Front-end frame

Abstract

The invention discloses a front end frame, which relates to the technical field of vehicle bodies and comprises a cross beam, a side beam and a corner beam, the cross sections of the cross beam, the side beam and the corner beam are the same, the top wall of the corner beam is connected with the bottom wall of the side beam, and the side wall of the side beam close to the inner side of a vehicle and the side wall of the corner beam close to the inner side of the vehicle are connected with the end part of the corresponding side of the cross beam. The side beams are connected between the engine room edge beams and the front bumper, and the cross beams and the corner beams are connected to the front bumper. The front-end frame is particularly suitable for the aluminum material stretching process, stretching can be conducted only through one die, the modularization degree of the front-end frame is improved, the process is simple, light weight of a vehicle is achieved, and the production cost of the vehicle is reduced; the two ends of the cross beam are connected with the two side beams respectively, the side beams are connected between the engine room edge beams and the front bumper, the top walls of the corner beams are connected with the bottom walls of the side beams, the side walls of the corner beams are connected with the ends of the cross beam, the cross beam and the corner beams are connected to the front bumper, it is guaranteed that the strength of the front end frame meets the requirement, and better safety performance is achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle body technology, and more specifically, to a front-end frame. Background Technology

[0002] Previously, many car parts were handcrafted. However, with the rapid development of my country's automotive industry, various car manufacturers now possess mass production lines and even car platforms capable of producing different models. This allows for the production of various levels and types of vehicles on a single platform. Furthermore, the development of car platforms has enhanced automakers' manufacturing capabilities, increased efficiency, and gradually reduced production costs.

[0003] The front-end frame is the main load-bearing structure at the front of a car, providing mounting points and support for components such as the engine, suspension system, radiator, and front bumper, ensuring the stable connection of these parts. It also plays a role in pedestrian protection and collision energy absorption, thus requiring sufficient strength and torsional stiffness. Traditionally, the front-end frame is manufactured using materials such as high-strength steel or engineering plastics. While high-strength steel meets the strength and torsional stiffness requirements, its weight hinders the achievement of high-level lightweighting of the front-end frame, especially in electric vehicles, leading to reduced range. Furthermore, each component typically requires individually designed molds, increasing mold costs and overall cost. Similarly, engineering plastics are inherently expensive, resulting in complex manufacturing processes and difficulty in achieving lightweighting. In summary, current front-end frame technologies require individually designed molds for each component, leading to high vehicle production costs, complex processes, and low levels of lightweighting. Summary of the Invention

[0004] In view of this, the present invention aims to provide a front-end framework to solve at least one of the technical problems caused by the existing front-end framework, such as high vehicle production cost, complex process, and low level of lightweighting.

[0005] This invention provides a front-end frame, including a crossbeam, side beams, and corner beams. The crossbeam, side beams, and corner beams each have the same cross-section. The top wall of the corner beam is connected to the bottom wall of the side beam. The side walls of the side beams and the corner beams near the inside of the vehicle are both connected to the corresponding ends of the crossbeams. The side beams are connected between the engine compartment side beam and the front bumper. The crossbeam and the corner beams are both connected to the front bumper.

[0006] Furthermore, the cross-sections of the crossbeam, the side beam, and the corner beam are each closed-loop structures.

[0007] Furthermore, the side beam and the cross beam are set at a preset angle, and the end of the cross beam is provided with a first cut surface to fit and connect with the side wall of the side beam.

[0008] Furthermore, the front end of the side beam is provided with a second cutting surface, and the front end of the corner beam is provided with a third cutting surface. The second cutting surface, the third cutting surface, and the outer surface of the front wall of the crossbeam are coplanar.

[0009] Furthermore, it also includes a radiator bracket, the cross-section of which is a closed ring structure, the top wall of which is connected to the bottom wall of the side beam, and the side wall of which is close to the inside of the vehicle is connected to the rear end of the corner beam.

[0010] Furthermore, the rear end of the corner beam is provided with a fourth cutting surface, which is fitted and connected to the side wall of the radiator bracket.

[0011] Furthermore, it also includes a hood lock bracket, the cross-section of which is a closed ring structure, and the top of the hood lock bracket is connected to the bottom wall of the side beam.

[0012] Furthermore, it also includes a cable box bracket, which is connected to the front wall of the crossbeam.

[0013] Furthermore, a first reinforcing rib is connected between the side wall of the radiator bracket near the inner side of the vehicle and the side wall near the outer side of the vehicle, and a second reinforcing rib is connected between the top wall of the radiator bracket and the first reinforcing rib.

[0014] Furthermore, a third reinforcing rib is connected between the side wall of the hood lock bracket near the inner side of the vehicle and the side wall near the outer side of the vehicle, a fourth reinforcing rib is connected between the front wall of the hood lock bracket and the side wall of the hood lock bracket near the outer side of the vehicle, and a fifth reinforcing rib is connected between the third reinforcing rib and the fourth reinforcing rib.

[0015] Furthermore, the top and bottom walls of the side beam are respectively provided with a first viewing hole and a second viewing hole, and the top and bottom walls of the radiator bracket and the first reinforcing rib are respectively provided with a third viewing hole, a fourth viewing hole and a fifth viewing hole, and the first viewing hole, the second viewing hole, the third viewing hole, the fourth viewing hole and the fifth viewing hole correspond to each other.

[0016] Furthermore, it also includes a cabin decoration bracket, which is connected to the rear wall of the crossbeam and is L-shaped.

