Front wall structure and vehicle with same

Abstract

The utility model discloses a front wall structure and a vehicle with the front wall structure. The front wall structure comprises a front wall plate and a rear wall plate, the torsion boxes are connected to the left end and the right end of the front wall plate; the damping tower is arranged on the front side of the front wall plate and connected with the front wall plate, and the front wall plate, the torsion box and the damping tower are integrally formed. According to the technical scheme, due to the fact that the front wall plate, the torsion box and the damping tower are integrally formed, the rigidity and integrity of the front wall structure can be improved, the collision performance of a vehicle can be improved, joints and connecting points between components can be reduced, the installation precision is improved, the number of parts is reduced, the weight is reduced, the light weight of the front wall structure is achieved, and the assembly efficiency is improved; and vibration and noise can be reduced, and the NVH performance of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a front panel structure and a vehicle having the same. Background Art

[0002] In the related art, the front panel structure of a vehicle has many components, a relatively complex structure, and low assembly efficiency. Summary of the Invention

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. For this reason, the present application provides a front panel structure and a vehicle including the front panel structure. The front panel structure can effectively achieve lightweight, improve assembly efficiency, and enhance installation accuracy.

[0004] In a first aspect, an embodiment of the present application provides a front panel structure, including: a front panel; a torque box connected to the left and right ends of the front panel; a shock tower disposed on the front side of the front panel and connected to the front panel, wherein the front panel, the torque box, and the shock tower are integrally formed.

[0005] In the above technical solution, since the front panel, the torque box, and the shock tower are integrally formed, not only can the rigidity and integrity of the front panel structure be improved, the collision performance of the vehicle be enhanced, but also the seams and connection points between components can be reduced, the installation accuracy be improved, the number of components be reduced, the weight be reduced, the lightweight of the front panel structure be achieved, the assembly efficiency be improved, and the vibration and noise can be reduced, and the NVH performance of the vehicle be enhanced.

[0006] In some embodiments, the front panel, the torque box, and the shock tower are integrally cast.

[0007] In the above technical solution, since the front panel, the torque box, and the shock tower are integrally cast, it is beneficial to form a front panel structure with a relatively complex structure to meet the structural strength of the front panel structure and improve the production and processing efficiency.

[0008] In some embodiments, the front panel, the torque box, and the shock tower are integrally die-cast.

[0009] In the above technical solution, since the front panel, the torque box, and the shock tower are integrally die-cast, not only can the production efficiency of the front panel structure be improved, the subsequent processing time and cost of the front panel structure be reduced, but also the rigidity of the front panel structure can be further improved, and the collision performance of the vehicle can be further enhanced.

[0010] In some embodiments, the front panel structure further includes: a connecting plate extending forward and backward, the front end of the connecting plate is connected to the shock tower and the rear end is connected to the front panel.

[0011] In the above technical solution, since a connecting plate is provided to connect the shock absorber tower and the front panel, the connecting plate can not only enhance the structural strength of the vehicle, disperse and absorb the impact force generated during a collision, but also reduce the vibration transmission of the suspension system to the vehicle body, thereby improving the NVH performance of the vehicle.

[0012] In some embodiments, at least a part of the connecting plate extends upwardly and obliquely in the direction from the front panel towards the shock absorber tower.

[0013] In the above technical solution, since at least a part of the connecting plate slopes upward from the rear to the front, it can not only further enhance the strength of the front panel structure, help disperse the impact force during a collision, but also make the structure more compact, providing sufficient layout space under the shock absorber tower for arranging other components, thereby improving the space utilization rate.

[0014] In some embodiments, a plurality of reinforcing ribs are provided between the connecting plate and the shock absorber tower, and the plurality of reinforcing ribs extend in the front-rear direction and are arranged at intervals in the left-right direction.

[0015] In the above technical solution, since a plurality of reinforcing ribs are connected between the connecting plate and the shock absorber tower, the reinforcing ribs can not only improve the connection stiffness between the connecting plate and the shock absorber tower, but also more evenly disperse the impact force received during a vehicle collision, enhance the stability and reliability of the front panel structure, and also reduce the vibration transmission of the suspension system, thereby reducing the vibration and noise inside the vehicle.

[0016] In some embodiments, a convex platform protruding upward is provided on the shock absorber tower, and an installation hole for installing a shock absorber is provided on the convex platform.

[0017] In the above technical solution, since the shock absorber tower is provided with a convex platform protruding upward and the installation hole is formed on the convex platform, the convex platform can enhance the structural strength of the shock absorber tower and improve the reliability of the upper-end installation connection with the shock absorber. In addition, the convex platform can also form an avoidance space under the shock absorber tower, facilitating the arrangement of other components.

[0018] In some embodiments, a circumferential rib extending in a circumferential direction of the installation hole is formed on the periphery of the installation hole.

[0019] In the above technical solution, since a circumferential rib is provided on the periphery of the installation hole, the circumferential rib can improve the structural strength of the periphery of the installation hole, enhance the structural strength of the shock absorber tower, and improve the reliability of the upper-end installation connection with the shock absorber.

[0020] In some embodiments, a plurality of extension ribs are further provided on the shock absorber tower, and the plurality of extension ribs are arranged at intervals in the circumferential direction of the installation hole. One end of each extension rib is connected to the circumferential rib, and the other end extends radially outward of the installation hole, and the other ends of at least some of the extension ribs extend beyond the outer peripheral edge of the convex platform.

[0021] In the above technical solution, since the shock absorber tower is provided with a plurality of extension ribs connected to the annular rib, the plurality of extension ribs can further enhance the structural strength around the mounting hole, and reduce the probability of deformation or damage to the periphery of the mounting hole caused by the vibration of the suspension system. In addition, the plurality of extension ribs can evenly disperse the vibration of the shock absorber towards the periphery of the mounting hole, thereby prolonging the service life of the shock absorber tower.

[0022] In some embodiments, a plurality of reinforcing ribs are provided on the front bulkhead.

[0023] In the above technical solution, since a plurality of reinforcing ribs are provided on the front bulkhead, the reinforcing ribs can improve the structural strength and stiffness of the front bulkhead, reduce the probability of deformation of the front bulkhead caused by external impact or internal pressure change, and reduce the transmission of vibration in the front engine compartment to the passenger compartment; when the vehicle undergoes a frontal collision, the plurality of reinforcing ribs on the front bulkhead help to disperse the impact force and evenly transmit the impact force to various positions of the vehicle body to protect the safety of the occupants in the passenger compartment.

[0024] In some embodiments, the plurality of reinforcing ribs include transverse ribs and longitudinal ribs. The transverse ribs extend in the left-right direction, and the longitudinal ribs extend in the up-down direction and intersect with the transverse ribs.

[0025] In the above technical solution, since the plurality of reinforcing ribs include transverse ribs extending left and right and longitudinal ribs extending up and down, the longitudinal ribs and transverse ribs can improve the overall structural strength of the front bulkhead, and can also disperse the collision force in all directions during a collision, reducing local stress concentration, thereby prolonging the service life of the front bulkhead. In addition, arranging a plurality of reinforcing ribs on the front bulkhead can reduce the thickness of the main part of the front bulkhead, reduce the weight of the front bulkhead, and achieve lightweight design.

[0026] In some embodiments, the upper side edge of the front bulkhead is provided with a first flanging extending backward, and the lower side edge is provided with a second flanging extending backward. At least the upper ends of some longitudinal ribs are connected to the first flanging, and at least the lower ends of some longitudinal ribs extend to be connected to the second flanging.

[0027] In the above technical solution, since the upper side edge and the lower side edge of the front bulkhead are respectively formed with a first flanging and a second flanging, the first flanging and the second flanging can improve the structural stiffness of the edge of the front bulkhead. The longitudinal ribs are connected between the first flanging and the second flanging, which can further improve the structural strength of the front bulkhead, enhance the integrity of the front bulkhead, and improve the anti-impact performance of the front bulkhead. In addition, the first flanging and the second flanging extending backward can provide mounting points, positioning surfaces and sealing surfaces for the connection and installation of the front bulkhead and other components, facilitate the positioning and assembly of the front bulkhead and other components, and facilitate the realization of sealing between the front bulkhead and other components to reduce the entry of noise, dust, moisture, etc. into the passenger compartment and improve the sealing performance.

