Front end structure and vehicle

Abstract

The application discloses a front end structure and a vehicle, the front end structure comprising a cross beam, a first mounting surface and a second mounting surface are arranged on the cross beam, the first mounting surface is horizontally arranged and is provided with a first front bumper upper support mounting point, a bonnet buffer block joint and a headlamp support mounting point; the second mounting surface is vertically arranged and is provided with a bonnet lock mounting point and an actuator left and right mounting point; a support is arranged on each lateral end of the cross beam, each support is provided with a body fixing point for being connected to a vehicle body; each support is provided with a driven air inlet grille middle mounting point and a heat dissipation module upper mounting point; wherein the cross beam and the support are integrally formed magnesium alloy die casting structural members, the front end structure cross beam and the support are integrally die cast by magnesium alloy, multiple types of component mounting points are integrated, the weight is greatly reduced, the matching components and assembly stations are simplified, and the front compartment layout space is optimized.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a front-end structure and vehicle. Background Technology

[0002] The front structure of the automotive engine compartment is a key load-bearing integrated component in the front compartment of the vehicle. Currently, mass-produced front-end frames are mainly divided into two categories: steel welded structures and fiberglass plastic injection-molded structures. Steel front-end frames are stamped and welded, resulting in a large number of parts and a large overall weight, which is not conducive to vehicle lightweighting and increases vehicle energy consumption. Although fiberglass plastic front-end frames achieve a slight weight reduction compared to steel components, they are limited by the mechanical properties of the material and injection molding, resulting in bulky component cross-sections, large space occupation, and relatively large weight.

[0003] Therefore, a front-end structure and vehicle need to be designed to achieve lightweighting. Summary of the Invention

[0004] To address some or all of the aforementioned technical problems in the prior art, this invention proposes a front-end structure and vehicle. This front-end structure features a crossbeam and support integrally die-cast from magnesium alloy, integrating multiple component mounting points. This significantly reduces weight, simplifies the number of components and assembly stations, and optimizes the front compartment layout space.

[0005] According to a first aspect of the present invention, a front-end structure is provided, comprising: A crossbeam, on which a first mounting surface and a second mounting surface are constructed. The first mounting surface is horizontally arranged and has a first front bumper upper bracket mounting point, a hood buffer block joint and a headlight bracket mounting point. The second mounting surface is vertically arranged and has a hood lock mounting point and actuator left and right mounting points. The support consists of two sets, which are respectively disposed at both ends of the transverse beam. Each support is provided with a body fixing point for connecting to the vehicle body. Each support is also provided with an mounting point for the active air intake grille and a mounting point for the heat dissipation module. The crossbeam and the support are integrally formed die-cast structural components of magnesium alloy.

[0006] In one embodiment, the crossbeam is further provided with a third mounting surface and a fourth mounting surface. The third mounting surface is horizontally arranged and has a second front bumper upper bracket mounting point thereon. The fourth mounting surface is vertically arranged and has an active air intake grille mounting point and a heat dissipation module air guide shroud mounting point thereon.

[0007] In one embodiment, the crossbeam comprises a U-shaped channel beam integrally die-cast from magnesium alloy with its opening facing the front of the vehicle, and a vertical plate beam disposed at the opening end of its lower channel wall; the upper channel wall of the U-shaped channel beam is provided with the first mounting surface, the bottom channel wall is provided with the second mounting surface, and the lower channel wall is provided with the third mounting surface; the vertical plate beam is provided with the fourth mounting surface.

[0008] In one embodiment, reinforcing ribs are integrally die-cast into the inner cavity of the U-shaped channel beam.

[0009] In one embodiment, at least one of the first front bumper upper bracket mounting point, the headlight bracket mounting point, and the hood lock mounting point is constructed as a threaded column structure; at least one of the second front bumper upper bracket mounting point, the active air intake grille mounting point, and the heat dissipation module air guide cover mounting point is constructed as a riveted aluminum nut structure.

[0010] In one embodiment, the two ends of the crossbeam are integrally die-cast with magnesium alloy and have longitudinal beams extending to the rear of the vehicle. The two longitudinal beams are arranged symmetrically on the left and right sides, and each longitudinal beam is provided with a front-end structural connection point for connecting and fixing to the vehicle body.

[0011] In one embodiment, the inner side of each of the longitudinal beams is provided with a high-frequency speaker mounting point.

[0012] In one embodiment, each of the supports includes an integrally connected first vertical side extending to the left and right and a second vertical side extending to the front and back. The mounting point on the heat dissipation module is disposed on the first vertical side, and the mounting point in the active air intake grille extends along the front and back direction of the second vertical side.

[0013] In one embodiment, a first horizontally extending foot is provided on the outer side of the second vertical edge, a first connecting hole is provided on the first foot, a flange is provided on the second vertical edge, and a second connecting hole is provided on the front and rear facing vertical surface of the flange, the second connecting hole and the first connecting hole form the vehicle body fixing point.

