Vehicle front end structure and vehicle

Abstract

This invention provides a vehicle front-end structure and a vehicle. The vehicle front-end structure includes: a front longitudinal beam assembly, comprising at least two front longitudinal beam bodies spaced apart along the vehicle width direction; two energy-absorbing box assemblies, each connected to one of the two front longitudinal beam bodies, extending along the length direction of the front longitudinal beam bodies; and a front-end frame assembly, comprising at least a supporting crossbeam and two supporting vertical beams. The supporting crossbeam extends along the vehicle width direction, and the supporting vertical beams extend along the vehicle height direction. The two supporting vertical beams are located at both ends of the supporting crossbeam and connected to it. The supporting crossbeam is connected to the energy-absorbing box assembly. This invention solves the technical problem of insufficient support stiffness in the front-end frame assembly of the prior art.

Description

Technical Field

[0001] This invention relates to the technical field of vehicles, and more specifically, to a vehicle front-end structure and a vehicle. Background Technology

[0002] In existing technologies, the front-end frame assembly of a vehicle is often fixed to the flanged structure of the front longitudinal beam end plate. To improve the vehicle's collision energy absorption performance, the length of the energy-absorbing box needs to be appropriately increased. This forces the front-end frame assembly to be positioned close to the front bumper beam body. Under this layout, the flanged structure on the front longitudinal beam end plate needs to be extended accordingly, resulting in an increase in its cantilever length and a decrease in overall stiffness. This low-stiffness support structure is prone to deformation when subjected to assembly loads or vehicle running vibrations, making it difficult to guarantee the positional accuracy of key mounting points such as the water tank crossbeam and headlight crossbeam on the front-end frame assembly, thereby causing problems with poor matching gaps in the overall vehicle appearance.

[0003] There is currently no good solution to the technical problem of insufficient support rigidity in the front-end framework assembly in existing technologies. Summary of the Invention

[0004] The main objective of this invention is to provide a vehicle front-end structure and vehicle to solve the technical problem of insufficient support stiffness of the front-end frame assembly in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a vehicle front end structure is provided, comprising: a front longitudinal beam assembly, including at least two front longitudinal beam bodies, the two front longitudinal beam bodies being spaced apart along the vehicle width direction; an energy-absorbing box assembly, comprising two energy-absorbing box assemblies, the two energy-absorbing box assemblies being respectively connected to the two front longitudinal beam bodies one-to-one, the energy-absorbing box assemblies extending along the length direction of the front longitudinal beam bodies; and a front end frame assembly, including at least a supporting crossbeam and two supporting vertical beams, the supporting crossbeam extending along the vehicle width direction, the supporting vertical beams extending along the vehicle height direction, the two supporting vertical beams being disposed at both ends of the supporting crossbeam and connected to the supporting crossbeam, and the supporting vertical beams being connected to the energy-absorbing box assembly.

[0006] Furthermore, the supporting vertical beams are welded to the energy-absorbing box assembly via connecting components.

[0007] Furthermore, the connecting assembly includes: a first connector, one end of which is welded to the upper sidewall of the energy-absorbing box assembly, and the other end of which is welded to the outer sidewall of the supporting vertical beam; and a second connector, one end of which is welded to the lower sidewall of the energy-absorbing box assembly, and the other end of which is welded to the outer sidewall of the supporting vertical beam.

[0008] Furthermore, the first connecting member includes: a first connecting section, which is welded to the upper surface of the energy-absorbing box assembly; a second connecting section, which is connected to the first connecting section and is perpendicular to the first connecting section, and is welded to the outer wall of the supporting vertical beam; wherein, a reinforcing rib is provided between the first connecting section and the second connecting section, one end of the reinforcing rib is connected to the first connecting section, and the other end of the reinforcing rib is connected to the second connecting section.

[0009] Furthermore, the edge of the first connecting segment is provided with a first flange, which extends along the length direction of the first connecting segment, and / or the edge of the second connecting segment is provided with a second flange, which extends along the length direction of the second connecting segment.

[0010] Furthermore, the vehicle front end structure also includes: a crash beam that extends along the width of the vehicle, one end of which is detachably connected to one of the two energy-absorbing box assemblies, and the other end of which is detachably connected to the other of the two energy-absorbing box assemblies.

[0011] Furthermore, the anti-collision beam is provided with a mounting groove with one end open. The mounting groove extends through the length of the anti-collision beam, and part of the energy-absorbing box assembly extends into the mounting groove. Fasteners pass through the anti-collision beam and the energy-absorbing box assembly and lock the anti-collision beam and the energy-absorbing box assembly together.

