embodiments, the support frame 20 includes a column 220, a mounting bracket 230, and a thermal management mounting beam 240; the column 220 extends along the height direction of the vehicle; the mounting bracket 230 is disposed at the lower end of the column 220; the thermal management mounting beam 240 is disposed at the upper end of the column 220, and the thermal management mounting beam 240, the column 220, and the mounting bracket 230 together enclose an installation space; wherein, the thermal management assembly 30 is located within the installation space and is connected to the column 220, the mounting bracket 230, and the thermal management mounting beam 240 respectively; the support surface 210 is located on the side of the thermal management mounting beam 240 that is away from the column 220 in the height direction.

[0042] By constructing the support frame 20 as a combined structure including a column 220, a mounting bracket 230, and a thermal management mounting beam 240, and having them collectively enclose an installation space, the thermal management assembly 30 is compactly arranged within the front engine compartment cavity 110. Specifically, the column 220 extends along the height direction of the vehicle, the mounting bracket 230 is located at the lower end of the column 220, and the thermal management mounting beam 240 is located at the upper end of the column 220. The three together define a three-dimensional accommodating space, within which the thermal management assembly 30 is placed and connected to the column 220, the mounting bracket 230, and the thermal management mounting beam 240, respectively. This allows the thermal management assembly 30 to be stably installed in the lower part of the front engine compartment cavity 110, while its top does not exceed the upper end surface (i.e., the support surface 210) of the thermal management mounting beam 240, thereby completely freeing up the upper space of the front engine compartment cavity 110. Meanwhile, the side of the thermal management mounting beam 240 opposite to the column 220 forms a support surface 210, providing a flat and stable support base for the front trunk 60, allowing the front trunk 60 to be reliably mounted on the support surface 210. In addition, the multi-point connection between the thermal management assembly 30 and the support frame 20 ensures the vibration stability of the thermal management assembly 30 during vehicle operation, avoiding noise and fatigue damage caused by vibration.

[0043] It should be noted that the thermal management mounting beam 240 can be connected to the mounting bracket 230 by bolts, but is not limited to this connection; the mounting bracket 230 and the column 220 can be connected by integral molding, but is not limited to this connection. For example, as Figure 7As shown, the top of the column 220 is provided with mounting beam fixing holes, and the thermal management mounting beam 240 is provided with mounting beam connecting holes that mate with the mounting beam fixing holes. Bolts pass through the mounting beam fixing holes and mounting beam connecting holes to fix the column 220 and the thermal management mounting beam 240.

[0044] like Figure 5-7 As shown, in some embodiments, the thermal management assembly 30 includes a thermal management module 310 and a compressor 320; the thermal management mounting beam 240 is provided with a plurality of first thermal management mounting holes 2401 and a plurality of compressor mounting holes 2402, and the column 220 is provided with at least one second thermal management mounting hole 2201; at least three of the plurality of first thermal management mounting holes 2401 and at least one second thermal management mounting hole 2201 are not collinear and are used to install the thermal management module 310; at least three of the plurality of compressor mounting holes 2402 are not collinear and are used to install the compressor 320.

[0045] By configuring the mounting holes of the thermal management module 310 as multiple first thermal management mounting holes 2401 located on the thermal management mounting beam 240 and at least one second thermal management mounting hole 2201 located on the column 220, and ensuring that at least three of these mounting holes are not collinear, and by configuring the multiple compressor mounting holes 2402 of the compressor 320 as at least three of which are not collinear, stable installation of the thermal management module 310 and compressor 320 within the support frame 20 is achieved. Specifically, the three non-collinear points define a plane, and this three-point fixing method effectively restricts the six degrees of freedom of the thermal management module 310 and compressor 320 in space, preventing them from shaking or displacing during vehicle operation, thereby ensuring the operational stability of the thermal management module 310 and compressor 320. In addition, the mounting points of the thermal management module 310 are distributed on the thermal management mounting beam 240 and the column 220, so that the installation load is evenly distributed to different parts of the support frame 20, avoiding stress concentration and improving the fatigue life of the overall structure. The compressor mounting holes 2402 are arranged non-collinearly on the thermal management mounting beam 240, allowing the center of gravity of the compressor 320 to fall within the projected area of ​​the support frame 20. The overall rigidity of the support frame 20 suppresses vibrations generated by the compressor 320's operation, reducing the transmission of vibrations to the vehicle body 10 and passenger compartment, thus improving the overall NVH performance of the vehicle. This mounting structure also allows the thermal management module 310 and compressor 320 to be compactly arranged inside the support frame 20, further reducing their vertical height and ensuring that the thermal management assembly 30 does not exceed the support surface 210. This provides ample space for the front trunk 60, achieving efficient utilization of the front engine compartment space.