[0014] In one embodiment, multiple horizontally extending reinforcing ribs are integrally die-cast at the corner where the first and second vertical edges meet, and the multiple reinforcing ribs are arranged at intervals along the vertical direction.

[0015] According to a second aspect of the invention, a vehicle is provided, including a body and the aforementioned front-end structure, the front-end structure being connected to the body.

[0016] Compared with existing technologies, the advantages of this invention are as follows: the crossbeam and the two end supports are integrally die-cast from magnesium alloy. The crossbeam has a horizontal first mounting surface and a vertical second mounting surface, centrally integrating various mounting points such as the front bumper, headlights, and hood lock. The two side supports simultaneously integrate the mounting points for body fixing, radiator cooling modules, and active air intake grilles. The integral die-casting eliminates the need for separately installed components such as headlight crossbeams and front bumper brackets. During assembly, the entire front compartment force transmission path is formed by connecting the supports to the body fixing points. Significant weight reduction is achieved by leveraging the low density of magnesium alloy. Simultaneously, the integral die-casting high-integration design compresses the axial dimensions of the crossbeam, freeing up front compartment storage space. The excellent mechanical properties of magnesium alloy improve the dynamic stiffness of the cooling module installation. Integral molding reduces the number of parts and assembly stations, achieving multiple advantages including lightweight, space utilization, structural rigidity, and assembly efficiency. Attached Figure Description

[0017] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, which will help to understand the purpose and advantages of the present invention, wherein: Figure 1 A perspective view of a front-end structure according to an embodiment of the present invention is shown, wherein the view is of the front end of the vehicle; Figure 2 A perspective view of a front-end structure according to an embodiment of the present invention is shown, wherein the view is of the rear end of the vehicle; Figure 3 The application of a front-end structure according to an embodiment of the present invention in a vehicle is illustrated; Figure 4 A cross-section of the beam of the front end structure according to an embodiment of the present invention is shown.

[0018] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0019] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0020] In the description of this invention, the directions such as up, down, left, right, front, and rear are defined with reference to the normal horizontal driving state of the vehicle. They are only used to clearly define the relative layout of the structure and do not constitute a limitation on the specific structure, installation posture, and protection range of the product. This is a common way of defining the orientation of automotive chassis structure patents in this field.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0022] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0024] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0025] This invention provides a front-end structure. For example... Figures 1 to 4 As shown, the front-end structure includes a crossbeam 1 and two sets of supports 2. The crossbeam 1 and the two sets of supports 2 are integrally die-cast from magnesium alloy. The two sets of supports 2 are symmetrically arranged at both ends of the crossbeam 1 along the left and right sides of the vehicle body, and are symmetrically arranged about the transverse center plane of the crossbeam 1. The crossbeam 1 has a first mounting surface 11 arranged horizontally and a second mounting surface 12 arranged vertically. The first mounting surface 11 extends horizontally along the left and right sides of the vehicle body, and its large surface reference is parallel to the horizontal plane of the entire vehicle. The second mounting surface 12 is oriented towards the front and rear direction of the vehicle body and is approximately perpendicular to the aforementioned first mounting surface 11.

[0026] The first mounting surface 11 is constructed with a first front bumper upper bracket mounting point 111, a hood buffer block connector 112, and a headlight bracket mounting point 113. The second mounting surface 12 is constructed with a hood lock mounting point 121 and actuator left and right mounting points 122. Two sets of supports 2 are respectively fixed to both ends of the transverse beam 1. Each support 2 is formed with a body fixing point 211, an active air intake grille mounting point 212, and a heat dissipation module mounting point 213.

[0027] It needs further explanation that the term "quasi-horizontal" in this application refers to something that is approximately horizontal and generally oriented horizontally, but is not an absolutely horizontal plane. It allows for slight inclinations, local folds, and minor height differences, with the overall main extension direction parallel to the vehicle's horizontal plane. At the same time, "quasi-vertical" refers to something that is approximately vertical and whose main orientation is perpendicular to the vehicle's horizontal plane. It is not a strictly vertical plane and allows for local folds, small angles, and stepped shapes.

[0028] During the vehicle assembly stage, the front-end structure is bolted to the vehicle body via the body fixing points 211 on both side supports 2, completing the overall positioning and installation of this front-end structure. During assembly, the front bumper upper bracket and headlight assembly are correspondingly mounted to the first front bumper upper bracket mounting point 111 and headlight bracket mounting point 113 on the first mounting surface 11 of the crossbeam 1, respectively, with the hood buffer block matching the hood buffer block connector 112. The hood lock and lock body actuator are respectively mounted to the hood lock mounting point 121 and the left and right actuator mounting points 122 on the second mounting surface 12 of the crossbeam 1. The radiator and active air intake grille are respectively mounted to the radiator module mounting point 213 on both side supports 2 and the active air intake grille mounting point 212 in the center.