[0012] Furthermore, the anti-collision beam includes: a first component segment extending along the length of the vehicle; a second component segment connected to one end of the first component segment, the second component segment and the first component segment forming a first angle, the second component segment extending along the length of the first component segment, and the second component segment being locked to the upper side wall of the energy-absorbing box assembly by a first fastener; and a third component segment connected to the other end of the first component segment, the third component segment and the first component segment forming a second angle, the third component segment extending along the length of the first component segment, the third component segment being positioned opposite to the second component segment, the first component segment, the second component segment, and the third component segment forming an mounting groove, and the third component segment being locked to the lower side wall of the energy-absorbing box assembly by a second fastener.

[0013] Furthermore, the edge of the second component segment is provided with a third flange, which extends along the length direction of the second component segment, and / or the edge of the third component segment is provided with a fourth flange, which extends along the length direction of the third component segment.

[0014] Furthermore, the edge of the energy-absorbing box assembly is provided with a fifth flange, which extends along the width direction of the vehicle and is locked to the first assembly section by a third fastener.

[0015] Furthermore, the edge of the energy-absorbing box assembly is provided with a sixth flange, which extends along the width direction of the vehicle. The sixth flange and the fifth flange are distributed at intervals along the width direction of the vehicle. The sixth flange is locked to the first assembly section by a fourth fastener.

[0016] Furthermore, a tow hook connecting plate is provided at one end of the energy-absorbing box assembly away from the front longitudinal beam body. The tow hook connecting plate is connected to the energy-absorbing box assembly. A tow hook locking nut is provided on the tow hook connecting plate. At least part of the tow hook locking nut is located in the mounting groove of the anti-collision beam. The anti-collision beam is provided with a clearance through hole for the tow hook to extend into the mounting groove and connect with the tow hook locking nut.

[0017] Furthermore, the edge of the tow hook connecting plate is provided with a connecting flange, which extends into the energy absorption box assembly and is welded to the energy absorption box assembly. Part of the connecting flange is locked to the anti-collision beam and the energy absorption box assembly by fasteners.

[0018] According to one aspect of the present invention, a vehicle is provided, the vehicle including the aforementioned vehicle front end structure.

[0019] By applying the technical solution of this invention, the front frame assembly is connected to the energy-absorbing box assembly through a supporting vertical beam. The energy-absorbing box assembly has a compact structure and high rigidity, providing highly reliable rigid support for the front frame assembly. It can effectively resist assembly loads and vibrations, ensuring the positional accuracy of key mounting points such as the water tank crossbeam and headlight crossbeam on the front frame assembly, thereby avoiding poor matching gaps in the overall vehicle appearance and solving the technical problem of insufficient support rigidity of the front frame assembly in the prior art. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0021] Figure 1 A schematic diagram of the vehicle front-end structure in the first embodiment of this application is shown;

[0022] Figure 2 A schematic diagram of the vehicle front-end structure in the second embodiment of this application is shown;

[0023] Figure 3 A schematic diagram of the vehicle front-end structure in the third embodiment of this application is shown;

[0024] Figure 4 An assembly diagram of the anti-collision beam, tow hook connecting plate, and energy-absorbing box assembly in this application is shown;

[0025] Figure 5 This paper shows an assembly diagram of the energy-absorbing box assembly and the supporting vertical beam in this application.

[0026] The above figures include the following reference numerals:

[0027] 1. Front longitudinal beam assembly;

[0028] 11. Front longitudinal beam body; 12. Front cabin crossbeam;

[0029] 2. Energy-absorbing box assembly;

[0030] 21. Energy-absorbing box body; 22. Energy-absorbing box end plate; 23. Fifth flange; 24. Sixth flange;

[0031] 3. Front-end framework assembly;

[0032] 31. Supporting horizontal beam; 32. Supporting vertical beam; 33. Reinforcing beam;

[0033] 41. First connector;

[0034] 411, First connecting segment; 4111, First flange;

[0035] 412. Second connecting segment; 4121. Second flange;

[0036] 413. Reinforcing ribs;

[0037] 42. Second connecting component;

[0038] 5. Anti-collision beam;

[0039] 51. First section; 511. Avoidance through hole;

[0040] 52. Second section; 521. Third edge flip;

[0041] 53. The third section; 531. The fourth edge;

[0042] 6. Tow hook connecting plate;

[0043] 61. Connecting flange; 62. Drag hook locking nut. Detailed Implementation

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0046] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0047] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0048] Combination Figures 1 to 5 As shown, according to a specific embodiment of this application, a vehicle front-end structure is provided.

