A front compartment component, a front compartment assembly and a vehicle

Abstract

The embodiment of the present application relates to the technical field of vehicles, and discloses a front compartment component, a front compartment assembly and a vehicle, the front compartment component comprising a compartment side beam and an inclined beam, the compartment side beam comprising a first beam segment extending along the length direction of the vehicle and a second beam segment extending from the front end of the first beam segment to the outer side in the width direction of the vehicle, the second beam segment being provided with a first connecting portion for connecting a front pointing beam; the lower end of the inclined beam is connected with the first beam segment, the inclined beam extends obliquely from the lower end to the upper end to the outer side in the width direction of the vehicle, the inclined beam is provided with a shock tower, the upper end of the inclined beam is provided with a second connecting portion for connecting the front pointing beam, and the compartment side beam and the inclined beam jointly constitute at least part of a front wheel cover frame. The technical scheme of the present application can solve the problem that the front wheel bulge structure in the prior art cannot provide sufficient movement envelope space for the wheel assembly.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to a front compartment component, a front compartment assembly, and a vehicle. Background Technology

[0002] Some wheel assemblies require a large motion envelope, such as those with wheel-side drive mechanisms or right-angle steering mechanisms. However, conventional front wheel hump structures in the prior art cannot provide sufficient motion envelope space, thus limiting the practical engineering application of wheel assemblies requiring a large motion envelope. Summary of the Invention

[0003] In view of the shortcomings of the prior art, the purpose of this application is to provide a front compartment component, a front compartment assembly and a vehicle, which aims to solve the problem that the front wheel bulge structure in the prior art is unable to provide sufficient motion envelope space for the wheel assembly.

[0004] In a first aspect, embodiments of this application provide a front cabin component, including a side beam and an inclined beam. The side beam includes a first beam segment extending along the length of the vehicle and a second beam segment extending from the front end of the first beam segment outward in the width direction of the vehicle. The second beam segment is provided with a first connecting portion for connecting to the front finger beam. The lower end of the inclined beam is connected to the first beam segment. The inclined beam extends obliquely outward from bottom to top in the width direction of the vehicle. A shock absorber tower is provided on the inclined beam. The upper end of the inclined beam is provided with a second connecting portion for connecting to the front finger beam. The side beam and the inclined beam together constitute at least a part of the front wheel arch frame.

[0005] The aforementioned technical solution involves a second beam segment extending outwards in the vehicle width direction, working in conjunction with an inclined beam extending outwards from bottom to top to form at least a portion of the front wheel arch frame. Compared to the compact lateral spacing between the inner wall of the wheel arch and the side beam in existing conventional front wheel hump structures, this solution ensures vehicle collision safety performance by setting a second beam segment extending outwards in the vehicle width direction. This allows the first beam segment to be positioned closer to the inner side in the vehicle width direction, creating more ample space within the front wheel arch frame and providing sufficient motion envelope space for the wheel assembly. The outwardly inclined beam, along with the front finger beam and side beam, forms a closed-loop structure, enhancing the overall rigidity of the front wheel arch frame. This allows the front wheel arch frame to expand its internal space while compensating for potential front structural stiffness loss due to the inward shift of the first beam segment, achieving a balance between increased space and structural rigidity. Furthermore, the closed-loop structure formed by the inclined beam, front finger beam, and side beam also serves to bear and transmit collision forces, contributing to improved collision safety performance.

[0006] In some embodiments, the cabin side beam further includes a front bulkhead connected to the rear side of the first beam segment, and the front bulkhead is provided with a third connecting portion on the outer side in the vehicle width direction for connecting with the vehicle's sill beam.

[0007] By adopting the above technical solution, a front bulkhead is set on the rear side of the first beam section, which improves the integration of the front compartment components; a third connecting part is set on the outer side of the front bulkhead for connecting with the sill beam. The frontal collision force can be transmitted to the front bulkhead through the side beam, and then transmitted to the sill beam through the third connecting part, which helps to improve the frontal collision safety performance of the vehicle.

[0008] In some embodiments, the front bulkhead is provided with a fourth connecting part on the inner side in the vehicle width direction for connecting with the side beam connector, which is a component that connects the front bulkhead to both sides of the vehicle.

[0009] By adopting the above technical solution, a fourth connecting part is provided on the inner side of the front bulkhead, so that the front compartment components on the left and right sides of the vehicle can be laterally connected through the side beam connector.

[0010] In some embodiments, the third connecting portion is disposed obliquely to the rear end of the first beam segment, and in the vehicle width direction, the third connecting portion is located outside the rear end of the first beam segment; the fourth connecting portion is disposed obliquely to the rear end of the first beam segment, and in the vehicle width direction, the fourth connecting portion is located outside the rear end of the first beam segment.