[0046] It should be noted that, as Figure 7As shown, the thermal management mounting beam 240 is provided with two first thermal management mounting holes 2401, which are spaced apart along the width direction; the column 220 is provided with a second thermal management mounting hole 2201, which is located below the first thermal management mounting hole 2401; the thermal management module 310 is provided with a first thermal management connection hole 3101 that mates with the first thermal management mounting hole 2401 and a second thermal management connection hole 3102 that mates with the second thermal management mounting hole 2201, and the thermal management module 310 is fixed to the thermal management mounting beam 240 by bolts.

[0047] It should also be noted that, such as Figure 7 As shown, a protruding plate is provided on the side of the thermal management mounting beam 240 facing the first inner wall, and three non-collinear compressor mounting holes 2402 are provided on the protruding plate; the compressor 320 is provided with a compressor connection hole 3201 that mates with the compressor mounting hole 2402, and bolts pass through the compressor 320 fixing hole and the compressor connection hole 3201 to fix the compressor 320 and the thermal management mounting beam 240.

[0048] It should also be noted that non-collinearity means that, on a plane perpendicular to the height direction, the lines connecting the projection points of the central axes of the holes are not on the same straight line, but are arranged in a triangle. This defines a plane that can effectively restrict the six degrees of freedom (three translational degrees of freedom and three rotational degrees of freedom) of the mounted component in space, achieving stable positioning and fixation. If they are collinear, the mounted component can still rotate around that line, and complete constraint cannot be achieved.

[0049] It should also be noted that the compressor 320 is used to compress the refrigerant, providing cooling cycle power for the vehicle's air conditioning system and battery thermal management system; the thermal management module 310 integrates components such as a coolant pump, multi-channel valve, and heat exchanger, used to control the flow direction and flow rate of coolant and refrigerant, and to achieve precise temperature control of the battery, motor, electronic control system, and passenger compartment; the thermal management module 310 and the compressor 320 are connected by pipelines, and the two together constitute the core of the vehicle's thermal management system.

[0050] like Figure 9 , Figure 10 As shown, in some embodiments, the wheel hub integration assembly 40 is located on both sides of the front engine compartment cavity 110 in the width direction and is disposed at the wheel 91 on the corresponding side. The wheel hub integration assembly 40 includes a support base 410, a wheel hub motor, and a brake. The support base 410 is provided with a steering connection hole 4104 connected to the steering gear 50. The wheel hub motor is disposed on the support base 410 and includes a rotor for connecting to the wheel 91. The brake is integrated into the wheel hub motor.

[0051] By integrating the hub motor and brake into the load-bearing base 410 and mounting it as a whole at the wheel 91, this hub integration component 40 completely eliminates the traditional drive motor, drive shaft, and master cylinder and complex brake lines of the electro-hydraulic braking system, which are traditionally located in the lower part of the front engine compartment. This creates a complete, unobstructed space inside the front engine compartment, providing a structural basis for the front trunk 60 to extend from the front end to the rear end of the front engine compartment, achieving a through-type large-capacity storage design. At the same time, this component integrates multiple independent components such as the drive motor, brake, steering knuckle, and wheel bearings that are traditionally scattered in automobiles into a modular unit, reducing the number of parts. The reduced quantity and assembly process lower the overall vehicle manufacturing complexity and facilitate the sharing of modular platforms across different models. The hub motor is directly connected to the wheel rim via its rotor, resulting in a short power transmission path that eliminates the need for intermediate transmission components such as drive shafts and universal joints, reducing energy loss during mechanical transmission and improving the transmission efficiency of the drive system. The brake is integrated into the hub motor and uses an electric braking method, eliminating the mechanical lag and pipeline pressure build-up time of the hydraulic braking system, resulting in faster braking response and more precise control. At the same time, it only requires a flexible wiring harness to connect to the vehicle's electronic control system, facilitating integration with electronic control systems such as steer-by-wire.