[0049] Specifically, the vehicle's front-end structure includes: a front longitudinal beam assembly 1, an energy-absorbing box assembly 2, and a front-end frame assembly 3. The front longitudinal beam assembly 1 includes at least two front longitudinal beam bodies 11, which are spaced apart along the vehicle's width direction. There are two energy-absorbing box assemblies 2, each connected to one of the two front longitudinal beam bodies 11 in a corresponding manner, extending along the length of the front longitudinal beam bodies 11. The front-end frame assembly 3 includes at least a supporting crossbeam 31 and two supporting vertical beams 32. The supporting crossbeam 31 extends along the vehicle's width direction, and the supporting vertical beams 32 extend along the vehicle's height direction. The two supporting vertical beams 32 are located at both ends of the supporting crossbeam 31 and connected to it. The supporting vertical beams 32 are connected to the energy-absorbing box assembly 2.

[0050] In the embodiments of this application, the front frame assembly 3 is connected to the energy-absorbing box assembly 2 via a support vertical beam 32. The energy-absorbing box assembly 2 has a compact structure and high rigidity, providing highly reliable rigid support for the front frame assembly 3. It can effectively resist assembly loads and vibrations, ensuring the positional accuracy of key mounting points such as the water tank upper crossbeam and headlight crossbeam on the front frame assembly 3, thereby avoiding poor matching gaps in the overall vehicle appearance and solving the technical problem of insufficient support rigidity of the front frame assembly 3 in the prior art.

[0051] In one embodiment of this application, the support beam 32 is welded to the energy-absorbing box assembly 2 via a connecting component.

[0052] In the embodiments of this application, on the one hand, the supporting vertical beam 32 is welded to the energy-absorbing box assembly 2. Compared with other connection methods, welding not only improves the connection stability between the supporting vertical beam 32 and the energy-absorbing box assembly 2, but also effectively eliminates the assembly gap between the supporting vertical beam 32 and the energy-absorbing box assembly 2, ensuring the long-term stability of the structural dimensions. This further guarantees the positional accuracy of key mounting points on the front-end frame assembly 3 and improves the overall vehicle appearance matching quality. On the other hand, the connecting component, as an adapter, can provide a larger welding contact area, further improving the connection stability between the supporting vertical beam 32 and the energy-absorbing box assembly 2.

[0053] Furthermore, the connecting assembly includes a first connector 41 and a second connector 42. One end of the first connector 41 is welded to the upper sidewall of the energy-absorbing box assembly 2, and the other end of the first connector 41 is welded to the outer sidewall of the supporting vertical beam 32. One end of the second connector 42 is welded to the lower sidewall of the energy-absorbing box assembly 2, and the other end of the second connector 42 is welded to the outer sidewall of the supporting vertical beam 32.

[0054] In the embodiments of this application, the first connector 41 is welded to the upper side wall of the energy-absorbing box assembly 2, and the second connector 42 is welded to the lower side wall of the energy-absorbing box assembly 2. That is, the first connector 41 and the second connector 42 are distributed at intervals along the height direction of the supporting vertical beam 32 to form a multi-point support system, which can effectively disperse assembly stress and collision load, further suppress deformation of the connection part, enhance the connection stiffness and torsional performance between the supporting vertical beam 32 and the energy-absorbing box assembly 2, ensure the structural stability of the front frame assembly 3, and thus ensure the positional accuracy of the key mounting points on the front frame assembly 3.

[0055] Further, the first connecting member 41 includes: a first connecting section 411 and a second connecting section 412. The first connecting section 411 is welded to the upper surface of the energy-absorbing box assembly 2, and the second connecting section 412 is connected to the first connecting section 411 and perpendicular to the first connecting section 411. The second connecting section 412 is welded to the outer wall of the supporting vertical beam 32. A reinforcing rib 413 is provided between the first connecting section 411 and the second connecting section 412. One end of the reinforcing rib 413 is connected to the first connecting section 411, and the other end of the reinforcing rib 413 is connected to the second connecting section 412.