[0017] Furthermore, the cable box bracket includes a first mounting plate and a second mounting plate. The first mounting plate is connected to the cable box, and the second mounting plate is connected to the front wall of the crossbeam. At least two sixth reinforcing ribs are connected between the first mounting plate and the second mounting plate.

[0018] In the front-end frame of this invention, the crossbeams, side beams, and corner beams all have the same cross-section. This cross-sectional design makes the crossbeams, side beams, and corner beams particularly suitable for aluminum stretching processes. Only one set of molds can be used for stretching, eliminating the need to customize molds for each crossbeam, side beam, and corner beam separately. The stretched beams can be modified in shape through cutting, welding, etc., to adapt to different vehicle models, improving the modularity of the front-end frame. Compared with traditional high-strength steel or engineering plastic solutions, it has the advantage of simpler processes, achieving vehicle lightweighting and reducing vehicle production costs. Furthermore, the two ends of the crossbeam are connected to the two side beams, the side beams are connected between the engine compartment side beam and the front bumper, the top wall of the corner beam is connected to the bottom wall of the side beam, the side wall of the corner beam is connected to the end of the crossbeam, and the crossbeam and corner beam are connected to the front bumper, ensuring that the strength of the front-end frame meets the requirements and has better safety performance.

[0019] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0020] In drawings that are not necessarily drawn to scale, the same reference numerals may describe similar parts in different views. The same reference numerals with or without letter suffixes may indicate different instances of similar parts. The drawings generally illustrate various embodiments by way of example rather than limitation and, together with the description and claims, serve to illustrate the disclosed embodiments. Where appropriate, the same reference numerals are used in all drawings to refer to the same or similar parts. Such embodiments are illustrative and not intended to be exhaustive or exclusive embodiments of the apparatus or method. The accompanying drawings, which are provided to further illustrate the invention and form part of this application, serve to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0021] Figure 1 This is one of the structural diagrams of the front-end framework in this invention;

[0022] Figure 2 This is an exploded view of the front-end framework in this invention;

[0023] Figure 3 This is the second schematic diagram of the front-end framework in this invention;

[0024] Figure 4This is a schematic diagram of the cross-section of the overlapping part of the side beam and the corner beam in this invention (taking the side beam and corner beam on the left as an example);

[0025] Figure 5 This is a schematic diagram of the cross-section of the beam in this invention;

[0026] Figure 6 This is a cross-sectional schematic diagram of the hood lock bracket in this invention (taking the hood lock bracket on the left as an example);

[0027] Figure 7 This is a cross-sectional schematic diagram of the radiator bracket in this invention (taking the radiator bracket on the left as an example);

[0028] Figure 8 This is a schematic diagram of the structure of the pull box bracket in this invention.

[0029] The above figures include the following reference numerals:

[0030] 1. Crossbeam; 11. First cut surface; 2. Side beam; 21. Second cut surface; 201. First viewing hole; 3. Corner beam; 31. Third cut surface; 32. Fourth cut surface; 4. Radiator bracket; 41. First reinforcing rib; 42. Second reinforcing rib; 401. Third viewing hole; 402. Fourth viewing hole; 403. Fifth viewing hole; 5. Hood lock bracket; 51. Third reinforcing rib; 52. Fourth reinforcing rib; 53. Fifth reinforcing rib; 6. Cable box bracket; 61. First mounting plate; 62. Second mounting plate; 63. Sixth reinforcing rib; 7. Cabin trim bracket. Detailed Implementation

[0031] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings, but these are not intended to limit the scope of the invention.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] This specification may use the phrases “in one embodiment,” “in another embodiment,” “in yet another embodiment,” or “in other embodiments,” all of which may refer to one or more of the same or different embodiments of the present invention.

[0034] The front-end frame is the main load-bearing structure of the front of a car. It is typically made of high-strength steel or engineering plastics, such as Q460 steel commonly used in the automotive industry. Q460 steel has high strength, especially in normalized or normalized and tempered states, where it exhibits excellent comprehensive mechanical properties. Q460 steel only undergoes plastic deformation when its strength reaches 460 MPa; that is, after the external force is released, the steel can only maintain its stressed shape and cannot return to its original form. This strength is greater than that of ordinary steel. Currently, some vehicles also use engineering plastics for their front-end frames. Engineering plastics broadly refer to plastics that can be used as engineering materials and to replace metal in the manufacture of machine parts, such as polycarbonate, polyphenylene sulfide (PPS), and polyurethane. These all possess a certain level of strength. PPS, in particular, is a thermoplastic with extremely high heat resistance, excellent mechanical properties, and chemical stability. These characteristics make PPS an ideal choice in the automotive manufacturing industry, especially in the manufacture of front-end frames where material performance requirements are stringent. Using PPS not only improves the durability and stability of the frame but also helps reduce the overall weight of the car, improve fuel efficiency, and achieve energy conservation and emission reduction goals. Polycarbonate possesses outstanding impact toughness and creep resistance, along with good heat and cold resistance. Its shrinkage rate is 0.5-0.7%, and a suitable wall thickness is 2-3.5 mm. Adding glass fiber to polycarbonate can improve its shrinkage rate, mechanical strength, and temperature resistance. However, its rigidity increases with long-term use at around 100℃; annealing can improve internal stress. Polyurethane, based on the different products of the polymerization reaction, is commonly divided into rigid polyurethane and flexible polyurethane. Polyurethane foam is widely used in automotive interiors and vibration-absorbing components, such as coating materials, rigid polyurethane sheets, polyurethane elastomers, soft foam materials for seats, decorative parts, sofa leather, and headliners. Various flexible and rigid polyurethane foam materials are the most widely used, providing vibration isolation, sound insulation, noise reduction, and thermal insulation. Polyurethane can also be used to make automotive polyurethane coatings, adhesives, and sealants. Polyurethane components used in automobiles include dashboards, rearview mirrors, bumpers, seat cushions, headrests, steering wheels, dashboard damping pads, pillar trim, front roof lining, window frames, headliner and side roof rack trim, door panels, sun visors, and rear roof rack trim. The front frame connects rearward to the engine compartment side beams and downward to components such as the front bumper and radiator, forming a frame structure that plays a crucial role in vehicle collision energy absorption and pedestrian protection. However, high-strength steel is heavy, hindering lightweight vehicle design, and its manufacturing process is relatively complex, requiring the design of various molds to meet production needs. Engineering plastics are expensive, and their structural design is also complex to meet the requirements of vehicle collision energy absorption and pedestrian protection.