[0011] By adopting the above technical solution, the third and fourth connecting parts are positioned diagonally behind the rear end of the first beam segment, optimizing the force transmission path. The forward collision force can be diverted from the first beam segment through the front bulkhead to the sill beam and side beam connector, respectively, improving the energy dispersion efficiency and the overall structural stress rationality.

[0012] In some embodiments, the second beam segment includes a transition segment extending outward in the vehicle width direction from the front end of the first beam segment and a transverse segment extending outward in a straight line from the front end of the transition segment in the vehicle width direction.

[0013] Using the above technical solution, the second beam segment extends outward from the front end of the first beam segment through a transition section, and then extends outward in a straight line through a transverse section. The transition section is conducive to uniform stress distribution and avoids stress concentration, while the straight extension of the transverse section provides a regular installation or support interface for the energy-absorbing box of the front collision beam, so that the collision load can be smoothly transferred from the energy-absorbing box to the first beam segment through the second beam segment, thereby improving the load transfer efficiency under front collision conditions.

[0014] In some embodiments, the second beam segment includes a collision support for being arranged behind the energy-absorbing box of the front collision beam.

[0015] By adopting the above technical solution, a collision support is provided in the second beam segment for arranging behind the energy-absorbing box of the front collision beam. This allows the collision load borne by the front collision beam to be efficiently transferred to the first beam segment of the side beam through the collision support after the energy-absorbing box collapses and absorbs energy, and then transferred to the main body structure of the vehicle body from the first beam segment.

[0016] In some embodiments, the front cabin component is a one-piece cast part.

[0017] By adopting the above technical solution, the cabin side beam and the inclined beam are integrated into a single cast component. Compared with the existing technology of scattered welded tubular beams or single-function castings, integrated casting significantly reduces the number of parts and welding assembly processes, improves the precision of the forward cabin components and the overall structural rigidity, and is also conducive to lightweight design. The improved overall structural rigidity of the forward cabin components provides a basis for moving the first beam segment inward to create a larger accommodating space.

[0018] Secondly, embodiments of this application provide a vehicle front compartment assembly, including any of the front compartment components described above and one or more detachably connected transverse connectors between two of the front compartment components, the two front compartment components being arranged opposite to each other and spaced apart in the vehicle width direction, the vehicle front compartment assembly being configured to adjust the spacing between the two front compartment components in the vehicle width direction by configuring one or more of the transverse connectors of different lengths.

[0019] The above technical solution involves arranging two front compartment components opposite each other and spaced apart along the vehicle's width, connected by detachable lateral connectors to form a modular vehicle front compartment assembly. When adapting to vehicles with different wheelbases, only lateral connectors of varying lengths are needed to adjust the lateral spacing between the two front compartment components. This solution employs a modular design with shared functional components on both sides and optional intermediate connectors, allowing the same front compartment assembly to adapt to various wheelbase specifications without requiring a complete redesign of the front compartment assembly for each wheelbase. This significantly shortens the development cycle and reduces mold investment costs for vehicles with different wheelbases.

[0020] In some embodiments, a front finger beam is detachably connected to the front cabin component, and the front finger beam is detachably connected to the first connecting portion and the second connecting portion of the front cabin component.

[0021] Using the above technical solution, the front finger beam is detachably connected to the first connecting part of the second beam segment and the second connecting part at the upper end of the inclined beam, so that the front finger beam connects between the front end of the side beam and the top of the inclined beam, realizing closed-loop reinforcement of the front compartment component opening structure. This closed-loop structure enhances the overall rigidity and torsional performance of the front wheel arch frame. At the same time, as a replaceable component, the front finger beam can be replaced with different shapes according to the styling requirements of different vehicle models, without the need to recast the entire front compartment component, thus balancing structural rigidity and styling adaptability.

[0022] In some embodiments, one or more of the lateral connectors include a lower control arm mounting bracket, the front of which is provided with two fifth connecting portions that are respectively connected to the front portions of the first beam segments of the two front cabin components, and the rear of which is provided with two sixth connecting portions that are respectively connected to the rear portions of the first beam segments of the two front cabin components.

[0023] Using the above technical solution, the lower control arm mounting bracket is connected to the front of the first beam segment of the two front cabin components through the two fifth connecting parts at the front, and the two sixth connecting parts at the rear of the lower control arm mounting bracket are connected to the rear of the first beam segment of the two front cabin components, forming a reliable four-point fixation.

[0024] In some embodiments, one or more of the lateral connectors include a crossbeam, the two ends of which are respectively connected to the front of the side beams of the two forward cabin components; one or more of the lateral connectors include a strut bar, the two ends of which are respectively connected to the shock absorber towers of the two forward cabin components; one or more of the lateral connectors include side beam connectors, the two ends of which are respectively connected to the rear of the side beams of the two forward cabin components.