[0056] In the embodiments of this application, the first connecting segment 411 and the second connecting segment 412 are perpendicular. The first connecting segment 411 can extend along the width direction of the energy-absorbing box assembly 2, and the second connecting segment 412 can extend along the height direction of the supporting vertical beam 32. That is, the first connecting segment 411 and the second connecting segment 412 can provide sufficient welding area, thereby improving the connection stability between the supporting vertical beam 32 and the energy-absorbing box assembly 2. The reinforcing rib 413 is connected between the first connecting segment 411 and the second connecting segment 412, which can effectively suppress welding deformation at the connection and ensure the angular stability between the first connecting segment 411 and the second connecting segment 412, thereby ensuring the long-term reliability of the installation accuracy of the supporting vertical beam 32.

[0057] like Figure 1 , Figure 2 , Figure 3 , Figure 5 As shown, the supporting vertical beam 32 is welded to the energy-absorbing box assembly 2 via a connecting assembly. The connecting assembly includes a first connecting member 41 and a second connecting member 42, which are spaced apart along the height direction of the supporting vertical beam 32. The first connecting member 41 is located above the second connecting member 42. The first connecting member 41 and the second connecting member 42 have the same structure, both being L-shaped plates. Both the first connecting member 41 and the second connecting member 42 include a first connecting segment 411 and a second connecting segment 412 that are connected to each other. The second connecting segment 412 is perpendicular to the first connecting segment 411, and the connection between the second connecting segment 412 and the first connecting segment 411 is rounded. A reinforcing rib 413 is connected between the first connecting segment 411 and the second connecting segment 412.

[0058] like Figure 3 , Figure 5As shown, the energy-absorbing box assembly 2 includes an energy-absorbing box body 21 and an energy-absorbing box end plate 22. The energy-absorbing box end plate 22 is welded to the rear end face of the energy-absorbing box body 21, and the energy-absorbing box assembly 2 is screwed to the front end plate of the front longitudinal beam body 11 through the energy-absorbing box end plate 22. The first connecting section 411 of the first connecting member 41 is welded to the upper side wall of the energy-absorbing box body 21, and the second connecting section 412 of the first connecting member 41 extends upward along the height direction of the supporting vertical beam 32 and is welded to the outer side wall of the supporting vertical beam 32. The first connecting section 411 of the second connecting member 42 is welded to the lower side wall of the energy-absorbing box body 21, and the second connecting section 412 of the second connecting member 42 extends downward along the height direction of the supporting vertical beam 32 and is welded to the outer side wall of the supporting vertical beam 32.

[0059] Furthermore, the edge of the first connecting segment 411 is provided with a first flange 4111, which extends along the length direction of the first connecting segment 411, and / or the edge of the second connecting segment 412 is provided with a second flange 4121, which extends along the length direction of the second connecting segment 412.

[0060] In the embodiments of this application, the flange design increases the bending stiffness of the connecting section by increasing the moment of inertia of the cross section, thereby enhancing the structural strength of the connecting section. This reinforced structure can effectively resist welding thermal stress, suppress welding deformation, ensure the dimensional stability of the connection between the supporting vertical beam 32 and the energy-absorbing box assembly 2, and thus ensure the installation accuracy of the front frame assembly 3.

[0061] like Figure 1 , Figure 2 , Figure 3 As shown, the first connector 41 and the second connector 42 have the same structure, both being L-shaped plates. The first connecting segment 411 of the first connector 41 has a first flange 4111 at its edge, extending along the length of the first connecting segment 411. Similarly, the second connecting segment 412 of the first connector 41 has a second flange 4121 at its edge, extending along the length of the second connecting segment 412. Likewise, the first connecting segment 411 of the second connector 42 has a first flange 4111 at its edge, extending along the length of the first connecting segment 411. The second connecting segment 412 of the second connector 42 also has a second flange 4121 at its edge, extending along the length of the second connecting segment 412.

[0062] In related technologies, the anti-collision beam 5 and the energy-absorbing box assembly 2 are connected by welding to form an integrated anti-collision beam 5 assembly structure, which is supplied as a whole. This has the following problems: the anti-collision beam 5 assembly needs to be supplied after electrophoresis at the supplier and assembled in the final assembly workshop, resulting in a higher cost per vehicle; if the anti-collision beam 5 is not removed during the final assembly stage, the operators will be unable to access the front compartment, thus affecting the final assembly operation of the front compartment; if the anti-collision beam 5 is removed during the final assembly stage, and then welded to the energy-absorbing box assembly 2 after the final assembly of the front compartment is completed, the welding deformation and assembly gap error between the anti-collision beam 5 and the energy-absorbing box assembly 2 will be directly transmitted to the energy-absorbing box assembly 2, which will make it difficult to guarantee the positional accuracy of the main mounting points on the front frame assembly 3.