[0029] The crossbeam 1 and the two side supports 2 are integrally formed to form a continuous load-bearing base. Under vehicle driving and impact conditions, the load is transmitted to the crossbeam 1 through the supports 2 and distributed as a whole. The front compartment is formed by the complete magnesium alloy casting, which supports all front-end auxiliary parts and completes the integrated bearing and force transmission of all front-end accessories.

[0030] In this application, the crossbeam 1 and support 2 are integrally die-cast from magnesium alloy, resulting in a significant weight reduction of up to 70% compared to a steel front-end structure, and a 40% to 50% weight reduction compared to a plastic front-end structure. This significantly achieves overall vehicle lightweighting and reduces energy consumption. The integral die-casting highly integrates various component mounting points, eliminating the need for separate headlight crossbeams, front bumper upper brackets, and other sub-assembly parts, reducing assembly stations and improving overall vehicle assembly efficiency. The excellent mechanical properties of magnesium alloy ensure the dynamic stiffness of the mounting points, optimizing the vehicle's NVH performance.

[0031] In one embodiment, the crossbeam 1 is additionally formed with a third mounting surface 13 and a fourth mounting surface 14. These two mounting surfaces are integrally cast with the crossbeam 1, eliminating the need for subsequent welding, bolting, or other secondary processing, resulting in excellent structural integrity and stress stability.

[0032] The third mounting surface 13 is a horizontally arranged structure, with its overall layout consistent with the first mounting surface 11. Its overall extension direction is parallel to the vehicle's horizontal plane, allowing for minor process tilt angles and localized folded edges, meeting the vehicle assembly tolerance requirements. The third mounting surface 13 features an integrated second front bumper upper bracket mounting point 131. This second front bumper upper bracket mounting point 131 aligns with the first front bumper upper bracket mounting point 111 on the first mounting surface 11, forming a multi-point combined support structure. This allows for all-around limiting and fixing of the front bumper upper bracket, effectively improving the drawbacks of traditional single-point mounting structures such as concentrated stress and large support span. Under conditions of high-speed vehicle travel and minor front-end vibrations, it effectively suppresses slight swaying and offset of the front bumper bracket, significantly improving the assembly rigidity and durability of the front bumper assembly and reducing the risk of front-end noise.

[0033] The fourth mounting surface 14 is a quasi-vertical arrangement structure, with its overall reference facing the front-rear direction of the vehicle. The main body of the plate is roughly perpendicular to the horizontal plane of the vehicle. It is arranged parallel to and independent of the second mounting surface 12, forming a new vertical assembly reference. The fourth mounting surface 14 has mounting points 141 on the active air intake grille and 142 on the heat dissipation module shroud. These two mounting points vertically correspond to mounting points 212 on the active air intake grille and 213 on the heat dissipation module at the support 2, forming a layered three-dimensional assembly structure. The active air intake grille can be fully locked together through these two layers of points, effectively constraining the deformation and displacement of the grille shell and ensuring the opening and closing accuracy and movement stability of the grille blades. After being fixed at dedicated points, the heat dissipation module shroud can be precisely aligned with the heat dissipation module below, improving the working stability and heat dissipation efficiency of the entire vehicle's cooling system.

[0034] This embodiment, by adding a third mounting surface 13 and a fourth mounting surface 14, further integrates the front-end component mounting structure without increasing structural weight or changing the molding process. This eliminates the need for additional independent brackets, adapter supports, and other components, further simplifying the final assembly process and reducing assembly steps and labor costs. Simultaneously, the multi-dimensional integrated mounting structure ensures more uniform load distribution at the front end and more balanced stress on each component, further optimizing the vehicle's front-end NVH performance, improving overall structural reliability and adaptability, and possessing significant engineering application value.

[0035] In one embodiment, the cross-sectional structure of the beam 1 itself is further structurally defined. By optimizing the base structure of the beam 1, the overall structural strength, force transmission efficiency, and installation layout regularity are further improved. In this embodiment, the beam 1 is a one-piece die-cast structure of magnesium alloy, specifically composed of a U-shaped channel beam with an opening facing forward and a vertical plate beam located at the opening end of the lower side wall of the U-shaped channel beam. The U-shaped channel beam and the vertical plate beam are integrally cast without any separate splicing structure, ensuring the continuity and integrity of the overall load-bearing base of the beam 1, and avoiding problems such as stress concentration and loosening of separate parts from the structural source.