[0052] It should be noted that the support frame 410 serves as the structural foundation of the hub integration assembly 40, and has an internal cavity. The hub motor includes a stator and a rotor. The stator is fixed within the cavity of the support frame 410 by an interference fit or bolt connection, maintaining a stationary state. The rotor is rotatably supported on the central journal of the support frame 410 by bearings. Multiple circumferentially distributed rim mounting bolts are provided on the side of the rotor facing the wheel 91 for direct connection to the wheel rim. The rotor rotates around its own axis under the influence of the rotating magnetic field generated by the stator, thereby driving the wheel 91 to rotate synchronously and achieving vehicle drive. The brake is integrated inside the hub motor. Specifically, this embodiment can adopt a drum brake structure, where the brake drum is integrally cast with the rotor of the hub motor and rotates together with the rotor.

[0053] It should also be noted that the brakes use electronic braking technology. The electronic control unit (ECU) sends a braking electrical signal to the brakes based on the driver's pedal travel or the braking command from the automatic driving system. After receiving the braking electrical signal, the brakes generate braking torque to achieve wheel deceleration or braking.

[0054] like Figure 11As shown, in some embodiments, the steering gear 50 extends along the width direction and passes through the front engine compartment cavity 110. The steering gear 50 is located on the side of the thermal management assembly 30 facing the first inner wall. The steering gear 50 includes a steering gear body 510 and tie rods 520 located on both sides of the steering gear body 510. One end of the tie rod 520 is movably connected to the steering gear body 510, and the other end is rotatably connected to the steering connection hole 4104. The steering gear body 510 is connected to the mounting bracket 230 and is used to drive the tie rod 520 to move along the width direction to drive the wheel hub integration assembly 40 to swing.

[0055] The steering gear body 510 is fixedly connected to the mounting bracket 230 of the support frame 20 and extends through the front engine compartment cavity 110 along the width direction. It is located on the side of the thermal management assembly 30 away from the thermal management mounting beam 240, utilizing the unused space at the bottom of the front engine compartment. It does not occupy the upper area of ​​the front engine compartment, further ensuring the arrangement space of the front trunk 60. One end of the tie rod 520 on both sides of the steering gear body 510 is movably connected to the steering gear body 510, and the other end is rotatably connected to the steering connection hole 4104 on the bearing base 410 of the wheel hub integration assembly 40. When the steering gear body 510 drives the tie rod 520 to move along the width direction, the tie rod 520 drives the bearing base 410 together with the wheel hub motor, brake and wheel 91 to swing around the axis defined by the connection point between the suspension system 710 and the wheel hub integration assembly 40 through the rotation connection hole, so as to achieve precise steering.

[0056] It should be noted that the tie rod 520 and the steering connection hole 4104 can be connected by a ball joint, but not limited to this connection. This allows the tie rod 520 to adaptively adjust its angle as the wheel 91 moves up and down, avoiding motion interference and ensuring the coordination between the suspension 710's movement and the steering movement.

[0057] It should also be noted that the steering gear body 510 includes a drive motor, a transmission mechanism and a control unit. The transmission mechanism may be, but is not limited to, a gear and rack transmission mechanism or a ball screw transmission mechanism. After receiving the steering electrical signal from the steering wheel, the control unit controls the drive motor to rotate. The drive motor drives the tie rod 520 to move in the width direction through the transmission mechanism. The end of the tie rod 520 furthest from the steering gear body 510 is the outer steering point. This outer steering point is rotatably connected to the steering connection hole 4104 on the bearing frame 410 of the wheel hub integration module (i.e., the wheel hub motor and brake integration module) via a ball joint. When the tie rod 520 moves in the width direction, the outer steering point moves accordingly, applying a push-pull force to the wheel hub integration module via the ball joint. The upper part of the wheel hub integration module is rotatably connected to the outer end of the upper wishbone 7101 of the front suspension assembly 70 via a ball joint, and the lower part is rotatably connected to the outer end of the lower wishbone 7103 of the front suspension assembly 70 via a ball joint. The line connecting the center of the ball joint at the outer end of the upper wishbone 7101 and the center of the ball joint at the outer end of the lower wishbone 7103 forms a virtual steering kingpin axis. When the outer steering point moves inward or outward, the push-pull force acts on the wheel hub integration module, causing it to rotate around this virtual axis, thereby driving the wheel 91 to swing left or right, achieving vehicle steering. Because the outer steering point is connected to the wheel hub assembly via a ball joint, this connection allows the wheel hub assembly to rotate around a virtual axis during steering while the tie rod 520 and the wheel hub assembly maintain adaptive adjustment of their relative angle, avoiding motion interference. Simultaneously, the ball joint connection between the front suspension assembly 70 and the wheel hub assembly allows the wheel 91 to move vertically during steering, ensuring coordination between suspension 710 movement and steering motion. Throughout the entire steering process, there is no mechanical connection between the steering gear 50 and the steering wheel; commands are transmitted solely through electrical signals, completely eliminating the occupation of longitudinal space in the front engine compartment by the traditional mechanical steering shaft.