[0035] Combination Figures 1 to 8 As shown in the diagram, the Z-axis represents the vehicle's height direction, also known as the vertical direction. A positive Z-axis indicates upward movement, and a negative Z-axis indicates downward movement. The X-axis represents the vehicle's length direction, also known as the longitudinal direction. A positive X-axis indicates forward movement, and a negative X-axis indicates rearward movement. The Y-axis represents the vehicle's width direction, also known as the lateral direction. A positive Y-axis indicates leftward movement, and a negative Y-axis indicates rightward movement. For the side beams closer to the positive Y-axis side, the inner side of the vehicle is along the negative Y-axis side, and the outer side is along the positive Y-axis side. Similarly, for the side beams closer to the negative Y-axis side, the inner side of the vehicle is along the positive Y-axis side, and the outer side is along the negative Y-axis side, and so on. This allows us to understand the specific directions represented by the outer and inner sides of the vehicle for other components, which will not be explained in detail here.

[0036] To address the shortcomings of high-strength steel and engineering plastics in existing front-end frames, this invention provides a front-end frame, particularly suitable for aluminum stretching processes. It includes a crossbeam 1, side beams 2, and corner beams 3. The crossbeam 1, side beams 2, and corner beams 3 each have the same cross-section. The top wall of the corner beam 3 is connected to the bottom wall of the side beam 2. The side walls of the side beams 2 and 3, both near the vehicle's interior, are connected to the corresponding ends of the crossbeam 1. The side beams 2 connect between the engine compartment side beam and the front bumper, while the crossbeam 1 and corner beams 3 are both connected to the front bumper. Figures 1 to 3As shown, the front-end frame in this embodiment mainly consists of a crossbeam 1, side beams 2, and corner beams 3. Two side beams 2 are respectively located at the two ends of the crossbeam 1. The crossbeam 1, side beams 2, and corner beams 3 all have the same cross-section (i.e., the same size and shape; their specific shape and size can be determined according to actual strength requirements, and are not limited here). The top wall of the corner beam 3 is connected to the bottom wall of the side beam 2 by means such as welding or bolting. The side walls of the side beams 2 near the inside of the vehicle (taking the side beam 2 near the positive Y-axis in the figure as an example, the inside of the vehicle is the side opposite to the Y-axis) and the side walls of the corner beams 3 near the inside of the vehicle (taking the corner beam 3 near the positive Y-axis in the figure as an example, the inside of the vehicle is the side opposite to the Y-axis) are both connected to the ends of the crossbeam 1 (i.e., the ends of the crossbeam 1 along the positive Y-axis) by means such as welding or bolting. The portion of side beam 2 near the X-axis (opposite direction) can be connected to the engine compartment side beam via bolts or welding. The portion of side beam 2 near the X-axis (positive direction) can be connected to the front bumper via bolts or welding. Similarly, cross beam 1 and corner beam 3 can be connected to the front bumper via bolts or welding, thus connecting the front-end frame to the vehicle body structure. Since corner beam 3 and side beam 2 overlap in the Z-axis direction in this embodiment, through holes can be optionally provided in the overlapping portion of corner beam 3 and side beam 2 to allow connecting components such as bolts to pass through, facilitating connection and fixation to the front bumper. Alternatively, these through holes can also provide visibility and assist in installation and assembly positioning. The design can be tailored to the specific needs of each vehicle model, and no specific limitations are imposed here.

[0037] In the front-end frame of this invention, the crossbeam 1, side beams 2, and corner beams 3 all have the same cross-section. This cross-sectional design makes the crossbeams 1, side beams 2, and corner beams 3 particularly suitable for aluminum stretching processes. Only one set of molds can be used for stretching, without the need to customize molds for each crossbeam 1, side beam 2, and corner beam 3. The stretched beams can be modified in shape by cutting, welding, etc., to adapt to different vehicle models, improving the modularity of the front-end frame. At the same time, compared with traditional high-strength steel or engineering plastic solutions, it has the advantage of simpler processes, achieving vehicle lightweighting and reducing vehicle production costs. Furthermore, the two ends of the crossbeam 1 are connected to the two side beams 2 respectively. The side beams 2 are connected between the engine compartment side beam and the front bumper. The top wall of the corner beam 3 is connected to the bottom wall of the side beam 2, and the side wall of the corner beam 3 is connected to the end of the crossbeam 1. The crossbeam 1 and corner beam 3 are connected to the front bumper, ensuring that the strength of the front-end frame meets the requirements and has better safety performance.