[0025] Using the above technical solution, a crossbeam connects the front of the side beams of the two front compartment components, a strut bar connects the top of the shock absorber towers of the two front compartment components, and a side beam connector connects the rear of the side beams of the two front compartment components. The crossbeam, strut bar, and side beam connector are arranged at the front, middle, and rear positions of the front compartment along the vehicle's length, forming a lateral connection system spanning the two front compartment components. The crossbeam and side beam connector improve the overall torsional stiffness and bending strength of the front compartment assembly, while the strut bar further enhances the lateral connection stiffness of the top of the shock absorber towers, contributing to improved vehicle ride quality and handling stability.

[0026] Thirdly, embodiments of this application provide a vehicle including the vehicle front compartment assembly described in any of the above claims. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0028] Figure 1 This is one of the structural schematic diagrams of the front cabin component disclosed in the embodiments of this application;

[0029] Figure 2 This is a second structural schematic diagram of the front cabin component disclosed in the embodiments of this application;

[0030] Figure 3 This is a schematic diagram of the front cabin assembly disclosed in the embodiments of this application;

[0031] Figure 4 This is an exploded view of the front cabin assembly disclosed in the embodiments of this application;

[0032] Figure 5 This is a schematic diagram of the structure of two front cabin components of the front cabin assembly disclosed in an embodiment of this application;

[0033] Figure 6 This is a structural schematic diagram of the front cabin component on the right side of the front cabin assembly disclosed in this application embodiment;

[0034] Figure 7 This is a structural schematic diagram of the cabin side beam connector disclosed in the embodiments of this application;

[0035] Figure 8 This is a schematic diagram of the structure of the lower control arm mounting bracket disclosed in the embodiments of this application.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1-Front cabin components; 2-Front finger beam; 3-Sill connector; 4-Cabin side beam connector; 5-Lower control arm mounting bracket; 6-Span bar; 7-Crossbeam; 8-Headlight mounting bracket;

[0038] 101-First beam segment; 102-Transition segment; 103-Transverse segment; 104-Inclined beam; 105-Shock absorber tower; 106-Front section; 107-Third connecting section; 108-Fourth connecting section; 109-First connecting section; 110-Second connecting section; 111-Eighth connecting section; 112-Seventh connecting section;

[0039] 401 - Connector body; 402 - Ninth connecting part;

[0040] 501 - Support longitudinal beam; 502 - Support transverse beam; 503 - Fifth connecting part; 504 - Sixth connecting part;

[0041] 601 - Second vehicle-mounted module installation point; 701 - First vehicle-mounted module installation point. Detailed Implementation

[0042] The terms “first,” “second,” etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0043] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. Among them, "fixed connection" means that the two are connected to each other and the relative positional relationship remains unchanged after the connection.

[0044] The directional terms used in this application, such as "up," "down," "front," "back," "left," and "right," are only for reference to the orientation shown in the accompanying drawings. The directional terms are used to better and more clearly explain and understand this application, and are not intended to indicate the orientation of the device or component in a practical application scenario.

[0045] The embodiments of this application are described below with reference to the accompanying drawings.

[0046] As described in the background section, some wheel assemblies require a large motion envelope space. For example, wheel assemblies equipped with wheel-side drive mechanisms or right-angle steering mechanisms require a large motion envelope space. However, the conventional front wheel hump structure in the prior art cannot provide sufficient motion envelope space, which limits the practical engineering application of wheel assemblies that require a large motion envelope space.

[0047] To address the aforementioned technical problems, this application proposes a front compartment component 1. Please refer to... Figure 1 and Figure 2 , Figure 1 This is one of the structural schematic diagrams of the front cabin component 1 disclosed in the embodiments of this application; Figure 2 This is a second structural schematic diagram of the front cabin component 1 disclosed in this application. The front cabin component 1 includes a side beam and an inclined beam 104. The side beam includes a first beam segment 101 extending along the length of the vehicle and a second beam segment extending from the front end of the first beam segment 101 outward in the width direction of the vehicle. The second beam segment is provided with a first connecting portion 109 for connecting the front finger beam 2. The lower end of the inclined beam 104 is connected to the first beam segment 101. The inclined beam 104 extends inclinedly from bottom to top outward in the width direction of the vehicle. A shock absorber tower 105 is provided on the inclined beam 104. The upper end of the inclined beam 104 is provided with a second connecting portion 110 for connecting the front finger beam 2. The side beam and the inclined beam 104 together constitute at least a part of the front wheel arch frame.