[0058] It should also be noted that, such as Figure 7 As shown, the mounting bracket 230 is provided with a steering mounting hole 2303 for connecting to the steering gear body 510 by bolts.

[0059] like Figure 3 , Figure 9 , Figure 12 As shown, in some embodiments, the vehicle front engine compartment structure further includes a front suspension assembly 70, which includes two suspensions 710 and a stabilizer bar 720. The two suspensions 710 are respectively disposed on both sides of the front engine compartment cavity 110 in the width direction, and each suspension 710 is rotatably connected to the vehicle body 10, the support frame 20 and the corresponding wheel hub integration assembly 40. The stabilizer bar 720 extends in the width direction and is connected to the mounting bracket 230, and both ends of the stabilizer bar 720 are rotatably connected to the two suspensions 710 respectively.

[0060] By configuring the front suspension assembly 70 to include two suspensions 710 on the left and right sides and a stabilizer bar 720, with each suspension 710 rotatably connected to the vehicle body 10, the support frame 20, and the corresponding wheel hub integration assembly 40, and the stabilizer bar 720 extending along the width direction and connected to the mounting bracket 230, with both ends rotatably connected to the two suspensions 710 respectively, a high degree of integration and motion coordination between the suspension 710 system and the wheel hub integration assembly 40 is achieved. Specifically, each suspension 710 is directly rotatably connected to the wheel hub integration assembly 40, replacing the multi-stage transmission method in the traditional structure where the suspension 710 is connected to the steering knuckle, and the steering knuckle is then connected to the drive shaft and brake. This allows the suspension 710 system to directly bear and guide the vertical movement of the wheel hub integration assembly 40, while simultaneously cooperating with the steer-by-wire device 50 to achieve wheel 91 steering, simplifying the force transmission path and improving the coordination between the suspension 710 movement and steering movement. The left and right suspensions 710 are independently configured, ensuring that the vertical movement of the left and right wheels 91 does not interfere with each other, thus guaranteeing a smooth ride and good tire contact on uneven surfaces. The stabilizer bar 720 is rotatably connected to the left and right suspensions 710 at both ends and fixed to the mounting bracket 230 at its center. When the vehicle turns, the outer suspension 710 is compressed and the inner suspension 710 is stretched, causing the stabilizer bar 720 to undergo torsional deformation. This generates a counter-torque to resist body roll, effectively suppressing the body roll angle and improving the vehicle's handling stability and safety when cornering. Simultaneously, the rotatable connection between the stabilizer bar 720 and the suspension 710 allows the ends of the stabilizer bar 720 to move with the suspension 710 during vertical movement, avoiding motion interference. In addition, the front suspension assembly 70 is arranged on both sides of the front engine compartment cavity 110 without occupying the middle and upper space of the front engine compartment. The stabilizer bar 720 passes through the bottom of the front engine compartment cavity 110 and is fixed on the mounting bracket 230, which further utilizes the idle space at the bottom of the front engine compartment and provides a complete arrangement area for the front trunk 60, achieving a dual improvement in space utilization and handling stability.

[0061] It should be noted that the stabilizer bar 720 is U-shaped, and the middle part of the stabilizer bar 720 is fixed to the mounting bracket 230 by a rubber bushing.