[0028] In some embodiments, the left end and / or the right end of at least part of the transverse ribs extend to connect with the torsion box.

[0029] In this technical solution, since at least the left and right ends of some of the transverse ribs are connected to the torsion box, the connection between the torsion box and the dash panel is strengthened, enhancing the integrity of the dash structure, increasing its rigidity, and reducing the likelihood of torsional deformation. In the event of a side collision, the torsion box absorbs and disperses some of the impact force. Furthermore, the torsion box, through the multiple transverse ribs, distributes the impact force to other locations on the vehicle body, thereby protecting the passenger compartment.

[0030] In some embodiments, the height of the protrusion at one end of the transverse rib connected to the torsion box gradually increases in a direction from the middle of the transverse rib toward the left and right ends of the transverse rib.

[0031] In the above technical solution, since the height of the protrusion of one end of the transverse rib connected to the torsion box gradually increases in the direction toward the torsion box, the connection length of the end of the transverse rib connected to the torsion box in the front-to-rear direction can be increased, thereby further improving the connection strength between the transverse rib and the torsion box and improving the deformation resistance of the torsion box. In addition, when the vehicle collides from the side, the collision force can be better transmitted to the front panel through the transverse rib, thereby reducing stress concentration and improving the service life of the front panel structure.

[0032] In some embodiments, the torsion box includes a box body, the box body is formed into a box structure, and the box body is open at one side away from the front panel in the left-right direction.

[0033] In this technical solution, the box-shaped main body of the torsion box improves its torsional strength and rigidity, enhancing its deformation resistance. Furthermore, the main body can absorb impact energy during a collision by deforming, protecting the passenger compartment. Furthermore, while maintaining the same strength, the box-shaped torsion box reduces material usage, achieving lightweight design. Furthermore, the open side of the main body facilitates integrated molding of the torsion box with the dash panel, reducing manufacturing complexity.

[0034] In some embodiments, the box body includes an end plate, a first side panel, a second side panel and a third side panel. The end panel is connected to the front panel and is arranged at an angle to the left and right directions. The first side panel extends in the up and down directions and is connected to the front edge of the end panel. The second side panel extends in the front and back directions and is connected to the lower edge of the end panel. The third side panel is connected to the rear edge of the end panel, and in the direction from top to bottom, the third side panel extends backward at an angle. The first side panel, the second side panel and the third side panel are connected end to end along the circumference of the end panel.

[0035] In the above technical solution, since the end plate and the first side plate, the second side plate and the third side plate form a box main body structure with a triangular cross section, it can not only further improve the structural strength of the box main body and enhance the torsional resistance of the box main body, but also make the structure of the torque box compact and reduce the occupied space of the torque box.

[0036] In some embodiments, the torque box further includes: a plurality of reinforcing plates, the plurality of reinforcing plates are arranged inside the box main body, and both ends of the reinforcing plates are connected to the inner wall surface of the box main body.

[0037] In the above technical solution, since a plurality of reinforcing plates are arranged inside the box main body, the plurality of reinforcing plates can provide internal support for the box main body inside the box main body, reduce the probability of deformation of the torque box when subjected to torsional force. At the same time, the reinforcing plates can also disperse the external force acting on the box main body, make the structure of the torque box more stable, and improve the service life.

[0038] In some embodiments, the plurality of reinforcing plates include at least one first reinforcing plate and at least one second reinforcing plate, and the first reinforcing plate and the second reinforcing plate are cross-connected.

[0039] In the above technical solution, since the plurality of reinforcing plates include a first reinforcing plate and a second reinforcing plate that are cross-connected, the structural strength of the torque box can be further enhanced, and the structural stiffness and torsional resistance of the torque box can be improved.

[0040] In some embodiments, the torque box further includes: a first connecting portion, a second connecting portion and a third connecting portion connected to the box main body, the first connecting portion is used to connect the front longitudinal beam, the second connecting portion is used to connect the sill beam, and the third connecting portion is used to connect the cross beam.

[0041] In the above technical solution, since the torque box is respectively connected to the front longitudinal beam, the sill beam and the cross beam through the first connecting portion, the second connecting portion and the third connecting portion, it is convenient to connect the front end structure to the main structural components of the vehicle, thereby further enhancing the stiffness of the front end structure and improving the stability and torsional resistance of the front end structure.

[0042] In some embodiments, the plate thickness of the front end structure is greater than or equal to 2.5 mm and less than or equal to 3 mm.

[0043] In the above technical solution, since the plate thickness of the front end structure is 2.5 mm - 3 mm, it can not only make the front end structure have sufficient structural strength, but also reduce the weight of the front end structure and achieve lightweight.

[0044] In a second aspect, an embodiment of the present application provides a vehicle, which includes: a front end structure according to the first aspect of the present application.

[0045] In the above technical solution, since the vehicle is provided with the above-mentioned front-end structure, and since the front panel, the torque box and the shock tower are integrally formed, it is possible not only to improve the stiffness and integrity of the front-end structure, improve the collision performance of the vehicle, but also to reduce the seams and connection points between components, reduce the number of components, improve the installation accuracy, reduce the weight, achieve the lightweight of the front-end structure, improve the assembly efficiency, and also reduce vibration and noise, and improve the NVH performance of the vehicle.

[0046] Additional aspects and advantages of the present application will be given in part in the following description, become apparent in part from the following description, or be learned by practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 is a schematic view of the front-end structure according to the first angle of the embodiment of the present application;

[0048] Figure 2 is Figure 1 a partial enlarged view of the front-end structure in

[0049] Figure 3 is Figure 1 an enlarged view of the circled A in

[0050] Figure 4 is a schematic view of the front-end structure according to the second angle of the embodiment of the present application;

[0051] Figure 5 is a schematic view of the front-end structure according to the third angle of the embodiment of the present application;

[0052] Figure 6 is a schematic view of the front-end structure according to the fourth angle of the embodiment of the present application;

[0053] Figure 7 is a schematic view of the front-end structure according to the fifth angle of the embodiment of the present application;

[0054] Figure 8 is a schematic view of the front-end structure according to the sixth angle of the embodiment of the present application;

[0055] Figure 9 is a schematic view of the front-end structure according to the seventh angle of the embodiment of the present application.

[0056] REFERENCE SIGNS:

[0057] 100, front-end structure;

[0058] 10, front panel;

[0059] 11, reinforcing rib; 11a, longitudinal rib; 11b, transverse rib;

[0060] 12. First hem; 13. Second hem;

[0061] 20. Torsion box;

[0062] 21. Box body; 211. End plate; 212. First side plate; 213. Second side plate; 214. Third side plate;

[0063] 22. Reinforcing plate; 22a. First reinforcing plate; 22b. Second reinforcing plate;

[0064] 30. Shock absorber tower; 31. Boss; 32. Mounting hole; 33. Annular rib; 34. Extension rib; 36. Avoidance hole; 37. First rib;

[0065] 40. Connecting plate; 41. Reinforcing rib. Detailed implementation manner

[0066] The embodiments of the technical solution of the present application will be described in detail below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, so they are only examples and cannot be used to limit the protection scope of the present application.

[0067] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the description and claims of this application and the above drawings are intended to cover non-exclusive inclusion.

[0068] In the description of the embodiments of the present application, technical terms such as "first" and "second" are only used to distinguish different objects and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity, specific order or primary-secondary relationship of the indicated technical features. In the description of the embodiments of the present application, "a plurality" means more than two unless otherwise specifically defined.

[0069] Referring to "embodiment" herein means that a specific feature, structure or characteristic described in connection with the embodiment can be included in at least one embodiment of the present application. The phrase appears in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0070] In the description of the embodiments of the present application, the term "and / or" is merely a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after.

[0071] In the description of the embodiments of the present application, the term "plurality" refers to two or more (including two).

[0072] In the description of the embodiments of the present application, the orientation or positional relationship indicated by technical terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the embodiments of the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0073] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installation", "connection", "connection", "fixation", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can also be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific situations.