[0036] The U-shaped channel beam is the main load-bearing structure of the crossbeam 1. It adopts a channel-shaped cross-section design with the opening facing forward, and is arranged laterally along the left and right sides of the vehicle body. The channel-shaped cross-section possesses excellent bending and torsional mechanical properties, significantly improving the overall structural rigidity compared to a solid beam while reducing weight, thus adapting to the load transfer requirements of complex working conditions such as vehicle impacts and bumps. In this embodiment, through precise partitioning, the functional mounting surfaces are integrated into different positions on the channel walls of the U-shaped channel beam. The outer surface of the upper channel wall of the U-shaped channel beam is formed as the first mounting surface 11. The bottom wall of the U-shaped channel beam is formed as the second mounting surface 12. The lower channel wall of the U-shaped channel beam is formed as the third mounting surface 13. The front reference surface of the vertical beam constitutes the fourth mounting surface 14. By combining U-shaped channel beams and vertical plate beams, four sets of functional installation surfaces are arranged in different structural areas of the crossbeam 1, achieving partitioning and isolation of horizontal and vertical installation benchmarks. Each installation area does not interfere with the others, and the layout is clear, effectively solving the problems of overlapping installation of multiple components, assembly interference, and inconvenient maintenance of traditional integrated crossbeams.

[0037] As can be seen, in this application, by adopting an integrated composite structure design of U-shaped channel beam and vertical plate beam for the crossbeam 1, the advantages of lightweight and high integration of magnesium alloy integral die casting are retained. At the same time, the channel cross-section structure greatly enhances the overall load-bearing and deformation resistance of the crossbeam, optimizes the overall force transmission path at the front end, and enables various accessory loads to be evenly transmitted to the entire crossbeam 1 and the two side supports 2 through different mounting surfaces. This further improves the stability of the front end structure of the vehicle, the assembly accuracy and NVH performance, and the structural design is more reasonable and more adaptable.

[0038] In one embodiment, the U-shaped channel beam has an integrally die-cast reinforcing rib 3 inside the channel cavity. For example, the reinforcing rib 3 adopts a forked distribution structure design, and the reinforcing rib 3 is completely fused with the inner wall of the U-shaped channel beam, without splicing or welding structures. The overall matrix has good continuity, which can give full play to the integrity advantages of magnesium alloy die-casting structure and avoid the defects of easy loosening, falling off and stiffness reduction of split reinforcing structure.

[0039] The forked reinforcing ribs 3 are arranged along the transverse span of the U-shaped channel beam, forming the entire structure based on the upper and lower walls and side walls of the channel cavity. The forked structure of the ribs extends and covers various stress areas of the channel body, providing multi-point support for the cavity of the U-shaped channel beam. This effectively improves the shortcomings of traditional hollow channel beams, such as weak central stiffness, easy collapse under stress, and insufficient bending and torsional resistance. During vehicle operation, when the front end is subjected to bumps, vibrations, airflow impacts, or minor collision loads, the various assembly point loads borne by the U-shaped channel beam can be quickly diverted and dispersed through the forked reinforcing ribs 3. This diffuses the localized concentrated loads to the entire U-shaped channel beam base and then smoothly transfers them to the supports 2 at both ends. This avoids stress accumulation and local deformation in the middle of the crossbeam 1, effectively ensuring the flatness and positioning accuracy of each mounting surface, and preventing problems such as component assembly misalignment, opening and closing jamming, and abnormal noises during driving caused by micro-deformation of the structure.

[0040] Meanwhile, compared to the traditional solid straight rib structure, the forked reinforcing rib layout can achieve efficient reinforcement while minimizing structural weight gain, aligning with the core design concept of lightweight front-end structure. The integrated forked reinforcing rib structure is simple and easy to die-cast, requiring no additional machining or subsequent reinforcement processes. It can be die-cast as a whole with the crossbeam in one piece, effectively controlling production and manufacturing costs.

[0041] In one embodiment, longitudinal beams 4 extending rearward are integrally die-cast at both ends of the transverse beam 1. The two longitudinal beams 4 are symmetrically arranged at both ends of the transverse beam 1 along the left and right sides of the vehicle body, and are symmetrically arranged about the transverse center plane of the transverse beam 1. The longitudinal beams 4, transverse beam 1, and support 2 are integrally manufactured using a magnesium alloy integral die-casting process, without any secondary processing such as separate assembly or welding fastening. The overall structural base is continuous and unified, completely eliminating the defects of loosening, deformation, and abnormal noise associated with separate longitudinal beams. In this embodiment, the longitudinal beams 4 preferably adopt a U-shaped channel cross-section structure. The channel structure is formed using the same process as the U-shaped channel beam structure of the transverse beam 1, resulting in smooth structural connection, stronger mechanical matching, and ensuring excellent bending and compressive structural stiffness while maintaining lightweight design.