[0062] like Figure 9As shown, in some embodiments, the suspension 710 includes an upper wishbone 7101, a lower wishbone 7103, a shock absorber 7106, and a connecting rod 7107; one end of the upper wishbone 7101 is provided with a bent portion 7102, which is rotatably connected to the corresponding side of the load-bearing base frame 410, and the other end is rotatably connected to the vehicle body 10; the upper wishbone 7101 is provided with an opening; the lower wishbone 7103 includes a first swing arm 7104 and a second swing arm 7105 arranged at an angle on a plane perpendicular to the height direction, the second swing arm 7105... Located on the side of the first swing arm 7104 near the column 220; one end of the first swing arm 7104 is rotatably connected to the bearing base frame 410, and the other end is rotatably connected to the mounting frame 230; one end of the second swing arm 7105 is rotatably connected to the bearing base frame 410, and the other end is rotatably connected to the mounting frame 230; one end of the shock absorber 7106 is rotatably mounted on the second swing arm 7105, and the other end passes through the opening; one end of the connecting rod 7107 is rotatably connected to the shock absorber 7106, and the other end is rotatably connected to the stabilizer bar 720.

[0063] Through the cooperation of the upper wishbone 7101, lower wishbone 7103, shock absorber 7106, and connecting rod 7107, efficient integration and motion coordination between the suspension system 710 and the wheel hub integration assembly 40 are achieved. Specifically, one end of the upper wishbone 7101 is provided with a bent portion 7102, which is rotatably connected to the load-bearing base frame 410. The bent structure allows the outer end of the upper wishbone 7101 to be closer to the center plane of the wheel 91, optimizing the kinematic characteristics of the suspension 710. At the same time, the opening on the upper wishbone 7101 provides a through space for the shock absorber 7106, allowing the shock absorber 7106 to extend upward along the interior of the upper wishbone 7101 to the vehicle body 10, making full use of the connection between the upper wishbone 7101 and the vehicle body 10. The vertical space between them avoids structural interference between the shock absorber 7106 and the upper wishbone 7101, improving space utilization. The lower wishbone 7103 adopts a first swing arm 7104 and a second swing arm 7105 arranged at an angle, with the second swing arm 7105 located on the side of the first swing arm 7104 closer to the column 220, forming a double wishbone structure. This structure can independently control the camber angle, toe angle, and other positioning parameters of the wheel 91, ensuring that the wheel 91 maintains the optimal ground contact posture during vertical movement, improving... The shock absorber 7106 has a rotatable end mounted on the second swing arm 7105, and the other end passes through the opening in the upper fork arm 7101. The shock absorber 7106 is positioned between the upper fork arm 7101 and the lower swing arm. The opening in the upper fork arm 7101 allows for the longitudinal insertion of the shock absorber 7106, ensuring sufficient travel and enabling the upper end of the shock absorber 7106 to be directly connected to the vehicle body 10, forming a stable force transmission path. Effectively attenuates road impacts; one end of the link 7107 is rotatably connected to the shock absorber 7106, and the other end is rotatably connected to the stabilizer bar 720. The torsional torque of the stabilizer bar 720 is transmitted to the shock absorber 7106 through the link 7107, and then acts on the lower control arm, so that the stabilizer bar 720 can more effectively suppress body roll. At the same time, the rotatable connection at both ends of the link 7107 allows the shock absorber 7106 and the stabilizer bar 720 to adaptively adjust their angles when the suspension 710 bounces up and down, avoiding motion interference. This results in a compact overall layout of the suspension system 710, with clear functional division of each component. The upper wishbone 7101 and lower wishbone 7103 jointly constrain the movement trajectory of the wheel hub integrated assembly 40, the shock absorber 7106 absorbs road impacts, and the linkage 7107 and stabilizer bar 720 work together to suppress body roll. This not only ensures the kinematic performance of the suspension system 710, but also provides complete space for the thermal management assembly 30 in the middle of the front engine compartment and the front trunk 60, thus optimizing the overall vehicle space utilization, ride comfort, and handling stability.

[0064] It should be noted that the support frame 410 is provided with an upper fork arm mounting hole 4101 for mounting the upper fork arm 7101, a first swing arm mounting hole 4102 for mounting the first swing arm 7104, and a second swing arm mounting hole 4103 for mounting the second swing arm 7105; wherein, the upper fork arm mounting hole 4101 is located above the steering connection hole 4104, the first swing arm mounting hole 4102 and the second swing arm mounting hole 4103 are located on the same plane, and the steering connection hole 4104 is located above the first swing arm mounting hole 4102.