[0074] In the present application, the vehicle can be a passenger vehicle or a commercial vehicle. Among them, the commercial vehicle can be a truck, a freight vehicle, a bus, etc. In addition, the vehicle can be an internal combustion engine vehicle, an electric vehicle, and a fuel cell vehicle. The embodiments of the present application do not limit this.

[0075] Among them, the front bulkhead of the vehicle is arranged between the front engine compartment and the passenger compartment of the vehicle, and is used to separate the front engine compartment and the passenger compartment of the vehicle, playing a role in sound insulation and heat insulation. At the same time, as a part of the vehicle body structure, the front bulkhead can improve the rigidity and stability of the vehicle body, enhance the protection of the passenger compartment, and thus improve the safety and NVH performance of the vehicle.

[0076] A torsion box is usually arranged inside the vehicle to relatively fix the front longitudinal beam and the sill beam through the torsion box. At the same time, the torsion box can also play a role in force conduction, so that when the vehicle is impacted, the impact force can be dispersed to different positions of the vehicle body, thereby improving the anti-impact ability of the vehicle.

[0077] The shock towers are usually arranged at the front and rear of the vehicle. The shock towers are used to install and support components such as shock absorbers and springs, so as to ensure the smoothness and comfort of the vehicle during driving.

[0078] In the prior art, there are multiple components such as a front apron, a torque box, and shock towers arranged at the front of the vehicle. During assembly, the multiple components are connected by fasteners, and the assembly is relatively complex, with a large assembly error, and it is difficult to improve the assembly efficiency. At the same time, due to the large number of components, the body weight increases, affecting the lightweight of the vehicle, and occupying space.

[0079] Based on the above considerations, in order to achieve the lightweight of the vehicle, improve the assembly efficiency, and improve the installation consistency of the front apron structure, the present application designs a front apron structure in which the front apron, the torque box, and the shock towers are integrally formed, so as to reduce the overall weight of the front apron structure, achieve the lightweight of the front apron structure, and at the same time reduce the splicing assembly between components. While improving the vehicle assembly efficiency, it can also improve the structural stiffness of the front apron structure, improve the bending and torsion stiffness performance of the front apron, improve the safety performance of the vehicle during collision, and improve the NVH performance of the vehicle.

[0080] The following refers to Figures 1 - 9 Describe the front apron structure 100 according to the embodiment of the first aspect of the present application, wherein, Figure 1 is a schematic diagram of the front apron structure 100 according to the first angle of the embodiment of the present application; Figure 2 is Figure 1 a partial enlarged view of the front apron structure 100 in Figure 3 is Figure 1 an enlarged view of the circled A in Figure 4 is a schematic diagram of the front apron structure 100 according to the second angle of the embodiment of the present application; Figure 5 is a schematic diagram of the front apron structure 100 according to the third angle of the embodiment of the present application;

[0081] Figure 6 is a schematic diagram of the front apron structure 100 according to the fourth angle of the embodiment of the present application; Figure 7 is a schematic diagram of the front apron structure 100 according to the fifth angle of the embodiment of the present application; Figure 8 is a schematic diagram of the front apron structure 100 according to the sixth angle of the embodiment of the present application; Figure 9 is a schematic diagram of the front apron structure 100 according to the seventh angle of the embodiment of the present application.

[0082] It should be noted that in a specific example, in Figures 1 - 9 the X direction is the front-rear direction, the Y direction is the left-right direction, and the Z direction is the up-down direction.

[0083] The embodiment of the present application proposes a front apron structure 100. The front apron structure 100 of this embodiment is used for a vehicle. AsFigure 1 As shown in the figure, the front end structure 100 includes: a front bulkhead 10, a torque box 20, and shock towers 30. The torque box 20 is connected to the left and right ends of the front bulkhead 10; the shock towers 30 are provided on the front side of the front bulkhead 10 and are connected to the front bulkhead 10. Among them, the front bulkhead 10, the torque box 20, and the shock towers 30 are integrally formed.

[0084] Specifically, the number of torque boxes 20 is two. The two torque boxes 20 are respectively connected to the left end and the right end of the front bulkhead 10. The torque box 20 is used to connect components such as the front longitudinal beam, the sill beam, and the cross beam, and is used to disperse the impact energy during a vehicle collision and improve the rigidity of the vehicle body.

[0085] The number of shock towers 30 is two. The two shock towers 30 are arranged at intervals left and right on the front side of the front bulkhead 10, and the two shock towers 30 can be respectively connected to the left and right ends of the front bulkhead 10 and are located on the side of the torque box 20 facing the center of the front bulkhead 10. The shock tower 30 is used to install components such as shock absorbers and shock springs. The wheels can be connected to the vehicle body through the shock tower 30 and the suspension system. When the vehicle drives over a bumpy road surface, the shock tower 30 allows the suspension system to move up and down to maintain good contact between the tire and the ground, and at the same time reduce the vibration transmitted into the passenger compartment.

[0086] Among them, the front bulkhead 10, the torque box 20, and the shock towers 30 are integrally formed, that is: the front bulkhead 10, the torque box 20, and the shock towers 30 are directly processed into one-piece parts. For example, when the front end structure 100 is a metal part, the front bulkhead 10, the torque box 20, and the shock towers 30 can be integrally formed by casting, forging, or stamping. When the front end structure 100 uses a plastic part with sufficient strength, the front bulkhead 10, the torque box 20, and the shock towers 30 can be integrally formed by injection molding. When the front end structure 100 uses a composite material part, it can also be formed by composite materials. For example, the front end structure 100 can be integrally formed by using carbon fiber and resin composite materials. In addition, the front bulkhead 10, the torque box 20, and the shock towers 30 can also be integrally formed by thermoforming, 3D printing, and other methods.

[0087] In this embodiment, by integrally forming the front bulkhead 10, the torque box 20, and the shock towers 30, the rigidity of the entire front end structure 100 can be improved, and the overall stability and handling performance of the vehicle can be improved. At the same time, the integrally formed method can not only reduce the seams and connection points between components, reduce noise and vibration, and improve the NVH performance of the vehicle, but also reduce the number of independent components that need to be installed during the assembly process of the front end structure 100, simplify the assembly process, improve production efficiency, and can also reduce the weight of the whole vehicle to achieve lightweight.

[0088] In addition, the front bulkhead 10, the torsion box 20, and the shock tower 30 are integrally formed. When the vehicle collides, it can better disperse the impact force, maintain the integrity of the body structure, and thus protect the safety of the passengers in the passenger compartment.

[0089] In the above technical solution, since the front bulkhead 10, the torsion box 20, and the shock tower 30 are integrally formed, it can not only improve the rigidity and integrity of the front structure 100, enhance the collision performance of the vehicle, but also reduce the seams and connection points between components, improve the installation accuracy, reduce the number of parts, reduce the weight, achieve the lightweight of the front structure 100, improve the assembly efficiency, and also reduce vibration and noise, and enhance the NVH performance of the vehicle.

[0090] In some embodiments of the present application, the front bulkhead 10, the torsion box 20, and the shock tower 30 are integrally cast and formed.

[0091] In one example, the front structure 100 can be a steel component, or an aluminum alloy component or a magnesium alloy component, and can also be other metal components or alloy components. Casting is a manufacturing process in which molten metal or alloy is poured into a mold and allowed to cool and solidify to form the desired shape. For example, the front bulkhead 10, the torsion box 20, and the shock tower 30 of this embodiment can be integrally formed by sand casting, gravity casting, die casting, low-pressure casting, etc.

[0092] In the above technical solution, since the front bulkhead 10, the torsion box 20, and the shock tower 30 are integrally cast and formed, it is beneficial to form the front structure 100 with a more complex structure to meet the structural strength of the front structure 100 and improve the production and processing efficiency.

[0093] In some embodiments of the present application, the front bulkhead 10, the torsion box 20, and the shock tower 30 are integrally die-cast and formed.

[0094] Die casting is to inject molten metal into a steel mold under high pressure and quickly cool to form a casting. The die-casting process is fast and highly automated, which can improve production efficiency. And die casting can complete castings with complex shapes, significantly reducing the subsequent processing time and cost. In addition, die-casting forming can also improve the structural strength of the front structure 100, further enhancing the stability and collision performance of the vehicle.