[0038] Aluminum profiles are a common metal material widely used in construction, transportation, and electronic equipment. The mechanical properties of aluminum profiles largely depend on their manufacturing process, with stretching being an important method. Stretching is a process that applies external force to a metal material in a specific direction, causing it to undergo plastic deformation. The aluminum profile stretching process typically includes the following steps: Material preparation: Selecting a suitable aluminum alloy material and pre-treating it according to requirements, such as cleaning and annealing; Mold design: Designing a suitable mold based on the shape and size requirements of the product; Heating: Heating the aluminum profile to a certain temperature to reach a suitable plastic deformation temperature; Stretching: Placing the heated aluminum profile into the mold and applying tensile force to cause plastic deformation; Cooling: After the aluminum profile cools to room temperature, removing the mold completes the stretching process. The aluminum stretching process changes its shape and properties by applying tensile force, causing the aluminum material to undergo plastic deformation through a corresponding mold. The principle of the stretching process is to utilize the plastic deformation characteristics of materials to transform the original material into an aluminum profile of the desired shape. The aluminum stretching process is affected by factors such as material properties, stretching speed, die design, stretching force, heating temperature, and cooling method. In this embodiment, the crossbeam 1, side beam 2, and corner beam 3 adopt the same cross-sectional design. Through subsequent cutting processes, the crossbeam 1, side beam 2, and corner beam 3 can each achieve different shapes. Relatively speaking, the cutting process can be CNC cutting, which has the advantages of simple process and high cutting efficiency.

[0039] Furthermore, the cross-sections of the crossbeam 1, the side beam 2, and the corner beam 3 are each closed ring structures.

[0040] Combination Figures 1 to 5 As shown, the cross-sections of the crossbeam 1, side beam 2, and corner beam 3 are all identical, all being closed ring structures (i.e., closed shapes, such as rectangular rings, circular rings, etc.). In this embodiment, the cross-section is exemplary of a rectangular ring structure, also known as a U-shaped cross-section beam. Furthermore, the corresponding rectangular side lengths, plate thicknesses, and other dimensional parameters are identical across all cross-sections. Collision simulation analysis determines that the outer side length along the Y-axis is a = 80 mm, the outer side length along the Z-axis is b = 30 mm, and the plate thickness is c = 3 mm. Using 6082-T2 aluminum alloy sheet, it meets the spatial constraints and performance redundancy requirements of the corresponding vehicle model in this embodiment, ensuring the realization of lightweight design. U-shaped cross-section beams are widely used in industrial and civil buildings, bridges, towers, and automobile manufacturing, possessing good load-bearing capacity, stability, and reliability. The U-shaped cross-section beam exhibits uniform stress distribution, which helps reduce the impact of single-point loads on the structure. Furthermore, the U-shaped beam's cross-sectional shape has a relatively small influence on compressive and bending forces, resulting in good stability and shear capacity. In practical applications, different dimensional parameters can be adopted according to the specific requirements of the corresponding vehicle design; no specific limitations are made here.

[0041] Thus, through the closed-loop cross-sectional design, the crossbeam 1, side beam 2, and corner beam 3 can all be stretched using a unified mold. The crossbeam 1, side beam 2, and corner beam 3 can then be connected and assembled through subsequent cutting and other processes, eliminating the need for separately customized molds for each of the crossbeam 1, side beam 2, and corner beam 3. Furthermore, the cross-sectional shape is relatively simple and easy to achieve. This cross-sectional shape enables lightweight design while meeting spatial constraints and performance redundancy requirements. The hollowed-out portion in the ring not only reduces material weight but also provides sufficient energy absorption space for collision energy, which is beneficial for vehicle collision energy absorption and pedestrian protection performance.

[0042] Furthermore, the side beam 2 and the cross beam 1 are set at a preset angle, and the end of the cross beam 1 is provided with a first cutting surface 11 to fit and connect with the side wall of the side beam 2.

[0043] In this embodiment, combined with Figures 1 to 3 As shown, the preset included angle between the side beam 2 and the cross beam 1 is α = 140° to 150°. The specific angle of the preset included angle can be determined according to the actual vehicle design requirements and is not limited here. The end of the cross beam 1 is formed with a first cut surface 11 through a cutting process. The specific orientation angle of the first cut surface 11 should be determined according to the preset included angle, so that the side beam 2 close to the inner side wall of the vehicle (taking the side beam 2 close to the positive Y-axis side in the figure as an example, the inner side of the vehicle is the side opposite along the Y-axis) fits into the first cut surface 11, thereby facilitating the fixing of the side beam 2 and the cross beam 1 by means such as welding or bolting, increasing the contact area between the side beam 2 and the cross beam 1, and thus improving the connection stability between the side beam 2 and the cross beam 1. This preset included angle design is conducive to the transfer of collision energy. When a side collision occurs, the collision energy is transferred to the cross beam 1 through the side beam 2. When a frontal collision occurs, the collision energy is transferred to the side beam 2 through the cross beam 1, thereby absorbing more collision energy. This allows the cross beam 1 and the side beam 2 to jointly absorb collision energy, improving the vehicle's safety performance.