[0042] Two sets of longitudinal beams 4 extend rearward along the front-rear direction of the vehicle body. Each longitudinal beam 4 has a front-end structural connection point 41 integrally die-cast on its surface. More specifically, a blocking plate 42 is integrally die-cast at the free end of each longitudinal beam 4 away from the crossbeam 1. The blocking plate 42 is housed inside the U-shaped groove of the longitudinal beam 4, without occupying external installation space, resulting in a neat and compact overall structure. The blocking plate 42 adopts a vertical plate-like structure, with its surface vertically arranged and integrally formed with the groove of the longitudinal beam 4, effectively sealing the opening at the end of the U-shaped groove. This significantly improves the overall structural rigidity and deformation resistance of the end of the longitudinal beam 4, preventing warping and deformation of the free end of the groove under stress. A third connecting hole 43 is provided at the center of the blocking plate 42, forming the aforementioned front-end structural connection point 41. The third connecting hole 43 adopts a formed through-hole structure with high hole position accuracy and a large base bearing thickness. It can be directly and precisely locked to the main body structure of the vehicle body using standard bolts, effectively expanding the connection points and assembly support range between this front-end structure and the vehicle body. This structure forms rear support points through the longitudinal beams 4 at both ends of the crossbeam 1, which together with the bottom fixed points of the support 2 form a multi-point combined fixing structure, creating a balanced and stable three-dimensional fixing system, which greatly improves the assembly stability and positioning accuracy of the overall front-end structure.

[0043] Under conditions of vehicle bumps, frontal pressure, or low-speed collisions, the various loads borne by the crossbeam 1 can be bidirectionally transferred to the vehicle body through the supports 2 at both ends and the longitudinal beam 4, effectively dispersing localized concentrated stress, reducing the deformation of the crossbeam 1, and further improving the overall structural rigidity and fatigue resistance of the front end. Meanwhile, the integrated U-shaped longitudinal beam 4 requires no additional parts for assembly, further simplifying the vehicle assembly process. While ensuring structural strength and assembly reliability, it continues the core advantages of the magnesium alloy integrated die-cast structure: lightweight, high integration, and high assembly efficiency, effectively optimizing the NVH performance and structural durability of the vehicle's front end.

[0044] In one embodiment, high and low frequency speaker mounting points 44 are provided on the inner side panels of each longitudinal beam 4. This arrangement effectively utilizes the unused installation space inside the longitudinal beam 4 to achieve integrated assembly and fixation of the vehicle's high and low frequency speakers. The symmetrically arranged high and low frequency speaker mounting points 44 on the left and right longitudinal beams 4 can respectively assemble the high and low frequency speaker assemblies on the left and right sides of the vehicle. Utilizing the high-strength die-cast base of the longitudinal beam 4 as a load-bearing foundation, compared with the traditional method of external mounting relying on sheet metal brackets, it effectively solves the problems of easy vibration and abnormal noise, low installation rigidity, and easy corrosion and loosening after long-term use of external brackets. At the same time, integrating the speaker mounting points into the inner side of the longitudinal beam 4 can provide lateral protection for the speaker assembly, avoiding the impact of driving airflow, rainwater, and road debris on the life of components, further reducing the number of front-end external components, optimizing the layout regularity of the front compartment, and improving the integration of the front structure and the acoustic assembly stability of the entire vehicle without increasing the overall vehicle weight.

[0045] In one embodiment, both sets of supports 2 are integrally die-cast with a first vertical edge 22 and a second vertical edge 23 that are perpendicular to each other and integrally connected. The first vertical edge 22 extends laterally along the left and right sides of the vehicle body, and the second vertical edge 23 extends longitudinally along the vehicle body. The ends of the first vertical edge 22 and the second vertical edge 23 are seamlessly fused together and integrally formed, together constituting a three-dimensional load-bearing frame structure of the support 2, replacing the traditional single plate support structure, and significantly improving the overall torsional and compressive resistance of the support.

[0046] The mounting points 213 on the heat dissipation module are integrated and arranged on the surface of the first vertical side 22. Utilizing the lateral extension of the first vertical side 22, a stable lateral mounting reference is formed, matching the lateral assembly layout requirements of the radiator and heat dissipation module. The flat surface of the first vertical side 22 provides a large area of ​​support for the heat dissipation module, evenly bearing its own weight and vibration loads during vehicle operation. This avoids problems such as loose assembly, positional misalignment, and abnormal noise caused by the heat dissipation module being suspended for extended periods, effectively ensuring the assembly stability and operational reliability of the front-end heat dissipation system.

[0047] The mounting points 212 in the active air intake grille are neatly arranged along the front-rear extension direction of the second vertical side 23, consistent with the structural orientation of the second vertical side 23, and conforming to the vertical assembly facade layout of the active air intake grille. Since the second vertical side 23 extends along the front-rear direction of the vehicle body, the mounting points can be flexibly arranged according to the size adaptation requirements of the air intake grille, forming a neat front-rear assembly benchmark, matching the locking assembly requirements of the middle position of the active air intake grille, and forming a three-dimensional installation system with the mounting points 141 on the active air intake grille of the upper fourth mounting surface 14, which is vertically aligned and front-rear adapted, effectively constraining the overall assembly posture of the active air intake grille and avoiding assembly defects such as grille shell deformation under stress, opening and closing jamming, and uneven gaps.