[0095] In the above technical solution, since the front bulkhead 10, the torsion box 20, and the shock tower 30 are integrally die-cast and formed, it can not only improve the production efficiency of the front structure 100, reduce the subsequent processing time and cost of the front structure 100, but also further improve the rigidity of the front structure 100 and further enhance the collision performance of the vehicle.

[0096] In some embodiments of the present application, such as Figure 1 and Figure 2As shown, the front end structure 100 further includes: a connecting plate 40, which extends forward and backward. The front end of the connecting plate 40 is connected to the shock tower 30 and the rear end is connected to the front panel 10.

[0097] Among them, the connecting plate 40 is integrally formed with the shock tower 30 and the front panel 10. For example, the connecting plate 40 is integrally die-cast with the shock tower 30 and the front panel 10. By arranging the connecting plate 40 on the front side of the front panel 10 for connecting the shock tower 30, the shock tower 30 can be arranged at a suitable position on the front side of the front panel 10, which is convenient for connecting the shock tower 30 and the front panel 10 into one body, making the structural layout of the front panel 10 and the shock tower 30 more reasonable.

[0098] At the same time, the connecting plate 40 is connected between the front shock tower and the front panel 10, which can improve the stiffness of the front end structure 100 and enhance the overall structural strength of the vehicle. When the vehicle collides, for example, in a frontal collision, the connecting plate 40 can better disperse and absorb the acting force generated by the collision, improving the safety performance of the vehicle. In addition, since the shock tower 30 is used to install the shock absorber, connecting the shock tower 30 and the front panel 10 through the connecting plate 40 can reduce the vibration transmission of the suspension system to the body compared with directly connecting the shock tower 30 and the front panel 10, thereby further reducing vibration and noise and improving the NVH performance of the vehicle.

[0099] In addition, the connecting plate 40 can not only play a connecting role, but also serve as an installation support structure for arranging other components, improving space utilization.

[0100] In the above technical solution, since the connecting plate 40 is provided to connect the shock tower 30 and the front panel 10, the connecting plate 40 can not only enhance the structural strength of the vehicle, disperse and absorb the impact force generated during the collision, but also reduce the vibration transmission of the suspension system to the body, improving the NVH performance of the vehicle.

[0101] In some embodiments of the present application, as Figure 1 and Figure 2 shown, in the direction from the front panel 10 towards the shock tower 30, at least part of the connecting plate 40 extends upward obliquely.

[0102] For example, the connecting plate 40 can extend upward obliquely in the direction from back to front, or only a part of the connecting plate 40 can extend upward obliquely in the direction from back to front. That is to say, in the direction from the front panel 10 towards the shock tower 30, a part or all of the connecting plate 40 extends upward obliquely. At this time, the height of the front end of the connecting plate 40 is higher than that of the rear end, so as to raise the height of the shock tower 30 and provide enough space below the shock tower 30 to arrange the shock absorber.

[0103] In addition, the connecting plate 40 extends obliquely upward, which can further enhance the stiffness of the front panel structure 100, further disperse and absorb the impact force during a collision, and improve the safety performance.

[0104] In the above technical solution, since at least part of the connecting plate 40 slopes upward from the rear to the front, it can not only further enhance the strength of the front panel structure 100, help disperse the impact force during a collision, but also compact the structure, enabling sufficient layout space under the shock absorber tower 30 for arranging other components, thereby improving the space utilization rate.

[0105] In some embodiments of the present application, as Figure 1 and Figure 2 shown, a plurality of reinforcing ribs 41 are provided between the connecting plate 40 and the shock absorber tower 30. The plurality of reinforcing ribs 41 extend in the front-rear direction and are arranged at intervals in the left-right direction.

[0106] For example, the rear end of the reinforcing rib 41 is connected to the connecting plate 40, and the front end of the reinforcing rib 41 extends to the shock absorber tower 30. In the direction from the connecting plate 40 towards the shock absorber tower 30, the height of at least part of the reinforcing rib 41 protruding from the connecting plate 40 gradually increases. Specifically, at the end where the reinforcing rib 41 is connected to the connecting plate 40, the height of the protrusion gradually increases in the direction towards the shock absorber tower 30.

[0107] In one example, the reinforcing rib 41 can be formed on the upper side surfaces of the connecting plate 40 and the shock absorber tower 30, can also be formed on the lower side surfaces of the connecting plate 40 and the shock absorber tower 30, or can be formed on both the upper side surfaces and the lower side surfaces of the connecting plate 40 and the shock absorber tower 30.

[0108] In one instance, the number of the reinforcing ribs 41 can be two, three, four, five, six, eight, ten or more, etc. At least part of the plurality of reinforcing ribs 41 can be arranged in parallel with each other. In addition, the shapes of the plurality of reinforcing ribs 41 can be the same or different.

[0109] Furthermore, both side surfaces of the reinforcing rib 41 in the thickness direction are arc-connected to the surfaces of the connecting plate 40 and the shock absorber tower 30 to reduce stress concentration.

[0110] In this embodiment, the reinforcing rib 41 provided between the connecting plate 40 and the shock absorber tower 30 can significantly improve the structural stiffness of the connection position between the connecting plate 40 and the shock absorber tower 30, reduce the deformation and distortion between the connecting plate 40 and the shock absorber tower 30 when subjected to an external impact force, thereby facilitating the maintenance of the integrity of the front panel structure 100 and improving the reliability during an impact.

[0111] Meanwhile, since multiple reinforcing ribs 41 extend front and back and are arranged at intervals left and right, when the vehicle suffers a frontal collision, the multiple reinforcing ribs 41 can more effectively transmit and disperse the impact force to the entire body structure, and can disperse the stress more evenly, preventing damage caused by concentrated loads, thereby protecting the occupant compartment from severe intrusion.

[0112] In addition, the multiple reinforcing ribs 41 can improve the connection stiffness between the connecting plate 40 and the shock tower 30, reduce the vibration transmission of the suspension system or other components to the front bulkhead 10, thereby reducing the interior noise and vibration and enhancing the riding comfort.

[0113] In the above technical solution, since multiple reinforcing ribs 41 are connected between the connecting plate 40 and the shock tower 30, the reinforcing ribs 41 can not only improve the connection stiffness between the connecting plate 40 and the shock tower 30, but also disperse the impact force received during vehicle collision more evenly, enhance the stability and reliability of the front bulkhead structure 100, and can also reduce the vibration transmission of the suspension system, thereby reducing the vibration and noise inside the vehicle.

[0114] In some embodiments of the present application, as Figure 1 and Figure 2 shown, the shock tower 30 is provided with a convex platform 31 protruding upward, and the convex platform 31 is provided with a mounting hole 32 for mounting a shock absorber.

[0115] For example, a part of the plate body of the shock tower 30 protrudes from bottom to top to form the convex platform 31, and the outer contour of the convex platform 31 can be circular, oval, polygonal, etc. A mounting hole 32 penetrating the convex platform 31 in the up and down direction is formed on the convex platform 31, and the mounting hole 32 is a circular hole. The mounting hole 32 is used for mounting and fixedly connecting the upper end of the shock absorber.

[0116] The convex platform 31 is provided on the shock tower 30, and the convex platform 31 can improve the structural strength of the shock tower 30 and enhance the mounting reliability of the upper end of the shock absorber.

[0117] Furthermore, an avoidance hole 36 is also formed on the convex platform 31, and the avoidance hole 36 penetrates the convex platform 31 in the up and down direction. The avoidance hole 36 is used to avoid structural components such as the spring of the suspension system. Among them, the avoidance hole 36 and the mounting hole 32 are arranged at intervals in the left and right directions, and the avoidance hole 36 is arranged on the side of the mounting hole 32 facing the outside of the vehicle in the left and right directions.

[0118] To improve the structural strength of the periphery of the avoidance hole 36 and enhance the overall structural strength of the shock tower 30, in one example, a first convex rib 37 is provided on the periphery of the avoidance hole 36, and the first convex rib 37 extends in a ring along the periphery of the avoidance hole 36. Among them, the shape of the avoidance hole 36 in this embodiment is not specifically limited.

[0119] In one example, a first rib is further provided on the shock absorber tower 30. The first rib is arranged on the side of the avoidance hole 36 away from the mounting hole 32 and extends in the front-rear direction. Thus, the structural strength of the shock absorber tower 30 can be further enhanced.