[0044] Furthermore, the front end of the side beam 2 is provided with a second cutting surface 21, and the front end of the corner beam 3 is provided with a third cutting surface 31. The second cutting surface 21, the third cutting surface 31 and the outer surface of the front wall of the crossbeam 1 are coplanar.

[0045] Combination Figures 1 to 3 As shown, the front end of the side beam 2 (i.e., the end along the positive X-axis) is formed with a second cut surface 21 through a cutting process, and the front end of the corner beam 3 (i.e., the end along the positive X-axis) is formed with a third cut surface 31 through a cutting process. The second cut surface 21, the third cut surface 31, and the outer surface of the front wall of the crossbeam 1 (i.e., the outer surface near the positive X-axis side) are coplanar. Figure 3It can be seen that the third cutting surface 31 is coplanar with the outer surface of the front wall of the crossbeam 1. Figure 1 As can be seen, the second cutting surface 21 and the third cutting surface 31 are coplanar, making the second cutting surface 21, the third cutting surface 31 and the outer surface of the front wall of the crossbeam 1 coplanar.

[0046] Thus, the second cutting surface 21, the third cutting surface 31 and the outer surface of the front wall of the crossbeam 1 are coplanar, which improves the strength of the front part of the front frame (including the front wall of the crossbeam 1, the front end of the side beam 2 and the front end of the corner beam 3). In the event of a frontal collision, the front frame can absorb the collision energy more evenly, which is beneficial to the transfer of collision energy and improves the safety performance of the vehicle.

[0047] Furthermore, it also includes a radiator bracket 4, the cross-section of which is a closed ring structure, the top wall of which is connected to the bottom wall of the side beam 2, and the side wall of which is close to the inside of the vehicle is connected to the rear end of the corner beam 3.

[0048] Combination Figure 1 , Figure 2 , Figure 3 as well as Figure 7As shown, the radiator bracket 4 corresponds to the side beam 2 and is arranged on both the left and right sides of the vehicle. The radiator bracket 4 provides support and reinforcement for the radiator at the front of the vehicle. The radiator in front of the car's water tank, also known as the radiator in the car's cooling system, is technically called the coolant radiator. It is located in front of the engine, close to the back of the grille on the front of the car, except for rear-mounted engines. The radiator consists of three parts: the inlet chamber, the outlet chamber, the main fins, and the radiator core. Its function is to cool the coolant in the pipes through the oncoming airflow, thereby ensuring the normal operation of the engine. In some models, the condenser is also installed on the side of the vehicle body. The car radiator is an important component of the car's cooling system, its function being to dissipate the heat generated by the engine to maintain the engine's normal operating temperature. Typically, the radiator is located in front of the engine, close to the back of the grille on the front of the car. The radiator consists of an upper chamber, a lower chamber, cooling pipes, and cooling fins outside the pipes. During vehicle operation, the oncoming airflow cools the coolant in the pipes, thus achieving the purpose of heat dissipation. The radiator in a car's cooling system is a crucial device for dissipating heat generated by the engine. Its working principle involves the radiator fins contacting the air, transferring heat to the air to achieve cooling. Car radiators are generally located at the front of the car, close to the grille on the front fascia. Except for rear-mounted engines, the radiator on other models is at the very front. During driving, oncoming airflow passes through the radiator, cooling the coolant in the pipes and ensuring the engine operates at a normal operating temperature. The condenser is an important component of the car's air conditioning system. Its function is to transform the high-temperature, high-pressure liquid refrigerant from the compressor into a medium-temperature, medium-pressure refrigerant before it is transferred to the next stage, either the receiver-drier or the dryer.

[0049] In this embodiment, combined with Figure 7 As shown, the radiator bracket 4 has a square ring-shaped cross-section, with each of its four outer sides having a length of d = 70 mm and a plate thickness of c = 3 mm. (It is understood that it is preferable that the radiator bracket 4 has the same plate thickness as the aforementioned crossbeam 1, side beam 2, and corner beam 3, so that the manufacturing of the corresponding components can all use the same aluminum plate; considering the design requirements of different vehicle models, plates of different thicknesses can also be used.) The top wall of the radiator bracket 4 is attached to the bottom wall of the side beam 2 and fixed by welding, bolting, or other methods. The side wall of the radiator bracket 4 near the inside of the vehicle (taking the radiator bracket 4 near the positive Y-axis as an example, the inside of the vehicle is the side opposite to the Y-axis) is attached to the rear end of the corner beam 3 and fixed by welding, bolting, or other methods. Those skilled in the art can also choose other closed ring structures as needed, such as rectangular replacement structures, circular ring structures, or even some complex polygonal ring structures, all of which are covered within the protection scope of this invention.

[0050] Thus, the closed-loop cross-sectional design allows the radiator bracket 4 to achieve better structural strength, providing better support and reinforcement for the radiator and enhancing the overall structural strength of the front frame. Furthermore, the hollowed-out portion inside the closed-loop cross-section reduces material weight while ensuring structural strength meets requirements, which is beneficial for lightweight vehicle design.

[0051] Optionally, the top and bottom walls of the side beam 2 are respectively provided with a first viewing hole 201 and a second viewing hole, and the top and bottom walls of the radiator bracket 4 and the first reinforcing rib 41 are respectively provided with a third viewing hole 401, a fourth viewing hole 402 and a fifth viewing hole 403, with the first viewing hole 201, the second viewing hole, the third viewing hole 401, the fourth viewing hole 402 and the fifth viewing hole 403 corresponding to each other.