[0048] This embodiment achieves a modular layout for the mounting function of the support 2 through the vertically integrated structural design of the first vertical side 22 and the second vertical side 23. The mounting points are independent and each performs its own function, completely solving the drawbacks of traditional integrated support systems, such as concentrated mounting points, superimposed forces, and assembly interference. Simultaneously, the bidirectional vertical side structure significantly improves the spatial structural rigidity of the support 2, allowing for rapid dispersion and transmission of local loads to the entire crossbeam 1 and the vehicle body fixing points, further optimizing the overall force transmission path at the front end. While maintaining the lightweight design of the magnesium alloy integrated die-casting throughout the process, it effectively improves the assembly precision, structural rigidity, and durability of the front-end heat dissipation module and the air intake grille.

[0049] In one embodiment, the second vertical edge 23 of the support 2 is integrally die-cast with a horizontally extending first foot 24. The first foot 24 extends horizontally along the left and right sides of the vehicle body, is vertically connected to the surface of the second vertical edge 23, and is integrally formed without splicing gaps. It has strong structural continuity and can form a stable lateral support base.

[0050] A first connecting hole 241 is provided at the center of the plate of the first support 24. The first connecting hole 241 is a precision-cast through hole that can be directly matched with standard bolts to achieve vertical locking assembly. At the same time, the upper edge of the second vertical edge 23 is integrally formed with an outwardly turned flange 25. The flange 25, the second vertical edge 23, and the first support 24 are integrally die-cast into a single base structure, with uniform and reliable structural strength. The flange 25 has a vertical surface facing the front-rear direction of the vehicle, and a second connecting hole 251 is provided on this vertical surface. The second connecting hole 251 is arranged through the front-rear direction, and its spatial orientation is perpendicular to that of the first connecting hole 241, and their positions are staggered, forming a spatially intersecting two-way fixing structure.

[0051] The first connecting hole 241 and the second connecting hole 251 together form the body fixing point 211 of the support 2, replacing the traditional single-hole fixing method and forming a three-dimensional locking system with horizontal and vertical bidirectional limiting. During assembly, the first connecting hole 241 can achieve vertical clamping and positioning, limiting the vertical movement of the front structure and vertical gap deviation. The second connecting hole 251 can achieve front-rear locking and positioning, limiting the front structure's front-rear swaying and horizontal displacement. The bidirectional holes constrain and limit each other, completely solving the assembly defects such as slight swaying, uneven gaps, and abnormal noises during driving that are prone to occur after the assembly of traditional front structures, and greatly improving the assembly positioning accuracy and fit of the overall structure.

[0052] In this application, the multi-directional loads borne by the support 2 can be bidirectionally distributed through the first foot 24 and the flange 25. The vertical load is received and transferred by the first foot 24, while the forward and backward shear loads are received and dispersed by the flange 25. This effectively avoids problems such as hole deformation, bolt loosening, and stiffness reduction caused by a single fixed hole bearing compound loads for a long time, significantly improving the fatigue resistance and structural durability of the support 2. At the same time, all feet, flanges, and connecting holes are integrally die-cast from magnesium alloy, eliminating the need for secondary machining, welding brackets, and reinforcing shims. While enriching the fixed points and strengthening the structural performance, it still maintains the advantage of lightweight structure.

[0053] In addition, pre-positioning holes 252 are additionally provided on the vertical surfaces of the flange 25 facing the front and rear directions of the vehicle, for precise alignment and rapid pre-assembly in the early stage of vehicle assembly. The pre-positioning holes 252 corresponding to the left and right sets of supports 2 adopt a differentiated hole type matching design. The pre-positioning hole 252 of one support 2 is set as a standard round hole, which serves as the main positioning reference and can achieve precise positioning of the structural center position, limiting multi-dimensional offsets in the lateral and longitudinal directions. The pre-positioning hole 252 of the other support 2 is set as an elongated hole, which can adapt to the small dimensional tolerances in the die casting and vehicle assembly process, effectively compensate for assembly errors, and avoid assembly jamming, alignment difficulties and residual assembly stress caused by over-positioning of the round holes on both sides.

[0054] Multiple horizontally extending reinforcing ribs 5 are integrally die-cast in the junction area of ​​the first vertical edge 22 and the second vertical edge 23. All reinforcing ribs 5 are fused with the base of the first vertical edge 22 and the second vertical edge 23 to form an integral structure without separate connecting structures. This effectively strengthens the overall structural strength of the corner area of ​​the support 2 and improves the structural shortcomings of stress concentration and insufficient torsional stiffness at vertical corner positions. The multiple reinforcing ribs 5 are arranged at intervals along the vertical direction, maintaining a horizontally extending overall shape, and conforming to the overall assembly reference of the support 2. This provides bidirectional support and constraint for the mutually perpendicular first vertical edge 22 and the second vertical edge 23 without significantly increasing the structural self-weight.