[0120] In the above technical solution, since the shock absorber tower 30 is provided with a convex platform 31 that protrudes upward, the mounting hole 32 is formed on the convex platform 31. The convex platform 31 can enhance the structural strength of the shock absorber tower 30 and improve the reliability of the upper-end mounting connection with the shock absorber. In addition, the convex platform 31 can also form an avoidance space on the lower side of the shock absorber tower 30, facilitating the arrangement of other components.

[0121] In some embodiments of the present application, a circumferential rib 33 extending circumferentially along the mounting hole 32 is formed on the periphery of the mounting hole 32.

[0122] Among them, the circumferential rib 33 is formed on the upper surface of the convex platform 31 and protrudes upward. Further, the outer peripheral surface of the circumferential rib 33 and the upper surface of the convex platform 31 can be arc-connected to reduce stress concentration.

[0123] In the above technical solution, since the circumferential rib 33 is provided on the periphery of the mounting hole 32, the circumferential rib 33 can improve the structural strength of the periphery of the mounting hole 32, enhance the structural strength of the shock absorber tower 30, and improve the reliability of the upper-end mounting connection with the shock absorber.

[0124] In some embodiments of the present application, as Figure 1 and Figure 2 shown, a plurality of extension ribs 34 are further provided on the shock absorber tower. The plurality of extension ribs 34 are arranged at intervals along the circumferential direction of the mounting hole 32. One end of each extension rib 34 is connected to the circumferential rib 33, and the other end extends radially outward along the mounting hole 32. At least a part of the other ends of the extension ribs 34 extend beyond the outer peripheral edge of the convex platform 31.

[0125] Among them, the number of the extension ribs 34 can be two, four, six, eight, ten, twelve or more. The plurality of extension ribs 34 can all extend radially outward along the mounting hole 32 in a straight line in a radial pattern.

[0126] Two strengthening ribs are further provided on the upper surface of the shock absorber tower 30 and are arranged at intervals. The two strengthening ribs are respectively arranged on the front and rear sides of the convex platform 31 and extend in the left-right direction, and the two strengthening ribs are spaced from the convex platform 31 in the front-rear direction. The two strengthening ribs can further improve the structural strength of the shock absorber tower 30. Further, a part of the reinforcing ribs 41 connected between the connecting plate 40 and the shock absorber tower 30 extends to be connected to the strengthening rib close to the connecting plate 40, so as to further improve the connection strength between the connecting plate 40 and the shock absorber tower 30.

[0127] In a specific example, a part of the multiple extension ribs 34 extends to be connected to the first convex rib 37 arranged along the periphery of the avoidance hole 36, a part of the multiple extension ribs 34 extends to be connected to two reinforcing ribs, and at least a part of the multiple extension ribs 34 extends to the edge of the boss 31 and is flush with the edge of the boss 31. Among them, the extension rib 34 extending to be connected to the reinforcing rib can extend beyond the reinforcing rib. Thus, the strengthening range of the extension rib 34 can be further increased, and the overall structural strength of the shock absorber tower 30 can be further improved.

[0128] In an example, the upper surface of the end of the multiple extension ribs 34 connected to the annular convex rib 33 is flush with the upper surface of the annular convex rib 33. Thereby, the structure at the connection position of the extension rib 34 and the annular convex rib 33 can be simplified, which is convenient for the forming of the front panel structure 100.

[0129] In the above technical solution, since the shock absorber tower 30 is provided with multiple extension ribs 34 connected to the annular convex rib 33, the multiple extension ribs 34 can further enhance the structural strength around the mounting hole 32, and reduce the probability of deformation or damage to the periphery of the mounting hole 32 caused by the vibration of the suspension system. In addition, the multiple extension ribs 34 can evenly disperse the vibration of the shock absorber towards the periphery of the mounting hole 32, thereby prolonging the service life of the shock absorber tower 30.

[0130] In some embodiments of the present application, as Figure 1 shown, a plurality of reinforcing ribs 11 are provided on the front panel 10.

[0131] For example, six, eight, ten, fifteen, twenty, twenty-five or more reinforcing ribs 11 can be arranged on the front panel 10. The reinforcing ribs 11 can extend linearly, curvilinearly or in a broken line on the surface of the front panel 10.

[0132] The reinforcing ribs 11 can be arranged only on the rear side surface of the front panel 10, or only on the front side surface of the front panel 10, or the reinforcing ribs 11 can be provided on both the front side surface and the rear side surface of the front panel 10.

[0133] In the above technical solution, since a plurality of reinforcing ribs 11 are provided on the front panel 10, the reinforcing ribs 11 can improve the structural strength and stiffness of the front panel 10, reduce the probability of deformation of the front panel 10 caused by external impact or internal pressure change, and reduce the vibration transmission from the front engine compartment to the passenger compartment; when a vehicle has a frontal collision, the plurality of reinforcing ribs 11 on the front panel 10 help to disperse the impact force and evenly transmit the impact force to each position of the vehicle body to protect the safety of the occupants in the passenger compartment.

[0134] In some embodiments of the present application, the plurality of reinforcing ribs 11 include transverse ribs 11b and longitudinal ribs 11a. The transverse ribs 11b extend in the left - right direction, and the longitudinal ribs 11a extend in the up - down direction and intersect with the transverse ribs 11b.

[0135] The number of the transverse ribs 11b can be two, four, six, eight, ten, fifteen or more. The transverse ribs 11b can not only strengthen the stiffness of the front bulkhead 10 in the left - right direction, but also disperse and transmit the impact force to the left and right sides of the vehicle body during a collision.

[0136] The number of the longitudinal ribs 11a can also be four, six, eight, ten, fifteen or more. The longitudinal ribs 11a can not only strengthen the stiffness of the front bulkhead 10 in the up - down direction, but also disperse and transmit the impact force to the up and down sides of the vehicle body during a collision.

[0137] In the above - mentioned technical solution, since the plurality of reinforcing ribs 11 include the transverse ribs 11b extending left - right and the longitudinal ribs 11a extending up - down, the longitudinal ribs 11a and the transverse ribs 11b can improve the overall structural strength of the front bulkhead 10, and can also disperse the collision force in all directions during a collision, reducing local stress concentration, thereby improving the service life of the front bulkhead 10. In addition, arranging a plurality of reinforcing ribs 11 on the front bulkhead 10 can reduce the thickness of the main part of the front bulkhead 10, reduce the weight of the front bulkhead 10, and achieve lightweight design.

[0138] In some embodiments of the present application, as Figure 1 shown, the upper side edge of the front bulkhead 10 is provided with a first folded edge 12 extending backward, and the lower side edge is provided with a second folded edge 13 extending backward. At least the upper ends of some of the longitudinal ribs 11a are connected to the first folded edge 12, and at least the lower ends of some of the longitudinal ribs 11a extend to be connected to the second folded edge 13.

[0139] In one example, the first folded edge 12 extends from the left - hand end edge to the right - hand end edge of the front bulkhead 10. In the direction from the left and right ends of the front bulkhead 10 towards the middle, the two ends of the first folded edge 12 extend upwardly and obliquely. And the first folded edge 12 can extend backward in the horizontal direction. The first folded edge 12 can strengthen the structural strength of the upper side edge of the front bulkhead 10. At the same time, mounting structures can also be arranged on the first folded edge 12 for realizing the assembly between the front bulkhead 10 and other components of the vehicle. For example, a plurality of first connection holes can be formed on the first folded edge 12, and the plurality of first connection holes are arranged at intervals in the left - right direction. The plurality of first connection holes are used for passing through fasteners to realize the fastening connection between the front bulkhead 10 and other components.

[0140] In one example, the second hem 13 extends from the left end edge to the right end edge of the front panel 10, and the second hem 13 is a horizontally extending plate that extends backward. The second hem 13 can strengthen the structural strength of the lower side edge of the front panel 10. At the same time, mounting structures can also be arranged on the second hem 13 for realizing the assembly between the front panel 10 and other components of the vehicle. For example, a plurality of second connection holes can be formed on the second hem 13, and the plurality of second connection holes are arranged at intervals in the left-right direction. The plurality of second connection holes are used for passing through fasteners to realize the fastening connection between the front panel 10 and other components.