[0065] It should also be noted that, such as Figure 7 As shown, the mounting bracket 230 is provided with a first swing arm connection hole 2304 for mounting the first swing arm 7104 and a second swing arm connection hole 2305 for mounting the second swing arm 7105.

[0066] like Figure 1 , Figure 4 , Figure 5 As shown, in some embodiments, the vehicle front engine compartment structure further includes a cooling module 80, which is located on the side of the steering gear 50 facing the first inner wall and arranged below the support surface 210; wherein the cooling module 80 has an angle of inclination with the plane perpendicular to the height direction, and the end of the cooling module 80 facing the first inner wall is lower than the end facing the second inner wall; and on the plane perpendicular to the height direction, the projection of the front trunk 60 covers at least a portion of the cooling module 80.

[0067] By arranging the cooling module 80 on the side of the steering gear 50 away from the pillar 220 (i.e. the front end of the forward engine compartment cavity 110) and below the support surface 210, while tilting it relative to the horizontal plane, and with the projection of the front trunk 60 on the horizontal plane covering at least part of the cooling module 80, this structural design achieves dual optimization of the forward engine compartment space in both the height and length directions. Specifically, the cooling module 80 is located below the support surface 210 and does not encroach on the space above the support surface 210, allowing the front trunk 60 to extend upward from the support surface 210, making full use of the upper space of the forward engine compartment. The inclined arrangement of the cooling module 80 reduces its projected height in the vertical direction. Compared with the traditional vertical or small-angle arrangement, the inclined arrangement reduces the space occupied by the cooling module 80 in the upper space of the forward engine compartment, providing more space for the front trunk 60 in the height direction and increasing the effective volume of the front trunk 60. At the same time, the projection of the front trunk 60 on the horizontal plane covers at least part of the cooling module 80, which means that the front end of the front trunk 60 extends to the top of the cooling module 80, realizing the complete connection of the upper space of the forward engine compartment from the first inner wall to the second inner wall, avoiding the waste of the space in front of the cooling module 80 that cannot be utilized by the front trunk 60 in the traditional structure. Furthermore, the cooling module 80 is located at the very front of the engine compartment, adjacent to the front air intake, achieving optimal ram air cooling and ensuring the thermal management system's heat dissipation efficiency. Its angled arrangement also creates an angle between the cooling module 80's frontal surface and the airflow direction, facilitating smooth airflow and reducing wind resistance. The steering gear 50 is located behind the cooling module 80, and the two are staggered in length, avoiding spatial overlap and further improving the space utilization within the engine compartment. In summary, the coordinated design of the angled arrangement of the cooling module 80 and the front trunk 60 covering it achieves maximum utilization of the upper space of the engine compartment, providing a structural foundation for the through-type large-capacity front trunk 60, while simultaneously considering both heat dissipation efficiency and aerodynamic performance.

[0068] It should be noted that the cooling module 80 is the core heat dissipation component of the vehicle, mainly used to dissipate the heat generated by various heat source components during vehicle operation to the outside atmosphere. Specifically, the cooling module 80 includes a radiator and a condenser. The radiator is used to cool the electronic control unit (such as the inverter, on-board charger, etc.) and the power battery. It carries heat to the radiator core through coolant circulation and uses oncoming airflow to remove the heat. The condenser, as part of the air conditioning refrigeration system, is used to condense the high-temperature, high-pressure gaseous refrigerant discharged from the compressor 320 into a liquid state, completing the heat dissipation cycle of the air conditioning system.

[0069] It should also be noted that the tilt angle of the cooling module 80 relative to the horizontal plane is not a fixed value and can be adaptively adjusted according to the overall layout of the front engine compartment, heat dissipation requirements, and space requirements of the front trunk 60. In this embodiment, the cooling module 80 adopts a tilted design with a lower front and higher rear, that is, the end of the cooling module 80 closer to the second inner wall (rear part) is higher than the end farther away from the second inner wall (front part), so that the upper surface of the cooling module 80 forms a guide surface tilted upward and backward. This not only facilitates smooth airflow through the core of the cooling module 80, but also provides more space below the front of the front trunk 60, allowing the front trunk 60 to extend further forward and cover the top of the cooling module 80, thereby ensuring heat dissipation efficiency while making full use of the upper space of the front engine compartment.