[0063] In another embodiment of this application, the vehicle front end structure further includes: a crash beam 5, which extends along the width of the vehicle, one end of which is detachably connected to one of the two energy-absorbing box assemblies 2, and the other end of which is detachably connected to the other of the two energy-absorbing box assemblies 2.

[0064] In the embodiments of this application, the anti-collision beam 5 is detachably connected to the energy-absorbing box assembly 2, allowing the anti-collision beam 5 to be pre-mounted in the body-in-white compartment for on-board electrophoresis, eliminating the need for a separate black paint electrophoresis process and reducing the cost per vehicle. The detachable connection between the anti-collision beam 5 and the energy-absorbing box assembly 2 keeps the front compartment space open during the early stages of final assembly, allowing operators to freely enter the front compartment for installation, thus solving the assembly difficulties caused by the integrated structure. The detachable connection between the anti-collision beam 5 and the energy-absorbing box assembly 2 prevents the thermal deformation and gap errors caused by welding after final assembly from being directly transmitted to the front frame assembly 3. The accuracy of the key mounting points of the front frame assembly 3 is ensured by the fixture positioning during the welding stage, solving the problem of poor appearance matching gaps caused by post-welding.

[0065] Furthermore, the anti-collision beam 5 is provided with an installation groove with one end open. The installation groove extends through the length of the anti-collision beam 5, and part of the energy-absorbing box assembly 2 extends into the installation groove. Fasteners pass through the anti-collision beam 5 and the energy-absorbing box assembly 2, and lock the anti-collision beam 5 and the energy-absorbing box assembly 2.

[0066] In the embodiments of this application, on the one hand, a portion of the energy-absorbing box assembly 2 extends into the mounting groove, that is, the anti-collision beam 5 partially wraps around the energy-absorbing box assembly 2, which helps to increase the contact area between the two and thus increase the connection strength between them; on the other hand, the anti-collision beam 5 partially wraps around the energy-absorbing box assembly 2, which can effectively disperse the collision load.

[0067] Further, the anti-collision beam 5 comprises: a first constituent section 51, a second constituent section 52 and a third constituent section 53. The first constituent section 51 extends along the longitudinal direction of the vehicle, the second constituent section 52 is connected to one end of the first constituent section 51, the second constituent section 52 is arranged at a first included angle with the first constituent section 51, the second constituent section 52 extends along the length direction of the first constituent section 51, and the second constituent section 52 is locked to the upper side wall of the energy-absorbing box assembly 2 through a first fastener; the third constituent section 53 is connected to the other end of the first constituent section 51, the third constituent section 53 is arranged at a second included angle with the first constituent section 51, the third constituent section 53 extends along the length direction of the first constituent section 51, the third constituent section 53 is arranged opposite to the second constituent section 52, the first constituent section 51, the second constituent section 52 and the third constituent section 53 enclose to form a mounting groove, and the third constituent section 53 is locked to the lower side wall of the energy-absorbing box assembly 2 through a second fastener.

[0068] In the embodiments of the present application, the anti-collision beam 5 has a three-section structure, and the lower and upper two constituent sections are respectively locked with the energy-absorbing box assembly 2 through fasteners to form a multi-point support system, which effectively disperses collision loads and suppresses deformation.

[0069] As shown in Figure 1 , Figure 2 , Figure 4 , the anti-collision beam 5 has a "several"-shaped structure, and the anti-collision beam 5 comprises a first constituent section 51, a second constituent section 52 and a third constituent section 53; the first constituent section 51 extends along the longitudinal direction of the vehicle, the second constituent section 52 is connected to the upper end of the first constituent section 51, the second constituent section 52 extends along the length direction of the first constituent section 51 and is perpendicular to the first constituent section 51; the third constituent section 53 is connected to the lower end of the first constituent section 51, the third constituent section 53 extends along the length direction of the first constituent section 51 and is perpendicular to the first constituent section 51, the third constituent section 53 and the second constituent section 52 are arranged opposite to each other in the up-down direction, and the first constituent section 51, the second constituent section 52 and the third constituent section 53 enclose to form a mounting groove with an opening at one end.