[0048] Using the above technical solution, the second beam segment of the side beam extends outward in the vehicle width direction, cooperating with the inclined beam 104 which extends outward from bottom to top, together forming at least a part of the front wheel arch frame. Compared to the existing conventional front wheel hump structure with its tight lateral spacing between the inner wall of the wheel arch and the side beam, this solution ensures the vehicle's collision safety performance by setting a second beam segment extending outward in the vehicle width direction. This allows the first beam segment 101 to be arranged closer to the inner side in the vehicle width direction, thereby creating more ample accommodation space inside the front wheel arch frame and providing sufficient motion envelope space for the wheel assembly. Through the outwardly inclined beam 104, the inclined beam 104, the front finger beam 2, and the side beam form a closed-loop structure, which enhances the overall rigidity of the front wheel arch frame. This allows the front wheel arch frame to expand its internal accommodation space while compensating for the potential loss of front structural rigidity due to the inward movement of the first beam segment 101 through the closed-loop structure, achieving a balance between increased accommodation space and structural rigidity. Furthermore, the ring-shaped closed structure formed by the inclined beam 104, the front finger beam 2, and the side beam can also bear and transmit collision forces, which helps to improve collision safety performance. The side beam and the inclined beam 104 together constitute at least a part of the front wheel arch frame, which also helps to reduce weight and improve the level of lightweighting.

[0049] When the current cabin component 1 is used in conjunction with the wheel assembly equipped with the wheel-side drive mechanism and the right-angle steering mechanism, it can provide sufficient motion envelope space for the wheel assembly, effectively avoiding interference between the wheel and the surrounding structure under extreme steering conditions, so that the maneuverability of the wheel-side drive and right-angle steering system can be fully utilized, and solving the problem of limited practical engineering application caused by insufficient motion envelope space of this type of wheel assembly.

[0050] Based on the conventional vehicle front compartment structure in existing technology, moving the side beam inward can create more ample space inside the front wheel arch. However, directly moving the side beam inward will reduce the support span of the front collision beam and shift the collision force transmission path, thus significantly weakening the frontal collision load transfer efficiency and collision safety performance of the front compartment structure. Therefore, based on the conventional vehicle front compartment structure in existing technology, the distance that can be moved inward is limited, making it difficult for the conventional front wheel hump structure in existing technology to provide sufficient motion envelope space, which in turn limits the practical engineering application of wheel assemblies that require a large motion envelope space. This application solves this problem by setting a second beam segment extending outward in the vehicle width direction to ensure the support span and collision force transmission path of the front collision beam. This allows the first beam segment 101 to be arranged relatively inward to expand the accommodation space, while the second beam segment still maintains effective support for the front collision beam and a smooth collision force transmission path, thereby overcoming the limitation on the inward movement of the first beam segment 101 due to collision safety requirements. Furthermore, the second section of the side beam extends outward in the vehicle width direction, enhancing protection for the wheel assemblies.

[0051] In some embodiments, the side beam further includes a front enclosure portion 106 connected to the rear side of the first beam segment 101, and the front enclosure portion 106 is provided with a third connecting portion 107 for connecting to the sill beam of the vehicle on the outer side in the vehicle width direction.

[0052] By adopting the above technical solution, a front bulkhead 106 is provided on the rear side of the first beam segment 101, which improves the integration of the front compartment component 1. A third connecting part 107 is provided on the outer side of the front bulkhead 106 for connection with the sill beam. The frontal collision force can be transmitted to the front bulkhead 106 via the side beam, and then transmitted to the sill beam via the third connecting part 107, which helps to improve the frontal collision safety performance of the vehicle. The third connecting part 107 also provides a standard interface for quick connection between the front compartment assembly and the vehicle body, which is conducive to realizing the modular assembly of the front compartment component 1.

[0053] In some embodiments, the front bulkhead 106 is provided with a fourth connecting part 108 on the inner side in the vehicle width direction for connecting with the side beam connector 4, the side beam connector 4 being a component that connects the front bulkhead 106 on both sides of the vehicle.

[0054] By adopting the above technical solution, a fourth connecting part 108 is provided on the inner side of the front bulkhead 106, so that the front compartment components 1 on the left and right sides of the vehicle can be laterally connected through the side beam connector 4.

[0055] In some embodiments, the third connecting portion 107 is disposed obliquely to the rear end of the first beam segment 101, and in the vehicle width direction, the third connecting portion 107 is located outside the rear end of the first beam segment 101; the fourth connecting portion 108 is disposed obliquely to the rear end of the first beam segment 101, and in the vehicle width direction, the fourth connecting portion 108 is located outside the rear end of the first beam segment 101.

[0056] By adopting the above technical solution, the third connecting part 107 and the fourth connecting part 108 are positioned obliquely behind the rear end of the first beam segment 101, thus optimizing the force transmission path. The forward collision force can be diverted from the first beam segment 101 through the front bulkhead 106 to the sill beam and the side beam connector 4, respectively, improving the energy dispersion efficiency of the collision and the overall structural stress rationality.

[0057] In some embodiments, the second beam segment includes a transition segment 102 that extends outward in the vehicle width direction from the front end of the first beam segment 101, and a transverse segment 103 that extends outward in a straight line from the front end of the transition segment 102 in the vehicle width direction.