[0070] like Figure 5 , Figure 9 As shown, in some embodiments, the vehicle front engine compartment structure also includes a cooling mounting beam 90, which extends along the width direction and is connected to the vehicle body 10 at both ends. The cooling mounting beam 90 is located above the steering gear 50 and is arranged on the side of the thermal management assembly 30 facing the first inner wall. A support beam 2301 is provided on the side of the mounting bracket 230 facing the first inner wall, and the support beam 2301 extends along the length direction. The cooling module 80 is connected to the cooling mounting beam 90 and the support beam 2301 respectively. The cooling mounting beam 90 is provided with a support surface 920 for supporting the front trunk 60.

[0071] By setting a cooling mounting beam 90 extending along the width direction and connected to the vehicle body 10 at both ends, and a support beam 2301 extending along the length direction on the side of the mounting bracket 230 facing the first inner wall, the cooling module 80 is connected to both the cooling mounting beam 90 and the support beam 2301. The cooling mounting beam 90 is provided with a support surface 920 for supporting the front trunk 60, thus achieving stable installation of the cooling module 80 and integration of the front trunk 60 support structure. Specifically, the cooling mounting beam 90 and the support beam 2301 together constitute multi-point fixation of the cooling module 80, enabling the cooling module 80 to withstand vibration and impact loads from multiple directions during vehicle operation, significantly improving the installation stability and vibration resistance of the cooling module 80. The cooling mounting beam 90 is located above the steering gear 50 and arranged on the side of the thermal management assembly 30 facing the first inner wall, making full use of the unused space in the front of the engine compartment and avoiding the encroachment of additional support structures on the engine compartment space. Simultaneously, the cooling mounting beam 90 also serves as the support beam 2301 for the front trunk 60. The support surface 920 provided on it is directly used to support the front area of ​​the front trunk 60, so that the front end of the front trunk 60 can be reliably supported. There is no need to set up a separate front support structure for the front trunk 60, which further improves the space utilization of the front engine compartment. In addition, the connection method of the cooling module 80 with the cooling installation beam 90 and the support beam 2301 allows the cooling module 80 to be located below the support surface 210 without encroaching on the arrangement space of the front trunk 60. This provides a structural foundation for the front trunk 60 to extend from the front end to the rear end of the front engine compartment, realizing the complete connection and efficient utilization of the upper space of the front engine compartment.

[0072] It should be noted that the cooling module 80 is provided with a plurality of first cooling connection holes 820, and the support beam 2301 is provided with a plurality of first cooling mounting holes 2302 corresponding one-to-one with the plurality of first cooling connection holes 820. The first cooling mounting holes 2302 correspond to the corresponding first cooling connection holes 820. Bolts pass through the first cooling mounting holes 2302 and the first cooling connection holes 820 to fix the cooling module 80 and the support block. The cooling module 80 is provided with mounting legs 810, and the cooling mounting beam 90 is provided with multiple second cooling mounting holes 910. The mounting legs 810 are connected to the second cooling mounting holes 910 by bolts.

[0073] It should also be noted that the support surface 920 and the supporting surface 210 are flush in the height direction. The bottom of the front trunk 60 is provided with multiple buckles to fix the front trunk 60 to the support beam 2301 and the thermal management mounting beam 240, thereby ensuring the stability of the front trunk 60.

[0074] This application also provides a vehicle, including the vehicle front engine compartment structure provided in the foregoing embodiments of this application.

[0075] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0076] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0077] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle front engine compartment structure, characterized in that, include: The vehicle body encloses and forms a front engine compartment cavity, the front engine compartment cavity including a first inner wall and a second inner wall disposed opposite to each other in the length direction of the vehicle; A support frame is disposed within the forward engine compartment cavity, and the support frame has a support surface; A thermal management assembly is disposed on the support frame and located below the support surface; A wheel hub integration assembly is disposed at the wheel of the vehicle and is used to drive the wheel to rotate and apply braking force to the wheel; A steering gear is mounted on the support frame and connected to the wheel hub assembly. The steering gear receives steering electrical signals and drives the wheel hub assembly to swing according to the steering electrical signals to achieve steering. A front trunk is disposed on the supporting surface. The front trunk has a first end and a second end arranged opposite to each other in the length direction. The first end abuts against the first inner wall, and the second end abuts against the second inner wall.