[0070] As shown in Figure 4 , part of the energy-absorbing box body 21 extends into the mounting groove of the anti-collision beam 5, the upper side wall of the energy-absorbing box body 21 is attached to the second constituent section 52, and the first fastener (such as a bolt) sequentially passes through the second constituent section 52 and the upper side wall of the energy-absorbing box body 21 to realize the locking of the second constituent section 52 and the energy-absorbing box body 21, wherein there may be a plurality of first fasteners, and the plurality of first fasteners are distributed at intervals along the length direction of the second constituent section 52; the lower side wall of the energy-absorbing box body 21 is attached to the third constituent section 53, and the second fastener (such as a bolt) sequentially passes through the third constituent section 53 and the lower side wall of the energy-absorbing box body 21 to realize the locking of the third constituent section 53 and the energy-absorbing box body 21, wherein there may be a plurality of second fasteners, and the plurality of second fasteners are distributed at intervals along the length direction of the third constituent section 53.

[0071] Furthermore, the edge of the second component segment 52 is provided with a third flange 521, which extends along the length direction of the second component segment 52, and / or the edge of the third component segment 53 is provided with a fourth flange 531, which extends along the length direction of the third component segment 53.

[0072] In the embodiments of this application, the flange design increases the bending stiffness of the component segment by increasing the moment of inertia of the cross section, thereby enhancing the structural strength of the component segment. This reinforced design can effectively resist local stress during assembly and collision processes and suppress the deformation of the anti-collision beam 5.

[0073] like Figure 4 As shown, the edge of the second component segment 52 is provided with a third flange 521, which is perpendicular to the second component segment 52 and extends along the length direction of the second component segment 52. Furthermore, the edge of the third component segment 53 is provided with a fourth flange 531, which is perpendicular to the third component segment 53 and extends along the length direction of the third component segment 53.

[0074] Furthermore, the edge of the energy-absorbing box assembly 2 is provided with a fifth flange 23, which extends along the width direction of the vehicle and is locked to the first component section 51 by a third fastener.

[0075] In the embodiments of this application, the fifth flange 23 increases the connection area between the energy-absorbing box assembly 2 and the anti-collision beam 5, which not only improves the connection strength between the two, but also effectively disperses the collision load and suppresses structural deformation.

[0076] Furthermore, the edge of the energy-absorbing box assembly 2 is also provided with a sixth flange 24, which extends along the width direction of the vehicle. The sixth flange 24 and the fifth flange 23 are distributed at intervals along the width direction of the vehicle. The sixth flange 24 is locked to the first component section 51 by a fourth fastener.

[0077] In the embodiments of this application, the setting of the sixth flange 24 further increases the connection area between the energy-absorbing box assembly 2 and the anti-collision beam 5, which can not only improve the connection strength between the two, but also effectively disperse the collision load and suppress structural deformation.

[0078] like Figure 3As shown, the end of the energy-absorbing box body 21 away from the energy-absorbing box end plate 22 is provided with a fifth flange 23 and a sixth flange 24. The fifth flange 23 is located at the edge of the left side wall of the energy-absorbing box body 21, and the sixth flange 24 is located at the edge of the right side wall of the energy-absorbing box body 21. The fifth flange 23 and the sixth flange 24 are distributed at intervals along the vehicle width direction, and both the fifth flange 23 and the sixth flange 24 extend along the vehicle width direction. The fifth flange 23 is locked to the first component section 51 by a third fastener (such as a bolt), and the sixth flange 24 is locked to the first component section 51 by a fourth fastener (such as a bolt).

[0079] In yet another embodiment of this application, as Figure 2 , Figure 3 As shown, the end of the energy-absorbing box assembly 2 away from the front longitudinal beam body 11 is provided with a tow hook connecting plate 6. The tow hook connecting plate 6 is connected to the energy-absorbing box assembly 2. The tow hook connecting plate 6 is provided with a tow hook locking nut 62. At least part of the tow hook locking nut 62 is located in the mounting groove of the anti-collision beam 5. The anti-collision beam 5 is provided with a clearance through hole 511 for the tow hook to extend into the mounting groove and connect with the tow hook locking nut 62.

[0080] In the embodiments of this application, the tow hook connecting plate 6 is integrated on the energy absorption box assembly 2, and the force on the tow hook is directly transmitted to the energy absorption box assembly 2 and the front longitudinal beam body 11, which has a short transmission path and high efficiency.

[0081] Furthermore, the edge of the tow hook connecting plate 6 is provided with a connecting flange 61, which extends into the energy absorption box assembly 2 and is welded to the energy absorption box assembly 2. Part of the connecting flange 61 is locked to the anti-collision beam 5 and the energy absorption box assembly 2 by fasteners.

[0082] In the embodiments of this application, part of the connecting flange 61 is locked to the anti-collision beam 5 and the energy-absorbing box assembly 2 by fasteners, forming multiple connecting sections, which further improves the connection strength between the tow hook connecting plate 6 and the energy-absorbing box assembly 2, effectively dispersing the force on the tow hook and preventing cracking or deformation at the connection.