[0052] Combination Figure 2 As shown, the first viewing through-hole 201, the second viewing through-hole (located on the bottom wall of the side beam 2, not shown in the figure due to obstruction), the third viewing through-hole 401, the fourth viewing through-hole 402, and the fifth viewing through-hole 403 correspond to each other, forming an observation area in the Z-axis direction. When assembling the radiator, the staff can directly see whether the radiator is assembled in place through the first viewing through-hole 201, the second viewing through-hole, the third viewing through-hole 401, the fourth viewing through-hole 402, and the fifth viewing through-hole 403, which provides convenience for the assembly of the radiator.

[0053] Thus, the first viewing through hole 201, the second viewing through hole, the third viewing through hole 401, the fourth viewing through hole 402 and the fifth viewing through hole 403 provide more observation space for the assembly of related components, which is conducive to improving assembly efficiency and convenience.

[0054] Preferably, the rear end of the corner beam 3 is provided with a fourth cutting surface 32, and the fourth cutting surface 32 is fitted and connected to the side wall of the radiator bracket 4.

[0055] Combination Figures 1 to 3 As shown, the rear end of the corner beam 3 (i.e., the end opposite to the X-axis) is formed with a fourth cut surface 32 through a cutting process. The fourth cut surface 32 is fitted and connected to the side wall of the radiator bracket 4. Depending on the installation orientation of the radiator, the side wall of the radiator bracket 4 may not be completely parallel to the X-axis or Y-axis, but rather be an inclined wall surface relative to the X-axis or Y-axis. Therefore, the orientation angle of the fourth cut surface 32 needs to be adjusted according to the orientation angle of the side wall of the radiator bracket 4 to ensure a fitted connection. In this embodiment, combined with Figure 3As shown, the fourth cutting surface 32 forms an angle of 10° to 15° with the X-axis to facilitate its fit with the side wall of the radiator bracket 4. This also causes the rear end of the corner beam 3 (i.e., the end opposite to the X-axis) to appear to be biased towards the outside of the vehicle (taking the corner beam 3 near the positive side of the Y-axis as an example, it is biased towards the positive side of the Y-axis, rather than directly towards the opposite side of the X-axis).

[0056] It should be noted that the two ends of the corresponding beam structure are described repeatedly in this article using terms such as front end and back end. The descriptions of front end and back end do not limit the orientation of the end to the front or back direction, but are merely a description of the relative position. The specific orientation of the corresponding end can be designed according to the needs.

[0057] Thus, the fourth cut surface 32 at the rear end of the corner beam 3 fits better with the radiator bracket 4, allowing the radiator bracket 4 and the corner beam 3 to abut against each other and provide support, resulting in a larger contact area. Under appropriate design, the corner beam 3 and the radiator bracket 4 can even be connected by means such as welding or bolting, thereby providing better support and reinforcement and improving the structural strength and rigidity of the front frame.

[0058] Furthermore, it also includes a hood lock bracket 5, the cross-section of which is a closed ring structure, and the top of the hood lock bracket 5 is connected to the bottom wall of the side beam 2.

[0059] The hood lock, also known as an engine hood lock, is a device that keeps the engine hood (cover) locked to the vehicle body while allowing it to be opened. It includes a locking body and stop (or latch), a safety hook, and an operating mechanism. Common structures include upper and lower locking mechanisms, single-unit structures, and split structures. Its primary purpose is to ensure driving safety by locking the engine hood. The hood lock, through its robust physical locking, prevents the hood from accidentally opening due to unexpected vibrations or wind pressure while driving. This is crucial for vehicle aerodynamics and driving stability, preventing potential accidents. It also provides convenience for maintenance personnel. When the engine hood needs to be opened for inspection or maintenance, the hood lock can be easily unlocked by triggering the corresponding switch (such as a handle or button) in the driver's cab. After the maintenance is completed, it can be quickly returned to its original position, ensuring efficient maintenance and subsequent driving safety.

[0060] In this embodiment, combined with Figures 1 to 3 As shown, there are two hood lock brackets 5, each connected to one of the two side beams 2. These brackets reinforce and support the two hood locks, allowing them to lock onto the engine hood at two points. Combined with... Figure 6As shown, taking the hood lock bracket 5 near the positive Y-axis as an example, the cross-section of the hood lock bracket 5 is a quadrilateral ring structure (similar to a trapezoidal shape in this embodiment). For example, the outer side length of the cross-section near the positive X-axis is g = 100mm, the outer side length near the negative Y-axis is f = 115mm, and the outer side length near the negative X-axis is e = 75mm. The specific values ​​of the relevant dimensions can be designed as needed. The top of the hood lock bracket 5 is connected to the bottom wall of the side beam 2 by welding, bolts, or other methods.

[0061] In this way, the hood lock bracket 5 can achieve better structural strength, better support and reinforcement of the hood lock, and better connection stability. At the same time, the closed ring structure of the hood lock bracket 5 has hollow parts inside the cross-section, which is conducive to the lightweight design of the vehicle and provides sufficient energy absorption space for collision energy absorption, which is beneficial to the collision performance of the vehicle and the pedestrian protection performance.

[0062] Furthermore, it also includes a cable box bracket 6, which is connected to the front wall of the crossbeam 1.