2. The vehicle front engine compartment structure according to claim 1, characterized in that, The supporting framework includes: A pillar extends along the height of the vehicle; The mounting bracket is located at the lower end of the column; A thermal management installation beam is disposed at the upper end of the column, and the thermal management installation beam, the column, and the mounting frame together enclose an installation space; The thermal management assembly is located within the installation space and is connected to the column, the mounting bracket, and the thermal management mounting beam, respectively; the supporting surface is located on the side of the thermal management mounting beam that is away from the column in the height direction.

3. The vehicle front engine compartment structure according to claim 2, characterized in that, The thermal management assembly includes a thermal management module and a compressor; the thermal management mounting beam is provided with a plurality of first thermal management mounting holes and a plurality of compressor mounting holes, and the column is provided with at least one second thermal management mounting hole; at least three of the plurality of first thermal management mounting holes and at least three of the at least one second thermal management mounting holes are not collinear and are used to install the thermal management module; at least three of the plurality of compressor mounting holes are not collinear and are used to install the compressor.

4. The vehicle front engine compartment structure according to claim 2, characterized in that, The wheel hub integration assemblies are located on both sides of the front engine compartment cavity in the width direction and are disposed at the corresponding wheels. The wheel hub integration assemblies include: The supporting base frame is provided with a steering connection hole for connection with the steering gear; A hub motor is mounted on the support frame, and the hub motor includes a rotor for connecting to the wheel; The brake is integrated into the hub motor.

5. The vehicle front engine compartment structure according to claim 4, characterized in that, The steering gear extends along the width direction and passes through the front engine compartment cavity, and the steering gear is located on the side of the thermal management assembly facing the first inner wall; The steering gear includes a steering gear body and tie rods located on both sides of the steering gear body. One end of the tie rod is movably connected to the steering gear body, and the other end is rotatably connected to the steering connection hole. The steering gear body is connected to the mounting bracket and is used to drive the tie rod to move along the width direction, thereby causing the wheel hub assembly to swing.

6. The vehicle front engine compartment structure according to claim 4, characterized in that, The vehicle's front engine compartment structure also includes a front suspension assembly, which comprises: Two suspensions are respectively disposed on both sides of the front engine compartment cavity in the width direction, and each suspension is rotatably connected to the vehicle body, the support frame and the wheel hub integration assembly on the corresponding side; A stabilizer bar extends along the width direction and is connected to the mounting bracket, with both ends of the stabilizer bar rotatably connected to the two suspensions respectively.

7. The vehicle front engine compartment structure according to claim 6, characterized in that, The suspension includes: The upper fork arm has a bent portion at one end, which is rotatably connected to the load-bearing base frame on the corresponding side, and the other end is rotatably connected to the vehicle body; the upper fork arm has an opening. The lower fork arm includes a first swing arm and a second swing arm arranged at an angle on a plane perpendicular to the height direction, the second swing arm being located on the side of the first swing arm closer to the column; one end of the first swing arm is rotatably connected to the support base frame and the other end is rotatably connected to the mounting frame; one end of the second swing arm is rotatably connected to the support base frame and the other end is rotatably connected to the mounting frame. The shock absorber is rotatably mounted on the second swing arm at one end, and passes through the opening at the other end. The connecting rod is rotatably connected at one end to the shock absorber and at the other end to the stabilizer bar.

8. The vehicle front engine compartment structure according to claim 2, characterized in that, The vehicle front engine compartment structure also includes a cooling module located on the side of the steering gear facing the first inner wall and arranged below the support surface; The cooling module has an angle of inclination with the plane perpendicular to the height direction, and the end of the cooling module facing the first inner wall is lower than the end facing the second inner wall; and on the plane perpendicular to the height direction, the projection of the front trunk covers at least a portion of the cooling module.

9. The vehicle front engine compartment structure according to claim 8, characterized in that, The vehicle front engine compartment structure also includes a cooling mounting beam, which extends along the width direction and is connected to the vehicle body at both ends. The cooling mounting beam is located above the steering gear and is arranged on the side of the thermal management assembly facing the first inner wall. A support beam is provided on the side of the mounting bracket facing the first inner wall, and the support beam extends along the length direction. The cooling module is connected to the cooling mounting beam and the support beam, respectively, and the cooling mounting beam is provided with a support surface for supporting the front trunk.

10. A vehicle, characterized in that, Includes the vehicle front engine compartment structure as described in any one of claims 1-9.

Images