[0141] A part of the upper ends of the plurality of longitudinal ribs 11a can extend to be connected to the first hem 12, or the upper ends of all the longitudinal ribs 11a can be connected to the first hem 12. A part of the lower ends of the plurality of longitudinal ribs 11a can extend to be connected to the second hem 13, or the lower ends of all the longitudinal ribs 11a can extend to be connected to the second hem 13.

[0142] Among them, a part of the longitudinal ribs 11a among the plurality of longitudinal ribs 11a can have their upper ends connected to the first hem 12 and their lower ends connected to the second hem 13.

[0143] In the above technical solution, since the upper edge and the lower edge of the front panel 10 are respectively formed with the first hem 12 and the second hem 13, the first hem 12 and the second hem 13 can improve the structural stiffness of the edge of the front panel 10. The longitudinal ribs 11a are connected between the first hem 12 and the second hem 13, which can further improve the structural strength of the front panel 10, enhance the integrity of the front panel 10, and improve the impact resistance of the front panel 10. In addition, the first hem 12 and the second hem 13 that extend backward can provide mounting points, positioning surfaces, and sealing surfaces for the connection and installation of the front panel 10 and other components, facilitating the positioning and assembly of the front panel 10 and other components, and facilitating the realization of the sealing between the front panel 10 and other components to reduce the entry of noise, dust, moisture, etc. into the passenger compartment and improve the sealing performance.

[0144] In some embodiments of the present application, as Figure 1 shown, at least a part of the left end and / or the right end of the at least some transverse ribs 11b extends to be connected to the torque box 20.

[0145] That is to say, a part or all of the left ends of the plurality of transverse ribs 11b extend to be connected to the torque box 20 located on the left side of the front panel 10, and a part or all of the right ends of the plurality of transverse ribs 11b extend to be connected to the torque box 20 located on the right side of the front panel 10.

[0146] For example, a part of the transverse ribs 11b among the plurality of transverse ribs 11b can have their left ends extending to be connected to the torque box 20 located on the left side of the front panel 10 and their right ends extending to be connected to the torque box 20 located on the right side of the front panel 10.

[0147] In this technical solution, since at least the left and right ends of at least some of the transverse ribs 11b are connected to the torsion box 20, the connection strength between the torsion box 20 and the dash panel 10 is enhanced, thereby strengthening the integrity of the dash structure 100, increasing the rigidity of the dash structure 100, and reducing the probability of torsional deformation of the dash structure 100. In the event of a side collision, the torsion box 20 can absorb and disperse a portion of the impact force. Furthermore, the torsion box 20, through the multiple transverse ribs 11b, can disperse the impact force to other locations on the vehicle body, thereby protecting the passenger compartment.

[0148] In some embodiments of the present application, Figure 1 As shown, in the direction from the middle of the transverse rib 11b toward the left and right ends of the transverse rib 11b, the protrusion height of one end of the transverse rib 11b connected to the torsion box 20 gradually increases.

[0149] For example, the left end of the transverse rib 11b is connected to the torsion box 20, and in the direction from right to left, the height of the protrusion of the left end of the transverse rib 11b in the front-to-back direction gradually increases. For another example, the right end of the transverse rib 11b is connected to the torsion box 20, and in the direction from left to right, the height of the protrusion of the right end of the transverse rib 11b in the front-to-back direction gradually increases.

[0150] In the above technical solution, since the protrusion height of one end of the transverse rib 11b connected to the torsion box 20 gradually increases in the direction toward the torsion box 20, the connection length of the one end of the transverse rib 11b connected to the torsion box 20 in the front-to-back direction can be increased, thereby further improving the connection strength between the transverse rib 11b and the torsion box 20 and improving the deformation resistance of the torsion box 20. In addition, when the vehicle collides sideways, the collision force can be better transmitted to the front panel 10 through the transverse rib 11b, thereby reducing stress concentration and improving the service life of the front panel structure 100.

[0151] In some embodiments of the present application, Figure 1 As shown, a wiring harness escape hole 36 is formed in the dash panel 10 and extends through the dash panel 10 in the front-to-back direction. The number of wiring harness escape holes 36 can be one or multiple wiring harness escape holes 36 arranged at intervals, thereby facilitating the wiring harnesses of electrical components in the front compartment to pass through the wiring harness escape holes 36 and connect to electrical components arranged on the rear side of the dash panel 10.

[0152] In some embodiments of the present application, the torque box 20 includes a box body 21 , which is formed into a box structure, and the box body 21 is open at one side away from the front panel 10 in the left-right direction.

[0153] For example, the box body 21 of the torsion box 20 arranged on the left side of the front bulkhead 10 is formed into a box body structure with an open left side, and the box body 21 of the torsion box 20 arranged on the right side of the front bulkhead 10 is formed into a box body structure with an open right side.

[0154] In the above technical solution, since the box body 21 of the torsion box 20 is in the shape of a box, on the one hand, the torsional strength and stiffness of the torsion box 20 can be improved, and the anti-deformation ability of the torsion box 20 can be enhanced. On the other hand, the box body 21 can absorb impact energy through deformation during a collision to protect the safety of the occupant compartment. And under the condition of the same strength, the box-shaped torsion box 20 can reduce the material consumption and achieve lightweight. In addition, one side of the box body 21 of the torsion box 20 is open, which can facilitate the integral molding of the torsion box 20 and the front bulkhead 10 and reduce the processing difficulty.

[0155] In some embodiments of the present application, as Figure 1 and Figure 3 shown, the box body 21 includes an end plate 211, a first side plate 212, a second side plate 213 and a third side plate 214. The end plate 211 is connected to the front bulkhead 10 and is arranged at an angle to the left-right direction. The first side plate 212 extends in the up-down direction and is connected to the front side edge of the end plate 211. The second side plate 213 extends in the front-back direction and is connected to the lower side edge of the end plate 211. The third side plate 214 is connected to the rear side edge of the end plate 211, and in the direction from top to bottom, the third side plate 214 extends obliquely backward. The first side plate 212, the second side plate 213 and the third side plate 214 are connected end to end along the circumference of the end plate 211.

[0156] That is to say, the first side plate 212, the second side plate 213 and the third side plate 214 are connected end to end to form an annular structure with a triangular cross-section. The end plate 211 covers one end of the annular structure surrounded by the first side plate 212, the second side plate 213 and the third side plate 214 to form the box body 21 with an open side. Among them, the vertically extending first side plate 212 is perpendicular to the front-back extending second side plate 213.

[0157] In the above technical solution, since the end plate 211 and the first side plate 212, the second side plate 213 and the third side plate 214 form the box body 21 structure with a triangular cross-section, not only can the structural strength of the box body 21 be further improved and the torsional performance of the box body 21 be enhanced, but also the structure of the torsion box 20 can be made compact and the occupied space of the torsion box 20 can be reduced.

[0158] In some embodiments of the present application, as Figure 1 and Figure 3 shown, the torsion box 20 further includes: a plurality of reinforcing plates 22. The plurality of reinforcing plates 22 are arranged inside the box body 21, and both ends of the reinforcing plates 22 are connected to the inner wall surface of the box body 21.

[0159] The number of the reinforcing plates 22 can be two, three, four, six, eight, ten, twelve or more, etc. A plurality of reinforcing plates 22 can be arranged at intervals within the box body 21, and a plurality of reinforcing plates 22 can be arranged intersecting within the box body 21. Among them, the plurality of reinforcing plates 22 can be in the shape of a flat plate or a curved plate, such as a corrugated plate.

[0160] The reinforcing plates 22 extend within the box body 21, and both ends in the extending direction of the reinforcing plates 22 can be connected to the inner wall surface of the box body 21. Specifically, one end of the reinforcing plate 22 in the left - right direction is connected to the end plate 211, and any end of the reinforcing plate 22 in the extending direction can be connected to the first side plate 212, the second side plate 213 or the third side plate 214. For example, the reinforcing plate 22 can be connected between the first side plate 212 and the second side plate 213. Also, for example, the reinforcing plate 22 can be connected between the first side plate 212 and the third side plate 214. Again, for example, the reinforcing plate 22 can also be connected between the second side plate 213 and the third side plate 214.