[0063] Combination Figures 1 to 3 As shown, the cable box bracket 6 is connected to the front wall of the crossbeam 1 (i.e., the side wall along the positive X-axis) by welding, bolting, or other methods. The cable, also known as the pull cable, is typically constructed with an outer layer of rubber covering and an inner core of iron cable. The rubber covers protect the iron cable from oxidation and damage, and also act as a guide, allowing the cable to move relative to the rubber covers when pulled. In this embodiment, the cable box bracket 6 has mounting holes for fixing the cable box to the cable box via connectors. The cable box guides and installs the hood lock cable. For example, when the driver pulls the handle in the cab, the cable is pulled. Guided by the cable box and locking points, the cable transmits the pulling force to the hood lock, unlocking it and opening the hood.

[0064] Thus, by fixing the pull box with the pull box bracket 6, the connection between the pull box and the front frame is strengthened, so as to ensure the normal implementation of the unlocking and locking functions of the cover.

[0065] Preferably, the cable box bracket 6 includes a first mounting plate 61 and a second mounting plate 62. The first mounting plate 61 is connected to the cable box, and the second mounting plate 62 is connected to the front wall of the crossbeam 1. At least two sixth reinforcing ribs 63 are connected between the first mounting plate 61 and the second mounting plate 62.

[0066] Combination Figure 8As shown, the cable box bracket 6 consists of a first mounting plate 61 and a second mounting plate 62 connected to each other. The first mounting plate 61, which is closer to the positive X-axis, is connected to the cable box by means of connectors such as bolts. The second mounting plate 62, which is closer to the negative X-axis, is connected to the front wall of the crossbeam 1 (i.e., the side wall along the positive X-axis) by means of welding, bolts, etc. In this embodiment, the first mounting plate 61 and the second mounting plate 62 are connected by two sixth reinforcing ribs 63. The tilt angle of the first mounting plate 61 can be adjusted by adjusting the specific dimensions of the two sixth reinforcing ribs 63, thereby adjusting the installation position of the cable box. The specific number and size of the sixth reinforcing ribs 63 can be designed according to actual needs.

[0067] Thus, the sixth reinforcing rib 63 serves to connect and support the first mounting plate 61 and the second mounting plate 62. At the same time, there are hollow parts between at least two sixth reinforcing ribs 63, which is conducive to achieving lightweight vehicle design.

[0068] Furthermore, a first reinforcing rib 41 is connected between the side wall of the radiator bracket 4 near the inner side of the vehicle and the side wall near the outer side of the vehicle, and a second reinforcing rib 42 is connected between the top wall of the radiator bracket 4 and the first reinforcing rib 41.

[0069] Combination Figure 1 , Figure 2 , Figure 3 and Figure 7 As shown, the radiator bracket 4 has a square ring structure. A first reinforcing rib 41 is integrally connected between its side wall near the inner side of the vehicle (taking the side wall near the positive Y-axis as an example, i.e., the side wall near the opposite Y-axis) and its side wall near the outer side of the vehicle (taking the side wall near the positive Y-axis as an example, i.e., the side wall near the positive Y-axis). The angle between the first reinforcing rib 41 and the side wall of the radiator bracket 4 near the inner side of the vehicle is β = 80°, and the end of the first reinforcing rib 41 near the inner side of the vehicle is lower than the end near the outer side of the vehicle. A second reinforcing rib 42 is connected between the first reinforcing rib 41 and the top wall of the radiator bracket 4. The angle between the second reinforcing rib 42 and the top wall of the radiator bracket 4 is γ = 85°, and the top of the second reinforcing rib 42 is biased towards the outer side of the vehicle. Since the cross-section of the radiator bracket 4 is a square ring structure (i.e., square), other unmarked angles can be determined based on the above-mentioned angles. The specific values ​​of the relevant included angles can be designed according to actual needs, and no specific limits are set here.

[0070] Thus, the first reinforcing rib 41 and the second reinforcing rib 42 can provide a certain degree of reinforcement for the heat sink bracket 4. Moreover, for the heat sink, the fundamental frequency of the fan at high speed is around 40 Hz, which is prone to resonance in the heat sink bracket 4. The first reinforcing rib 41 and the second reinforcing rib 42 can meet the corresponding modal requirements and suppress the resonance problem to a certain extent.

[0071] Furthermore, a third reinforcing rib 51 is connected between the side wall of the hood lock bracket 5 near the inner side of the vehicle and the side wall near the outer side of the vehicle, a fourth reinforcing rib 52 is connected between the front wall of the hood lock bracket 5 and the side wall of the hood lock bracket 5 near the outer side of the vehicle, and a fifth reinforcing rib 53 is connected between the third reinforcing rib 51 and the fourth reinforcing rib 52.