[0058] Using the above technical solution, the second beam segment extends outward from the front end of the first beam segment 101 through the transition section 102, and then extends outward in a straight line through the transverse section 103. The transition section 102 is conducive to uniform stress distribution and avoids stress concentration. The straight extension of the transverse section 103 provides a regular installation or support interface for the energy-absorbing box of the front collision beam, so that the collision load can be smoothly transferred from the energy-absorbing box to the first beam segment 101 through the second beam segment, thereby improving the load transfer efficiency under the front collision condition.

[0059] In practical implementation, the transition section 102 can be an arc-shaped beam segment extending along an arc, a broken-line beam segment formed by connecting multiple straight segments sequentially, or a diagonal beam segment extending obliquely along a straight line. All of these implementation methods can achieve the function of the second beam segment extending from the front end of the first beam segment 101 outwards in the vehicle width direction, and can be flexibly selected and combined according to the front compartment space layout, casting process, and collision force transmission requirements of a specific vehicle model.

[0060] In some embodiments, the second beam segment includes a collision support portion arranged on the rear side of the energy-absorbing box of the front collision beam.

[0061] By adopting the above technical solution, a collision support is provided in the second beam segment for arranging behind the energy-absorbing box of the front collision beam, so that the collision load borne by the front collision beam can be absorbed by the energy-absorbing box after collapsing, and then efficiently transferred to the first beam segment 101 of the side beam through the collision support, and then transferred to the main body structure of the vehicle body from the first beam segment 101.

[0062] In a specific implementation, the collision support is located in the transverse section 103, and the collision support can be directly or indirectly connected to the front collision beam. As a preferred example, the collision support is provided with a connection structure for mating and connecting with the rear end of the energy-absorbing box of the front collision beam. The connection structure typically includes a front-facing mounting surface and mounting holes provided on the mounting surface. The rear end plate of the energy-absorbing box is fixedly connected to the mounting surface by fasteners that mate with the mounting holes. When the front collision beam is impacted, the collision support supports the energy-absorbing box forward.

[0063] In some embodiments, the front cabin component 1 is a one-piece cast part.

[0064] By adopting the above technical solution, the cabin side beam and the inclined beam 104 are integrated into a single cast component. Compared with the dispersed welded pipe beams or single-function castings in the prior art, the integrated casting significantly reduces the number of parts and welding assembly processes, improves the precision and overall structural rigidity of the forward cabin component 1, and is also conducive to lightweight design. The improved overall structural rigidity of the forward cabin component 1 provides a basis for moving the first beam segment 101 inward to create a larger accommodating space.

[0065] As a preferred example, the front cabin component 1 includes a first beam section 101, a transition section 102, a transverse section 103, an inclined beam 104, a shock absorber tower 105, and a front bulkhead 106, that is, the first beam section 101, the transition section 102, the transverse section 103, the inclined beam 104, the shock absorber tower 105, and the front bulkhead 106 are integrally cast.

[0066] As a preferred example, the forward compartment component 1 is an aluminum die-casting, for example, made of aluminum alloy material and using a high-pressure die-casting process. Aluminum die-casting is characterized by high strength and lightweight.

[0067] The inclusion of a second beam segment results in an L-shaped side beam. Using conventional sheet metal stamping and welding processes to fabricate this beam would be insufficient to meet the structural rigidity and strength requirements of an L-shaped side beam, significantly limiting the increase in space required for the front wheel arch. However, the integrally cast front cabin component 1 allows for the creation of the L-shaped side beam and its connected components, such as the inclined beam 104 and shock absorber tower 105, in a single, integrated manner. This avoids the weld strength attenuation and stress concentration issues associated with welding multiple sheet metal pieces. Furthermore, the flexible use of reinforcing ribs, variable cross-sections, and rounded corners optimizes the structural rigidity distribution and collision force transmission path. This ensures the overall structural strength of the front cabin component 1 while allowing for a more compact cross-sectional size in the side beam, freeing up internal space within the front wheel arch. The open structure between the inclined beam 104 and the second beam segment of the front cabin component 1 reduces the difficulty of casting. Integral casting eliminates the need for welding and assembling multiple parts, improving the precision of the front cabin component 1 and better meeting the matching requirements of the chassis electric drive system module.

[0068] As a preferred example, the damping tower 105 is disposed at the root of the inclined beam 104, and a connecting bar is provided between the damping tower 105 and the first beam segment 101.

[0069] Please see Figure 3 , Figure 4 and Figure 5 , Figure 3 This is a schematic diagram of the front cabin assembly disclosed in the embodiments of this application; Figure 4 This is an exploded view of the front cabin assembly disclosed in the embodiments of this application; Figure 5 This is a schematic diagram of the structure of two front compartment components 1 of the front compartment assembly disclosed in this application. The vehicle front compartment assembly includes the front compartment component 1 as described in any of the above claims and one or more lateral connectors detachably connected between the two front compartment components 1. The two front compartment components 1 are arranged opposite to each other and spaced apart in the vehicle width direction. The vehicle front compartment assembly is configured such that the spacing between the two front compartment components 1 in the vehicle width direction can be adjusted by configuring one or more lateral connectors of different lengths.