[0161] In the above - mentioned technical solution, since a plurality of reinforcing plates 22 are provided within the box body 21, the plurality of reinforcing plates 22 can provide internal support for the box body 21 within the box body 21, reducing the probability of the torsion box 20 deforming when subjected to a torsional force. At the same time, the reinforcing plates 22 can also disperse the external force acting on the box body 21, making the structure of the torsion box 20 more stable and improving the service life.

[0162] In some embodiments of the present application, as Figure 1 and Figure 3 shown, the plurality of reinforcing plates 22 include at least one first reinforcing plate 22a and at least one second reinforcing plate 22b, and the first reinforcing plate 22a and the second reinforcing plate 22b are cross - connected.

[0163] For example, the first reinforcing plate 22a and the second reinforcing plate 22b can be perpendicularly connected to each other, and the first reinforcing plate 22a and the second reinforcing plate 22b can also be cross - connected at an angle greater than 0° and less than 90°.

[0164] Among them, the number of the first reinforcing plates 22a can be one, two, three, five or more. When the number of the first reinforcing plates 22a is multiple, the multiple first reinforcing plates 22a can be arranged in parallel and at intervals. The number of the second reinforcing plates 22b can be one, three, five, seven or more. When the number of the second reinforcing plates 22b is multiple, the multiple second reinforcing plates 22b can be arranged in parallel and at intervals.

[0165] In a specific example, a first reinforcing plate 22a and a plurality of second reinforcing plates 22b are provided inside the box body 21. Among them, the first reinforcing plate 22a is arranged parallel to the third side plate 214, and both ends are respectively connected to the first side plate 212 and the second side plate 213. The plurality of second reinforcing plates 22b are arranged perpendicular to the third side plate 214, and a part of the second reinforcing plates 22b are connected between the second side plate 213 and the third side plate 214, and another part of the second reinforcing plates 22b are connected between the third side plate 214 and the first side plate 212. Thus, the structural strength of the box body 21 can be further enhanced, and the structural stiffness and torsional resistance of the torsion box 20 can be improved.

[0166] Further, the side edges of one ends of the plurality of second reinforcing plates 22b facing away from the front apron 10 are flush with the side edges of the first side plate 212 and the third side plate 214, and the side edge of the first reinforcing plate 22a facing away from the front apron 10 does not extend beyond the open mouth of the box body 21. For example, in the left-right direction, the width of the first reinforcing plate 22a is smaller than the width of the second reinforcing plates 22b.

[0167] In the above technical solution, since the plurality of reinforcing plates 22 include the first reinforcing plate 22a and the second reinforcing plates 22b that are cross-connected, the structural strength of the torsion box 20 can be further enhanced, and the structural stiffness and torsional resistance of the torsion box 20 can be improved.

[0168] In some embodiments of the present application, as Figure 1 and Figure 3 shown, the torsion box 20 further includes: a first connecting portion, a second connecting portion, and a third connecting portion connected to the box body 21. The first connecting portion is used to connect the front longitudinal beam, the second connecting portion is used to connect the sill beam, and the third connecting portion is used to connect the cross beam.

[0169] Among them, the first connecting portion can be arranged at the front position of the torsion box 20 for convenient connection with the front longitudinal beam. Among them, the first connecting portion can be connected to the front longitudinal beam through fasteners, or can be welded to the front longitudinal beam. In addition, the first connecting portion can also be lap-connected to the front longitudinal beam to improve the structural strength of the connection position. When a collision occurs at the front of the vehicle, the collision force at the front can be transmitted from the front longitudinal beam to the torsion box 20, and then transmitted from the torsion box 20 to the front apron 10 and the middle and rear structures of the vehicle body, which is beneficial to quickly transmit and disperse the collision force.

[0170] The second connecting portion can be arranged at the rear position of the torsion box 20, facilitating connection with the sill beam located at the rear side of the torsion box 20. Among them, the second connecting portion and the sill beam can be connected by welding or can be fastened and connected by fasteners. Further, the second connecting portion and the sill beam can be lap-connected to improve the connection stability between the second connecting portion and the sill beam. When a side collision occurs to the vehicle, the sill beam can be transmitted to the front bulkhead 10 and the cross beam through the torsion box 20 to achieve the effect of dispersing the side collision force and improve the overall stability of the vehicle body.

[0171] The third connecting portion is used to connect the cross beam. The cross beam extends left and right, and the left and right ends of the cross beam can be respectively connected to two torsion boxes 20. In this way, the cross beam can further play a role in supporting and strengthening the structure of the front end structure 100, further strengthening the structural strength of the vehicle and improving the safety performance of the vehicle.

[0172] In the above technical solution, since the torsion box 20 is respectively connected to the front longitudinal beam, the sill beam and the cross beam through the first connecting portion, the second connecting portion and the third connecting portion, it is convenient to connect the front end structure 100 with the main structural components of the vehicle, thereby further enhancing the stiffness of the front end structure 100 and improving the stability and anti-torsion performance of the front end structure 100.

[0173] In some embodiments of the present application, the plate thickness of the front end structure 100 is greater than or equal to 2.5 mm and less than or equal to 3 mm.

[0174] For example, the plate thickness of the front end structure 100 can be 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm or 3 mm, etc.

[0175] In the above technical solution, since the plate thickness of the front end structure 100 is 2.5 mm - 3 mm, it can not only endow the front end structure 100 with sufficient structural strength, but also reduce the weight of the front end structure 100 to achieve lightweight.

[0176] In a second aspect, embodiments of the present application also provide a vehicle, including the front end structure 100 of any one of the above embodiments.

[0177] In the above technical solution, since the vehicle is provided with the above-mentioned front end structure 100, and since the front bulkhead 10, the torsion box 20 and the shock tower 30 are integrally formed, it can not only improve the stiffness and integrity of the front end structure 100, improve the collision performance of the vehicle, but also reduce the seams and connection points between components, reduce the number of components, improve the installation accuracy, reduce the weight, achieve the lightweight of the front end structure 100, improve the assembly efficiency, and can also reduce vibration and noise, improving the NVH performance of the vehicle.

[0178] In some embodiments of the present application, the vehicle can also be a skateboard chassis, and the front end structure 100 is arranged on the skateboard chassis.

[0179] Among them, the skateboard chassis is a customized automotive chassis with ultra-high integration. By integrating core components such as batteries, electric drives, electronic controls, braking, and steering into the chassis, a highly integrated intelligent functional area is formed.

[0180] Furthermore, the skateboard chassis in this embodiment is a CTC skateboard chassis. The CTC (Cell to Chassis) skateboard chassis directly integrates battery cells into the vehicle's chassis, which can improve the battery energy density, reduce the vehicle's overall weight, and optimize the vehicle's space utilization.

[0181] In the above technical solution, setting the front-end structure 100 on the skateboard chassis can not only improve the bending and torsional stiffness of the skateboard chassis, enhance the vehicle's collision performance, but also improve the vehicle's NVH performance.

[0182] Next, a vehicle according to a specific embodiment of the present application will be described with reference to Figures 1 - 9 a vehicle according to a specific embodiment of the present application will be described.

[0183] The vehicle in this embodiment includes a CTC skateboard chassis and a front-end structure 100. The front-end structure 100 is disposed at the front of the CTC skateboard chassis and is fixedly connected to the CTC skateboard chassis.

[0184] Referring to Figures 1 - 9 As shown, the front-end structure 100 includes a front-end panel 10, two torque boxes 20, two shock towers 30, and two connecting plates 40. Among them, the front-end panel 10, the connecting plate 40, the torque box 20, and the shock tower 30 are integrally die-cast.

[0185] Specifically, as Figures 1 - 3 shown, the front-end panel 10 extends left and right. In the direction from the left and right ends of the front-end panel 10 towards the middle, the front-end panel 10 is in the shape of a plate body protruding forward. In the direction from the upper and lower ends of the front-end panel 10 towards the middle, the front-end panel 10 also forms a plate body protruding forward.