[0072] Combination Figure 1 , Figure 2 , Figure 3 and Figure 6 As shown, the hood lock bracket 5 can be formed by stretching 6082-T2 aluminum (6082-T2 is a unique alloy whose strength is significantly improved after heat treatment. Although it has medium strength, its workability remains outstanding even after annealing. This alloy not only has excellent formability, weldability, machinability, and corrosion resistance, but also has medium strength. Whether in bars, plates, tubes, or profiles, it exhibits excellent workability. In Europe and the United States, 6082 alloy is highly favored and widely used in various fields, such as processing raw materials, seamless aluminum tubes, structural profiles, and custom profiles. It is a heat-treatable and strengthenable aluminum alloy plate with medium strength, good weldability, and corrosion resistance. It is mainly used in transportation and structural engineering industries, such as automobile manufacturing, bridges, cranes, roof frames, transport aircraft, and transport ships). The cross-section of the hood lock bracket 5 is a right-angled trapezoidal ring structure, such as... Figure 6 The two 90° angles indicated in the diagram, and the 135° angle between the front wall of the hood lock bracket 5 and the side wall near the inner side of the vehicle (this angle is mainly determined based on the specific installation angle of the hood lock), are shown. A third reinforcing rib 51 is integrally connected between the side wall of the hood lock bracket 5 near the inner side of the vehicle and the side wall near the outer side of the vehicle. The angle between the third reinforcing rib 51 and the side wall of the hood lock bracket 5 near the inner side of the vehicle is λ = 90°. A fourth reinforcing rib 52 is integrally connected between the front wall of the hood lock bracket 5 and the side wall of the hood lock bracket 5 near the outer side of the vehicle. The angle between the fourth reinforcing rib and the front wall of the hood lock bracket 5 is ε = 90°. A fifth reinforcing rib 53 is integrally connected between the third reinforcing rib 51 and the fourth reinforcing rib 52. The angle between the fifth reinforcing rib 53 and the fourth reinforcing rib 52 is θ = 90°. Other unmarked angles can be determined based on the above angles. The specific values ​​of the relevant angles can be designed according to actual needs and are not specifically limited here.

[0073] Thus, the third reinforcing rib 51, the fourth reinforcing rib 52 and the fifth reinforcing rib 53 reinforce the hood lock bracket 5, thereby improving the structural strength of the hood lock bracket 5, improving the stability of the hood lock, and improving the experience of locking and opening the hood.

[0074] Preferably, it also includes a cabin decoration bracket 7, which is connected to the rear wall of the crossbeam 1 and is L-shaped.

[0075] In recent years, my country's automotive industry has developed rapidly, and customers' requirements for the driving experience have been continuously improving. For buses with front-engine layouts, steel plates are often used as decorative parts installed on the engine compartment to give the engine compartment a certain degree of sealing, sound insulation, heat insulation, and aesthetics. This can reduce the noise emitted by the engine when it is working, and at the same time improve the appearance of the vehicle.

[0076] Combination Figures 1 to 3 The cabin decoration bracket 7 consists of three L-shaped brackets, the size of which can be designed individually as needed. One side of the L-shaped cabin decoration bracket 7 is attached to the rear wall of the crossbeam 1, and the other side is set along the horizontal plane (i.e., the XY plane), which can be fixedly connected to the cabin decoration parts.

[0077] Thus, by connecting the L-shaped cabin decoration bracket 7 to the rear wall of the crossbeam 1, the cabin decoration can be supported and reinforced, improving its stability and ensuring the aesthetics of the cabin.

[0078] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways, rotated 90 degrees, or in other orientations, and the spatial relative descriptions used herein will be interpreted accordingly.

[0079] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0080] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A front-end framework, characterized in that, It includes a crossbeam, side beams, and corner beams. The crossbeam, side beams, and corner beams each have the same cross-section. The top wall of the corner beam is connected to the bottom wall of the side beam. The side walls of the side beams and the corner beams, which are close to the inside of the vehicle, are connected to the corresponding ends of the crossbeams. The side beams are connected between the engine compartment side beam and the front bumper. The crossbeam and the corner beams are both connected to the front bumper.

2. The front-end framework according to claim 1, characterized in that, The cross-sections of the crossbeam, the side beam, and the corner beam are all closed ring structures.

3. The front-end framework according to claim 1, characterized in that, The side beam and the cross beam are set at a preset angle, and the end of the cross beam is provided with a first cut surface to fit and connect with the side wall of the side beam.

4. The front-end framework according to claim 1, characterized in that, The front end of the side beam is provided with a second cutting surface, and the front end of the corner beam is provided with a third cutting surface. The second cutting surface, the third cutting surface, and the outer surface of the front wall of the crossbeam are coplanar.

5. The front-end framework according to claim 1, characterized in that, It also includes a radiator bracket, the cross-section of which is a closed ring structure, the top wall of which is connected to the bottom wall of the side beam, and the side wall of which is close to the inside of the vehicle is connected to the rear end of the corner beam.

6. The front-end framework according to claim 5, characterized in that, The rear end of the corner beam is provided with a fourth cutting surface, which is fitted and connected to the side wall of the radiator bracket.

7. The front-end framework according to claim 1, characterized in that, It also includes a hood lock bracket, the cross-section of which is a closed ring structure, and the top of the hood lock bracket is connected to the bottom wall of the side beam.

8. The front-end framework according to claim 1, characterized in that, It also includes a cable box bracket, which is connected to the front wall of the crossbeam.

9. The front-end framework according to claim 5, characterized in that, A first reinforcing rib connects the side wall of the radiator bracket near the inner side of the vehicle and the side wall near the outer side of the vehicle, and a second reinforcing rib connects the top wall of the radiator bracket to the first reinforcing rib.

10. The front-end framework according to claim 7, characterized in that, A third reinforcing rib connects the side wall of the hood lock bracket near the inner side of the vehicle and the side wall near the outer side of the vehicle. A fourth reinforcing rib connects the front wall of the hood lock bracket and the side wall of the hood lock bracket near the outer side of the vehicle. A fifth reinforcing rib connects the third reinforcing rib and the fourth reinforcing rib.

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