[0055] During vehicle operation, the weight and dynamic vibration loads of front-end accessories such as the cooling module and active air intake grille continuously act on the first vertical edge 22 and the second vertical edge 23, easily generating compound torsional loads and localized stress accumulation at the junction of the vertical edges. By deploying multiple horizontal reinforcing ribs 5, the structures of the two vertical edges can be effectively connected, achieving lateral load distribution and uniform transmission, limiting the slight deformation and relative offset of the first vertical edge 22 and the second vertical edge 23, and significantly improving the overall structural torsional resistance and dynamic stiffness of the support 2. At the same time, the one-piece die-cast reinforcing rib 5 structure is simple and regular, does not occupy surrounding assembly space, and will not cause assembly interference, fully adapting to the compact front-end layout, further improving the durability and reliability of the support structure and the NVH performance of the entire vehicle's front end.

[0056] In one embodiment, structural differentiation and adaptation are performed for various installation points on the crossbeam 1, support 2, and longitudinal beam 4. Different connection structures are matched according to the magnitude of the vibration load of the accessories, the frequency of disassembly and assembly, and the differences in the working environment, making the structural design more targeted and practical.

[0057] Among them, at least one of the first front bumper upper bracket mounting point 111, headlight bracket mounting point 113, and hood lock mounting point 121 is a threaded column structure, for example, all of them are constructed as threaded column structures. The threaded column is formed by machining blind hole internal threads. The blind hole threaded column is integrated into the die-cast base of the crossbeam 1. The thread engagement area is a completely closed space, and external moisture, dust, rainwater, and road corrosive media cannot penetrate into the threaded engagement area. This eliminates failure problems such as thread corrosion, scale accumulation, and jamming from the structural source, effectively improving the corrosion resistance and connection durability of the points.

[0058] Correspondingly, at least one of the following: mounting point 131 on the second front bumper upper bracket, mounting point 44 on the high and low frequency speakers, mounting point 141 on the active air intake grille, and mounting point 142 on the heat dissipation module air guide cover, is constructed with a machined aperture followed by a riveted aluminum nut structure. For example, all of them are constructed with a machined aperture followed by a riveted aluminum nut structure. The assembly components corresponding to the above-mentioned points are mostly exposed components under long-term ventilation and heat dissipation conditions, with high humidity and frequent airflow exchange in the working environment, which are prone to dissimilar metal contact corrosion. By secondary precision machining to form standard apertures on the basis of die-casting reference holes, and then using a riveting process to fix aluminum nuts, the aluminum nuts can be used as intermediate transition connectors to effectively isolate the magnesium alloy substrate from the steel standard fastening bolts, completely avoid the risk of galvanic corrosion caused by direct contact between magnesium alloy and steel, protect the magnesium alloy casting substrate from electrochemical corrosion damage, and avoid failures such as substrate corrosion, hole failure, and loose connections. Meanwhile, the rivet aluminum nut connection structure has uniform stress distribution and excellent shock resistance, making it suitable for complex working conditions such as high-frequency vibration of the horn and frequent opening and closing of the air intake grille. It can maintain the tightness preload for a long time and is not prone to loosening or abnormal noise.

[0059] Meanwhile, the hair cap buffer block joint 112 in this structure adopts a pure die-casting molding structure without any machining, completely preserving the original molding surface and original structural shape of the magnesium alloy die casting. The hair cap buffer block does not require high-strength locking connection, and can meet the assembly and usage requirements without machining, which can effectively simplify the processing procedures and reduce production costs.

[0060] This embodiment achieves a comprehensive design effect of corrosion and loosening prevention for high-strength locking points and corrosion and aging resistance for high-frequency vibration points by differentiating the structure of different functional points. While giving full play to the advantages of lightweight and high integration of magnesium alloy integrated die casting, it specifically solves the problems of corrosion failure of magnesium alloy front-end structure, poor thread durability and weak compatibility of dissimilar metals, further improving the assembly quality, durability and NVH control effect of the vehicle front-end structure.

[0061] This application also relates to a vehicle. The vehicle mainly comprises a body and the aforementioned magnesium alloy integrated die-cast front-end structure. The front-end structure is securely assembled to the engine compartment of the front of the body through a multi-point layered docking method, forming an integrated and highly stable front-end load-bearing assembly system. In the specific assembly structure, the front-end structure connection point 41 on the free end end plate 42 of the longitudinal beam 4 is connected and fixed to the reinforcing beam 101 on the wheel arch of the engine compartment of the body, thereby forming the main load-bearing support point on the rear side of the front-end structure. At the same time, the first connecting hole 241 on the first foot 24 of the support 2 is vertically docked and locked to the body anti-collision beam mounting plate 102, and the second connecting hole 251 on the flange 25 of the support 2 is locked and fixed to the body anti-collision beam bracket plate 103 in the front-rear direction, realizing a rigid connection between the front-end structure and the body anti-collision system structure.