[0186] A plurality of raised reinforcing ribs 11 are formed on both the front and rear surfaces of the front-end panel 10. The plurality of reinforcing ribs 11 include a plurality of transverse ribs 11b extending left and right and a plurality of longitudinal ribs 11a extending up and down. The plurality of transverse ribs 11b and the plurality of longitudinal ribs 11a are cross-connected. Among them, at least part of the two ends of the plurality of transverse ribs 11b respectively extend to the left and right ends of the front-end panel 10, and at least part of the two ends of the plurality of longitudinal ribs 11a respectively extend to the upper and lower edges of the front-end panel 10.

[0187] Furthermore, on the rear side surface of the front panel 10, the left end of the transverse rib 11b extending to the left end edge of the front panel 10 gradually increases in height protruding backward in the left direction, and the right end of the transverse rib 11b extending to the right end edge of the front panel 10 gradually increases in height protruding backward in the right direction.

[0188] The torque box 20 is connected to the left and right end edges of the front panel 10. The torque box 20 includes a box body 21 and a plurality of reinforcing plates 22. The box body 21 is a box with a triangular cross-section and is open on one side away from the front panel 10. The plurality of reinforcing plates 22 are arranged in the box body 21 and are connected to the side walls of the box body 21. The plurality of reinforcing plates 22 are cross-connected in the box body 21.

[0189] The shock tower 30 is connected to the front side of the front panel 10 through a connecting plate 40. The shock tower 30 is provided with an upwardly protruding boss 31. The boss 31 is formed with mounting holes 32 and avoidance holes 36 arranged at intervals on the left and right. The mounting hole 32 is used to install the shock absorber, and the avoidance hole 36 is used to avoid the shock absorber spring.

[0190] The mounting hole 32 is circular and has an annular rib 33 formed around its circumference. The outer circumference of the annular rib 33 is connected to a plurality of extension ribs 34 . The plurality of extension ribs 34 extend radially outward along the radial direction of the mounting hole 32 . A first rib 37 is formed around the avoidance hole 36 . The first rib 37 extends in a ring shape along the circumference of the avoidance hole 36 .

[0191] Reinforcement ribs 41 are connected between the connection plate 40 and the shock absorbing tower 30 . A plurality of reinforcement ribs 41 extend front to back and are spaced apart from each other left to right.

[0192] In the above technical solution, the front enclosure structure 100 integrates the front torque box 20, the front shock tower 30 and the front enclosure panel 10, and then forms the components through die-casting. This can not only shorten the project development cycle, but also reduce mold opening costs. After integration, the overall weight of the front enclosure structure 100 is reduced, and related splicing is reduced, which can improve the bending and torsional stiffness performance of the CTC skateboard chassis, as well as the collision safety performance and NVH performance.

[0193] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the various embodiments of the present application, and they should all be covered within the scope of the claims and the description of the present application. In particular, as long as there is no structural conflict, the technical features mentioned in each embodiment can be combined in any way. The present application is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. A front panel structure (100) for a vehicle, characterized in that, Including: Front bulkhead (10); Torque box (20), which is connected to the left and right ends of the front bulkhead (10); Shock tower (30), which is arranged on the front side of the front bulkhead (10) and connected to the front bulkhead (10), wherein, the front bulkhead (10), the torque box (20) and the shock tower (30) are integrally formed.

2. The front panel structure (100) according to claim 1, characterized in that, The front bulkhead (10), the torque box (20) and the shock tower (30) are integrally formed by casting.

3. The front panel structure (100) according to claim 2, characterized in that, The front bulkhead (10), the torque box (20) and the shock tower (30) are integrally formed by die-casting.

4. The front panel structure (100) according to any one of claims 1-3, characterized in that, Further including: Connecting plate (40), which extends back and forth, the front end of the connecting plate (40) is connected to the shock tower (30) and the rear end is connected to the front bulkhead (10).

5. The front panel structure (100) according to claim 4, characterized in that In the direction from the front bulkhead (10) towards the shock tower (30), at least part of the connecting plate (40) extends obliquely upward.

6. The front panel structure (100) according to claim 4, characterized in that, A plurality of reinforcing ribs (41) are provided between the connecting plate (40) and the shock tower (30), and the plurality of reinforcing ribs (41) extend back and forth and are arranged at intervals in the left-right direction.

7. The front panel structure (100) according to any one of claims 1-3, characterized in that, A boss (31) protruding upward is provided on the shock tower (30), and a mounting hole (32) for mounting a shock absorber is provided on the boss (31).

8. The front panel structure (100) according to claim 7, characterized in that, A circumferential rib (33) extending in a ring shape along the circumference of the mounting hole (32) is formed on the periphery of the mounting hole (32).

9. The front panel structure (100) according to claim 8, characterized in that, A plurality of extension ribs (34) are further provided on the shock tower, and the plurality of extension ribs (34) are arranged at intervals along the circumference of the mounting hole (32). One end of each extension rib (34) is connected to the circumferential rib (33), and the other end extends radially outward along the mounting hole (32), and the other end of at least part of the extension ribs (34) extends beyond the outer periphery of the boss (31).

10. The front panel structure (100) according to any one of claims 1-3, characterized in that, A plurality of reinforcing ribs (11) are provided on the front bulkhead (10).

11. The front panel structure (100) according to claim 10, characterized in that, The plurality of reinforcing ribs (11) include transverse ribs (11b) and longitudinal ribs (11a), the transverse ribs (11b) extend in the left-right direction, and the longitudinal ribs (11a) extend in the up-down direction and intersect with the transverse ribs (11b).

12. The front panel structure (100) according to claim 11, characterized in that, A first hem (12) extending backward is provided on the upper side edge of the front bulkhead (10), and a second hem (13) extending backward is provided on the lower side edge. At least part of the upper ends of the longitudinal ribs (11a) are connected to the first hem (12), and at least part of the lower ends of the longitudinal ribs (11a) extend to be connected to the second hem (13).

13. The front panel structure (100) according to claim 11, characterized in that, At least part of the left end and / or the right end of the transverse rib (11b) extends to be connected to the torque box (20).

14. The front panel structure (100) according to claim 13, characterized in that, In the direction from the middle of the transverse rib (11b) towards the left and right ends of the transverse rib (11b), the protruding height of the end of the transverse rib (11b) connected to the torque box (20) gradually increases.

15. The front panel structure (100) according to any one of claims 1-3, characterized in that, The torsion box (20) includes a box body (21), the box body (21) is formed into a box structure, and the box body (21) is open on a side away from the front panel (10) in the left-right direction.

16. The front panel structure (100) according to claim 15, characterized in that, The box body (21) includes an end plate (211), a first side plate (212), a second side plate (213) and a third side plate (214), wherein the end plate (211) is connected to the front panel (10) and is arranged at an angle to the left and right directions, the first side plate (212) extends in the up-down direction and is connected to the front edge of the end plate (211), the second side plate (213) extends in the front-back direction and is connected to the lower edge of the end plate (211), the third side plate (214) is connected to the rear edge of the end plate (211), and in the direction from top to bottom, the third side plate (214) extends backward at an angle, and the first side plate (212), the second side plate (213) and the third side plate (214) are connected end to end along the circumference of the end plate (211).

17. The front panel structure (100) according to claim 16, characterized in that, The torsion box (20) further comprises: a plurality of reinforcing plates (22), wherein the plurality of reinforcing plates (22) are arranged in the box body (21), and both ends of the reinforcing plates (22) are connected to the inner wall surface of the box body (21).

18. The front panel structure (100) according to claim 17, characterized in that, The plurality of reinforcing plates (22) include at least one first reinforcing plate (22a) and at least one second reinforcing plate (22b), wherein the first reinforcing plate (22a) and the second reinforcing plate (22b) are cross-connected.

19. The front panel structure (100) according to claim 15, characterized in that, The torsion box (20) further comprises: a first connection portion, a second connection portion and a third connection portion connected to the box body (21), wherein the first connection portion is used to connect to the front longitudinal beam, the second connection portion is used to connect to the door sill beam, and the third connection portion is used to connect to the cross beam.

20. The front panel structure (100) according to claim 1, characterized in that, The plate thickness of the front enclosure structure (100) is greater than or equal to 2.5 mm and less than or equal to 3 mm.

21. A vehicle, characterized in that, The invention comprises a front enclosure structure (100) according to any one of claims 1 to 20.

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