[0070] The above-described technical solution involves two front compartment components 1 positioned opposite each other and spaced apart along the vehicle's width, connected by detachable lateral connectors to form a modular vehicle front compartment assembly. When adapting to vehicles with different wheelbases, only lateral connectors of varying lengths are needed to adjust the lateral spacing between the two front compartment components 1. This solution employs a modular design with shared functional components on both sides and optional intermediate connectors, enabling the same set of front compartment components 1 to adapt to various wheelbase specifications without requiring a complete redesign of the front compartment assembly for each wheelbase. This significantly shortens the development cycle and reduces mold investment costs for vehicles with different wheelbases.

[0071] In some embodiments, a front finger beam 2 is detachably connected to the front cabin component 1, and the front finger beam 2 is detachably connected to a first connecting portion 109 and a second connecting portion 110 of the front cabin component 1.

[0072] Using the above technical solution, the front finger beam 2 is detachably connected to the first connecting part 109 of the second beam segment and the second connecting part 110 at the upper end of the inclined beam 104, so that the front finger beam 2 is connected between the front end of the side beam and the top of the inclined beam 104, realizing the closed-loop reinforcement of the opening structure of the front compartment component 1. This closed-loop structure enhances the overall rigidity and torsional performance of the front wheel arch frame. At the same time, as a replaceable component, the front finger beam 2 can be replaced with different shapes according to the styling requirements of different models, without having to recast the entire front compartment component 1, thus balancing the flexibility of structural rigidity and styling adaptation.

[0073] In practice, the front finger beam is usually arranged on the left and right sides of the vehicle's engine compartment. The front finger beam 2 is a structure that extends upward from front to back. It is a key link connecting the front anti-collision beam of the vehicle and the A-pillar of the passenger compartment, and can transmit the frontal collision force to the A-pillar.

[0074] The front finger beam 2 can also provide mounting points for vehicle components, such as mounting points for mounting fenders or fender brackets.

[0075] In some embodiments, one or more lateral connectors include a lower control arm mounting bracket 5, the front of which is provided with two fifth connecting portions 503 that are respectively connected to the front of the first beam segments 101 of the two front cabin components 1, and the rear of which is provided with two sixth connecting portions 504 that are respectively connected to the rear of the first beam segments 101 of the two front cabin components 1.

[0076] Using the above technical solution, the lower swing arm mounting bracket 5 is connected to the front of the first beam segment 101 of the two front cabin components 1 through the two fifth connecting parts 503 at the front, and the two sixth connecting parts 504 at the rear of the lower swing arm mounting bracket 5 are connected to the rear of the first beam segment 101 of the two front cabin components 1, forming a reliable four-point fixation.

[0077] Please see Figure 8 , Figure 8 This is a schematic diagram of the lower control arm mounting bracket 5 disclosed in an embodiment of this application. As a specific example, the lower control arm mounting bracket 5 includes two longitudinal support beams 501 and multiple crossbeams 502 connecting the two longitudinal support beams 501. The front ends of the two longitudinal support beams 501 are each provided with a fifth connecting portion 503, and the rear ends of the two longitudinal support beams 501 are each provided with a sixth connecting portion 504. The lower control arm mounting bracket 5 is provided with a suspension lower control arm mounting seat for mounting the suspension lower control arm assembly. In a specific implementation, the lower control arm mounting bracket 5 can be made of die-cast aluminum frame components.

[0078] In some embodiments, one or more lateral connectors include a crossbeam 7, the two ends of which are respectively connected to the front of the side beams of the two forward cabin components 1; one or more lateral connectors include a strut bar 6, the two ends of which are respectively connected to the shock absorber towers 105 of the two forward cabin components 1; one or more lateral connectors include a side beam connector 4, the two ends of which are respectively connected to the rear of the side beams of the two forward cabin components 1.

[0079] Using the above technical solution, the crossbeam 7 connects the front of the side beams of the two front compartment components 1, the strut bar 6 connects the top of the shock absorber towers 105 of the two front compartment components 1, and the side beam connector 4 connects the rear of the side beams of the two front compartment components 1. The crossbeam 7, strut bar 6, and side beam connector 4 are respectively arranged at the front, middle, and rear positions of the front compartment along the vehicle's length, forming a transverse connection system spanning the two front compartment components 1. The crossbeam 7 and side beam connector 4 improve the overall torsional stiffness and bending strength of the front compartment assembly, while the strut bar 6 further enhances the transverse connection stiffness of the top of the shock absorber towers 105, contributing to improved vehicle ride quality and handling stability. As independent and replaceable transverse connectors, the crossbeam 7, strut bar 6, and side beam connector 4 can be selected with corresponding length specifications according to the wheel track adjustment, achieving a unified structure stiffness and wheel track adaptation.