[0062] This assembly structure forms a multi-point, three-dimensional coupled force transmission path between the engine compartment wheel arch reinforcement beam 101, the anti-collision beam mounting plate 102, and the anti-collision beam support plate 103. In terms of working principle, it constructs a layered and zoned force-bearing system: the self-weight of each front-end accessory and high-frequency vibration load or impact load such as impact collision are transmitted to the engine compartment wheel arch reinforcement beam 101 through the front-end structural connection point 41; at the same time, the load can be quickly diverted to the anti-collision beam mounting plate 102 and the anti-collision beam support plate 103 through the first connection hole 241 and the second connection hole 251, and the energy is quickly dissipated by the high-strength base of the vehicle body anti-collision structure, avoiding the problem of local deformation and cracking caused by the load being concentrated in a single structural area.

[0063] As can be seen, the front-end structure, through its front-to-back, top-to-bottom, and multi-directional staggered body connection structure, significantly improves the overall assembly rigidity, positioning accuracy, and structural fatigue resistance of the front-end structure, thereby significantly enhancing the stability, collision load-bearing capacity, and NVH performance of the entire vehicle's front-end structure.

[0064] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A front-end structure, characterized in that, include: A crossbeam, on which a first mounting surface and a second mounting surface are constructed. The first mounting surface is horizontally arranged and has a first front bumper upper bracket mounting point, a hood buffer block joint and a headlight bracket mounting point. The second mounting surface is vertically arranged and has a hood lock mounting point and actuator left and right mounting points. The support consists of two sets, which are respectively disposed at both ends of the transverse beam. Each support is provided with a body fixing point for connecting to the vehicle body. Each support is also provided with an mounting point for the active air intake grille and a mounting point for the heat dissipation module. The crossbeam and the support are integrally formed die-cast structural components of magnesium alloy.

2. The front-end structure according to claim 1, characterized in that, The crossbeam is also provided with a third mounting surface and a fourth mounting surface. The third mounting surface is horizontally arranged and has a second front bumper upper bracket mounting point on it. The fourth mounting surface is vertically arranged and has an active air intake grille mounting point and a heat dissipation module air guide shroud mounting point on it.

3. The front-end structure according to claim 2, characterized in that, The crossbeam comprises a U-shaped channel beam with an opening facing the front of the vehicle, integrally die-cast from magnesium alloy, and a vertical plate beam located at the opening end of the lower channel wall; the upper channel wall of the U-shaped channel beam is provided with the first mounting surface, the bottom channel wall is provided with the second mounting surface, and the lower channel wall is provided with the third mounting surface; the vertical plate beam is provided with the fourth mounting surface.

4. The front-end structure according to claim 3, characterized in that, The U-shaped channel beam has reinforcing ribs integrally die-cast into its inner cavity.

5. The front-end structure according to claim 2, characterized in that, At least one of the first front bumper upper bracket mounting point, the headlight bracket mounting point, and the hood lock mounting point has a threaded column structure; at least one of the second front bumper upper bracket mounting point, the active air intake grille mounting point, and the heat dissipation module air guide cover mounting point has a riveted aluminum nut structure.

6. The front-end structure according to any one of claims 1 to 5, characterized in that, The horizontal ends of the crossbeam are integrally die-cast with magnesium alloy and have longitudinal beams extending to the rear of the vehicle. The two longitudinal beams are arranged symmetrically on the left and right sides, and each longitudinal beam is provided with a front-end structural connection point for connecting and fixing to the vehicle body.

7. The front-end structure according to claim 6, characterized in that, Each of the longitudinal beams has a high and low frequency speaker mounting point on its inner side.

8. The front-end structure according to claim 1, characterized in that, Each of the supports includes an integrally connected first vertical side extending to the left and right and a second vertical side extending to the front and back. The mounting point on the heat dissipation module is disposed on the first vertical side, and the mounting point in the active air intake grille extends along the front and back direction of the second vertical side.

9. The front-end structure according to claim 8, characterized in that, The outer side of the second vertical edge is provided with a first horizontally extending foot, the first foot is provided with a first connecting hole, the second vertical edge is provided with a flange, and the front and rear facing vertical surface of the flange is provided with a second connecting hole, the second connecting hole and the first connecting hole form the vehicle body fixing point.

10. The front-end structure according to claim 8, characterized in that, At the corner where the first and second vertical sides meet, multiple horizontally extending reinforcing ribs are integrally die-cast, and these reinforcing ribs are arranged at intervals along the vertical direction.

11. A vehicle, characterized in that, It includes a vehicle body and a front-end structure according to any one of claims 1 to 10, the front-end structure being connected to the vehicle body.

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