[0083] like Figure 4 As shown, the edge of the tow hook connecting plate 6 is provided with a connecting flange 61. The connecting flange 61 extends into the interior of the energy-absorbing box body 21 and is welded to the inner side wall of the energy-absorbing box body 21. Part of the connecting flange 61 is locked to the anti-collision beam 5 and the energy-absorbing box body 21 by a first fastener, that is, the first fastener (such as a bolt) passes through the second component section 52, the upper side wall of the energy-absorbing box body 21 and the connecting flange 61 in sequence to lock the three together. Part of the connecting flange 61 is locked to the anti-collision beam 5 and the energy-absorbing box body 21 by a second fastener, that is, the second fastener (such as a bolt) passes through the third component section 53, the lower side wall of the energy-absorbing box body 21 and the connecting flange 61 in sequence to lock the three together.

[0084] Furthermore, such as Figure 1As shown, the front longitudinal beam assembly 1 also includes a front compartment crossbeam 12, which extends along the width of the vehicle and connects the two front longitudinal beam bodies 11 to improve the structural strength of the front longitudinal beam assembly 1.

[0085] Furthermore, such as Figure 1 As shown, the front frame assembly 3 also includes a reinforcing beam 33, one end of which is screwed to the supporting crossbeam 31, and the other end of which is screwed to the anti-collision beam 5, in order to improve the overall strength of the front structure of the vehicle.

[0086] According to another specific embodiment of this application, a vehicle is provided, the vehicle including the vehicle front end structure of the above embodiments.

[0087] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0088] 1. The front frame assembly 3 is connected to the energy absorption box assembly 2 through the support vertical beam 32. The energy absorption box assembly 2 has a compact structure and high rigidity, providing highly reliable rigid support for the front frame assembly 3. It can effectively resist assembly loads and vibrations, and ensure the positional accuracy of key mounting points such as the water tank upper crossbeam and headlight crossbeam on the front frame assembly 3, thereby avoiding poor matching gaps in the overall vehicle appearance.

[0089] 2. The anti-collision beam 5 is detachably connected to the energy-absorbing box assembly 2, allowing the anti-collision beam 5 to be pre-attached in the body-in-white compartment for on-board electrophoresis, eliminating the need for separate black paint electrophoresis process and reducing the cost per vehicle.

[0090] 3. The anti-collision beam 5 is detachably connected to the energy-absorbing box assembly 2. The front compartment space remains open during the early stages of final assembly, allowing operators to freely enter the front compartment to install the interior, thus solving the assembly difficulties caused by the integrated structure.

[0091] 4. The anti-collision beam 5 is detachably connected to the energy-absorbing box assembly 2, which avoids the thermal deformation and gap error caused by welding after final assembly from being directly transmitted to the front frame assembly 3. The accuracy of the key installation points of the front frame assembly 3 is guaranteed by the fixture positioning during the welding stage, which solves the problem of poor appearance matching gap caused by post-welding.

[0092] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0093] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0094] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0095] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A vehicle front-end structure, characterized in that, include: The front longitudinal beam assembly (1) includes at least two front longitudinal beam bodies (11), which are spaced apart along the vehicle width direction; Energy-absorbing box assembly (2), there are two energy-absorbing box assemblies (2), and the two energy-absorbing box assemblies (2) are respectively connected to the two front longitudinal beam bodies (11) one by one. The energy-absorbing box assembly (2) extends along the length direction of the front longitudinal beam body (11). The front frame assembly (3) includes at least a support crossbeam (31) and two support vertical beams (32). The support crossbeam (31) extends along the width direction of the vehicle, and the support vertical beams (32) extend along the height direction of the vehicle. The two support vertical beams (32) are respectively located at both ends of the support crossbeam (31) and connected to the support crossbeam (31). The support vertical beams (32) are connected to the energy absorption box assembly (2).

2. The vehicle front-end structure according to claim 1, characterized in that, The supporting vertical beam (32) is welded to the energy-absorbing box assembly (2) via a connecting component.

3. The vehicle front-end structure according to claim 2, characterized in that, The connection component includes: The first connector (41) has one end welded to the upper side wall of the energy-absorbing box assembly (2) and the other end welded to the outer side wall of the supporting vertical beam (32). The second connector (42) has one end welded to the lower side wall of the energy-absorbing box assembly (2) and the other end welded to the outer side wall of the support beam (32).