[0080] Please see Figure 3 and Figure 4 As a specific example, the left and right ends of the crossbeam 7 are connected to the two front compartment components 1 by fasteners. More specifically, a seventh connecting part 112 is provided on the inner side of the first beam segment 101, and the end of the crossbeam 7 is detachably connected to the seventh connecting part 112 by fasteners, which can be bolts and nuts.

[0081] In practice, multiple crossbeams 7 can be installed between the two front compartment components 1, for example, two crossbeams 7.

[0082] As a preferred embodiment, a first vehicle-mounted module mounting point 701 is provided on the crossbeam 7, which is used to provide a mounting point for the vehicle-mounted module.

[0083] Please see Figure 3 and Figure 4 As a specific example, the left and right ends of the strut bar 6 are respectively connected to the shock absorber towers 105 on the two front cabin components 1. The shock absorber towers 105 are provided with an eighth connection part 111. The ends of the strut bar 6 are detachably connected to the eighth connection part 111 by fasteners, which can be bolts and nuts.

[0084] In specific implementation, a second vehicle module mounting point 601 is provided on the top bar 6, which is used to provide a mounting point for the vehicle module.

[0085] In practice, the on-board module can be an on-board controller, inverter, DC-DC converter, on-board charger, battery management module, or driver assistance control unit, etc., located in the front compartment.

[0086] Please see Figure 7 , Figure 7This is a schematic diagram of the side beam connector 4 disclosed in an embodiment of this application. As a specific example, the side beam connector 4 is a one-piece die-cast aluminum part. The side beam connector 4 includes a connector body 401 and ninth connecting portions 402 located on the left and right sides of the connector body 401. Both ninth connecting portions 402 are configured to slope inwards from top to bottom, allowing the side beam connector 4 to be inserted from top to bottom between the two front bulkhead portions 106 and fastened together with fasteners. The side beam connector 4 can transmit lateral torque between the two front bulkhead portions 106. The side beam connector 4 can also connect to the middle part of the vehicle floor, allowing for rearward force transmission.

[0087] As a preferred example, the two front bulkhead sections 106 are connected to the side beam connectors 4 to form the lower front bulkhead of the vehicle.

[0088] Please see Figure 1 and Figure 2 The structural features of the front cabin component 1 on the left side of the front cabin assembly are as follows: the second beam segment extends to the left from the front end of the first beam segment 101, and the inclined beam 104 extends to the left from bottom to top.

[0089] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of the front cabin component 1 on the right side of the front cabin assembly disclosed in this application embodiment. The structural features of the front cabin component 1 on the right side of the front cabin assembly are as follows: the second beam segment extends to the right from the front end of the first beam segment 101, and the inclined beam 104 extends inclined to the right from bottom to top.

[0090] Based on the structural characteristics of the second beam segment, multiple vehicle component mounting points can be set on the second beam segment, and the cast second beam segment can provide good support for the vehicle components.

[0091] As a preferred embodiment, mounting points for installing headlight mounting brackets 8 are provided on the second beam segment. The headlight mounting brackets 8 are detachably connected to the second beam segment by fasteners. Installing the headlight mounting brackets 8 on the second beam segment can provide more stable support for the headlights.

[0092] As a preferred example, in order to facilitate the connection of the vehicle's door frame beam, the front compartment assembly also includes two sill connectors 3, which are respectively connected to the third connection portion 107 of the two front compartment components 1.

[0093] In related technologies, wheel-side drive vehicles abandon the traditional engine or integrated electric drive system and chassis transmission system structure, instead using separate wheel assemblies directly connected to the front compartment of the vehicle body to achieve direct drive of the entire vehicle. Wheel-side drive and right-angle steering technology, as highly integrated chassis modules, can be more easily configured for various vehicle models with different wheelbases. The front compartment assembly proposed in this application, on the one hand, provides ample space for wheel assemblies integrating wheel-side drive and / or right-angle steering functions, avoiding limitations on the arrangement of wheel assemblies and / or the range of motion of wheels due to insufficient space; on the other hand, this front compartment assembly can also quickly adjust the relative distance between the left and right front compartment components 1, thereby flexibly adapting to vehicle architectures with different wheelbase specifications, significantly improving the platform's versatility and development efficiency.

[0094] Please see Figure 3 and Figure 4 The assembly process of the front cabin assembly is as follows:

[0095] The two front finger beams 2 are respectively connected to the two front compartment components 1 to realize the closed loop of the open structure of the two front compartment components 1 and enhance the overall rigidity of the two front compartment components 1.

[0096] The two headlight mounting brackets 8 are respectively installed on the two front cabin components 1 to meet the front cabin headlight installation requirements;

[0097] The two sill connectors 3 are respectively installed to the third connection part 107 of the two front cabin components 1 to facilitate the splicing of the front cabin assembly and the sill beam.