4. The vehicle front-end structure according to claim 3, characterized in that, The first connector (41) includes: The first connecting section (411) is welded to the upper surface of the energy-absorbing box assembly (2); The second connecting section (412) is connected to the first connecting section (411), the second connecting section (412) is perpendicular to the first connecting section (411), and the second connecting section (412) is welded to the outer wall of the supporting vertical beam (32); A reinforcing rib (413) is provided between the first connecting segment (411) and the second connecting segment (412). One end of the reinforcing rib (413) is connected to the first connecting segment (411), and the other end of the reinforcing rib (413) is connected to the second connecting segment (412).

5. The vehicle front-end structure according to claim 4, characterized in that, The first connecting segment (411) has a first flange (4111) at its edge, the first flange (4111) extending along the length direction of the first connecting segment (411), and / or, the second connecting segment (412) has a second flange (4121) at its edge, the second flange (4121) extending along the length direction of the second connecting segment (412).

6. The vehicle front-end structure according to any one of claims 1-5, characterized in that, The vehicle front-end structure also includes: The anti-collision beam (5) extends along the width of the vehicle. One end of the anti-collision beam (5) is detachably connected to one of the two energy-absorbing box assemblies (2), and the other end of the anti-collision beam (5) is detachably connected to the other of the two energy-absorbing box assemblies (2).

7. The vehicle front-end structure according to claim 6, characterized in that, The anti-collision beam (5) is provided with an installation groove with one end open. The installation groove extends through the length of the anti-collision beam (5). Part of the energy-absorbing box assembly (2) extends into the installation groove. Fasteners pass through the anti-collision beam (5) and the energy-absorbing box assembly (2) and lock the anti-collision beam (5) and the energy-absorbing box assembly (2) together.

8. The vehicle front-end structure according to claim 7, characterized in that, The anti-collision beam (5) includes: The first component segment (51) extends along the length of the vehicle; The second component segment (52) is connected to one end of the first component segment (51). The second component segment (52) is set at a first angle to the first component segment (51). The second component segment (52) extends along the length direction of the first component segment (51). The second component segment (52) is locked to the upper side wall of the energy-absorbing box assembly (2) by a first fastener. The third component segment (53) is connected to the other end of the first component segment (51). The third component segment (53) is set at a second included angle with the first component segment (51). The third component segment (53) extends along the length direction of the first component segment (51). The third component segment (53) is set opposite to the second component segment (52). The first component segment (51), the second component segment (52) and the third component segment (53) surround and form the mounting groove. The third component segment (53) is locked to the lower side wall of the energy-absorbing box assembly (2) by a second fastener.

9. The vehicle front-end structure according to claim 8, characterized in that, The edge of the second component segment (52) is provided with a third flange (521) which extends along the length direction of the second component segment (52), and / or the edge of the third component segment (53) is provided with a fourth flange (531) which extends along the length direction of the third component segment (53).

10. The vehicle front-end structure according to claim 8 or 9, characterized in that, The edge of the energy-absorbing box assembly (2) is provided with a fifth flange (23), which extends along the width direction of the vehicle and is locked to the first component section (51) by a third fastener.

11. The vehicle front-end structure according to claim 10, characterized in that, The edge of the energy-absorbing box assembly (2) is also provided with a sixth flange (24), which extends along the width direction of the vehicle. The sixth flange (24) and the fifth flange (23) are distributed at intervals along the width direction of the vehicle. The sixth flange (24) is locked to the first component section (51) by a fourth fastener.

12. The vehicle front-end structure according to claim 7, characterized in that, The end of the energy-absorbing box assembly (2) away from the front longitudinal beam body (11) is provided with a tow hook connecting plate (6). The tow hook connecting plate (6) is connected to the energy-absorbing box assembly (2). The tow hook connecting plate (6) is provided with a tow hook locking nut (62). At least part of the tow hook locking nut (62) is located in the mounting groove of the anti-collision beam (5). The anti-collision beam (5) is provided with a clearance through hole (511) for the tow hook to extend into the mounting groove to connect with the tow hook locking nut (62).

13. The vehicle front-end structure according to claim 12, characterized in that, The edge of the tow hook connecting plate (6) is provided with a connecting flange (61). The connecting flange (61) extends into the energy-absorbing box assembly (2) and is welded to the energy-absorbing box assembly (2). Part of the connecting flange (61) is locked to the anti-collision beam (5) and the energy-absorbing box assembly (2) by the fastener.

14. A vehicle, characterized in that, The vehicle includes the vehicle front-end structure as described in any one of claims 1-13.

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