[0098] Connect the side beam connector 4, the lower swing arm mounting bracket 5, the top bar 6, and the crossbeam 7 to the two front cabin components 1 respectively to form the front cabin assembly.

[0099] When there is a need for different wheelbase models, the front compartment assembly of different models can be quickly assembled simply by adjusting the width of the lateral connecting parts, thereby enabling the rapid modular development of different models.

[0100] The front compartment assembly proposed in this application has a high degree of integration, which can meet the motion envelope space requirements of the wheel-side drive wheel assembly, effectively avoid the large envelope of the tire's right-angle steering, and also has the characteristics of high strength and light weight.

[0101] In some embodiments, this application provides a vehicle including the vehicle front compartment assembly described in any of the preceding claims.

[0102] In specific implementation, the vehicle can be, but is not limited to, a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), or a new energy vehicle.

[0103] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. A front cabin component, characterized in that, The vehicle includes a side beam and an inclined beam (104). The side beam includes a first beam segment (101) extending along the length of the vehicle and a second beam segment extending from the front end of the first beam segment (101) outward in the width direction of the vehicle. The second beam segment is provided with a first connecting part (109) for connecting the front finger beam (2). The lower end of the inclined beam (104) is connected to the first beam segment (101). The inclined beam (104) extends inclinedly from bottom to top outward in the width direction of the vehicle. The inclined beam (104) is provided with a shock absorber tower (105). The upper end of the inclined beam (104) is provided with a second connecting part (110) for connecting the front finger beam (2). The side beam and the inclined beam (104) together constitute at least a part of the front wheel arch frame.

2. The front cabin component as claimed in claim 1, characterized in that, The cabin side beam also includes a front enclosure (106) connected to the rear side of the first beam segment (101), and the front enclosure (106) is provided with a third connecting part (107) for connecting with the vehicle's sill beam on the outer side in the vehicle width direction.

3. The front cabin component as described in claim 2, characterized in that, The front bulkhead (106) has a fourth connecting part (108) on its inner side in the vehicle width direction for connecting with the side beam connector (4), which is a component that connects the front bulkhead (106) on both sides of the vehicle.

4. The front cabin component as described in claim 3, characterized in that, The third connecting part (107) is disposed obliquely to the rear end of the first beam segment (101), and in the vehicle width direction, the third connecting part (107) is located on the outside of the rear end of the first beam segment (101); the fourth connecting part (108) is disposed obliquely to the rear end of the first beam segment (101), and in the vehicle width direction, the fourth connecting part (108) is located on the outside of the rear end of the first beam segment (101).

5. The front cabin component as claimed in claim 1, characterized in that, The second beam segment includes a transition segment (102) extending outward in the vehicle width direction from the front end of the first beam segment (101) and a transverse segment (103) extending outward in a straight line from the front end of the transition segment (102) in the vehicle width direction.

6. The forward compartment component as claimed in claim 1, characterized in that, The second beam segment includes a collision support for placement on the rear side of the energy-absorbing box of the front collision beam.

7. The forward compartment component as claimed in claim 1, characterized in that, The front cabin component (1) is a one-piece cast part.

8. A vehicle front compartment assembly, characterized in that, The vehicle front compartment assembly includes two front compartment components (1) as described in any one of claims 1-7 and one or more lateral connectors detachably connected between the two front compartment components (1), the two front compartment components (1) being arranged opposite to and spaced apart in the vehicle width direction, the vehicle front compartment assembly being configured to adjust the spacing of the two front compartment components (1) in the vehicle width direction by configuring one or more of the lateral connectors of different lengths.

9. The vehicle front compartment assembly as described in claim 8, characterized in that, The front cabin component (1) is detachably connected to a front finger beam (2), which is detachably connected to the first connecting part (109) of the front cabin component (1) and the second connecting part (110) of the front cabin component (1).

10. The vehicle front compartment assembly as claimed in claim 8, characterized in that, One or more of the lateral connectors include a lower swing arm mounting bracket (5), the front of which is provided with two fifth connecting parts (503) respectively connected to the front of the first beam segment (101) of the two front cabin components (1), and the rear of which is provided with two sixth connecting parts (504) respectively connected to the rear of the first beam segment (101) of the two front cabin components (1).

11. The vehicle front compartment assembly as described in claim 8, characterized in that, One or more of the lateral connectors include a crossbeam (7), the two ends of which are respectively connected to the front of the side beams of the two front cabin components (1); one or more of the lateral connectors include a strut bar (6), the two ends of which are respectively connected to the shock absorber towers (105) of the two front cabin components (1); one or more of the lateral connectors include a side beam connector (4), the two ends of which are respectively connected to the rear of the side beams of the two front cabin components (1).

12. A vehicle, characterized in that, Includes the vehicle front compartment assembly as described in any one of claims 8-11.

Images