Front wall structure and vehicle

Abstract

The front wall structure comprises a front wall plate and torsion boxes, and the torsion boxes are connected to the left end and the right end of the front wall plate; wherein the front wall plate and the torsion box are integrally formed. According to the technical scheme, due to the fact that the front wall plate and the torsion box 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. 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. Utility Model Content

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. For this purpose, 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 for a vehicle, including: a front panel; a torque box connected to the left and right ends of the front panel; wherein, the front panel and the torque box are integrally formed.

[0005] In the above technical solution, since the front panel and the torque box 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 and the torque box are integrally cast.

[0007] In the above technical solution, since the front panel and the torque box are integrally cast, it is convenient 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 and the torque box are integrally die-cast.

[0009] In the above technical solution, since the front panel and the torque box 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, a plurality of reinforcing ribs are provided on the front panel.

[0011] 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 vibration transmission from the front engine compartment to the passenger compartment; when a frontal collision occurs to the vehicle, 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 passengers in the passenger compartment.

[0012] 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.

[0013] 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 the 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 improving 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.

[0014] In some embodiments, a first hem extending backward is provided at the upper side edge of the front bulkhead, and a second hem extending backward is provided at the lower side edge, at least part of the upper ends of the longitudinal ribs are connected to the first hem, and at least part of the lower ends of the longitudinal ribs extend to be connected to the second hem.

[0015] In the above technical solution, since a first hem and a second hem are respectively formed at the upper edge and the lower edge of the front bulkhead, the first hem and the second hem can improve the structural stiffness of the edge of the front bulkhead. The longitudinal ribs are connected between the first hem and the second hem, 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 hem and the second hem 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 the 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.

[0016] In some embodiments, a first connecting boss is formed on the second hem, the first connecting boss is formed with a first connecting hole and the first connecting bosses are provided in plurality at intervals in the left-right direction, and at least part of the lower ends of the longitudinal ribs extend to the first connecting boss.

[0017] In the above technical solution, by forming a first connecting boss on the second folded edge, it is beneficial to improve the structural strength of the connection position between the front panel and other components and to improve the connection stability between the front panel and other components. By extending the lower end of at least part of the longitudinal ribs to the first connecting boss, the longitudinal ribs are beneficial to improve the connection strength between the first connecting boss and other components.

[0018] In some embodiments, at least a portion of the left ends of the transverse ribs extend to connect with the torsion box.

[0019] In this technical solution, since the left ends of at least 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, protecting the passenger compartment.

[0020] In some embodiments, at least a portion of the right end of the transverse rib extends to connect with the torsion box.

[0021] In this technical solution, since the right ends of at least 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 multiple transverse ribs, distributes the impact force to other locations on the vehicle body, protecting the passenger compartment.

[0022] In some embodiments, in a direction from the middle of the transverse rib toward the left and right ends of the transverse rib, a height of a protrusion at one end of the transverse rib connected to the torsion box gradually increases.

[0023] 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.

[0024] 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.

[0025] In the above technical solution, since the box body of the torsion box is in the shape of a box, on the one hand, the torsional strength and stiffness of the torsion box can be improved, and the anti-deformation ability of the torsion box can be enhanced. On the other hand, the box body can absorb impact energy through deformation during a collision to protect the safety of the occupant compartment. And under the same strength conditions, the box-shaped torsion box can reduce the material usage and achieve lightweight. In addition, one side of the box body of the torsion box is open, which can facilitate the integral molding of the torsion box and the front panel and reduce the processing difficulty.

[0026] In some embodiments, the box body includes an end plate, a first side plate, a second side plate, and a third side plate. The end plate is connected to the front panel and is arranged at an angle to the left-right direction. The first side plate extends in the up-down direction and is connected to the front side edge of the end plate. The second side plate extends in the front-back direction and is connected to the lower side edge of the end plate. The third side plate is connected to the rear side edge of the end plate, and in the direction from top to bottom, the third side plate extends obliquely backward. The first side plate, the second side plate, and the third side plate are connected end to end along the circumference of the end plate.

[0027] In the above technical solution, since the end plate, the first side plate, the second side plate, and the third side plate form a box body structure with a triangular cross-section, not only can the structural strength of the box body be further improved and the torsional performance of the box body be enhanced, but also the structure of the torsion box can be made compact and the occupied space of the torsion box can be reduced.

[0028] In some embodiments, the torsion box further includes: a plurality of reinforcing plates, and the plurality of reinforcing plates are arranged inside the box body, and both ends of the reinforcing plates are connected to the inner wall surface of the box body.

[0029] In the above technical solution, since a plurality of reinforcing plates are arranged inside the box body, the plurality of reinforcing plates can provide internal support for the box body inside the box body, reduce the probability of deformation of the torsion box when subjected to torsional force. At the same time, the reinforcing plates can also disperse the external force acting on the box body, make the structure of the torsion box more stable, and extend the service life.

[0030] 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.

[0031] In the above technical solution, since the plurality of reinforcing plates include the first reinforcing plate and the second reinforcing plate that are cross-connected, the structural strength of the torsion box can be further enhanced, and the structural stiffness and torsional performance of the torsion box can be improved.

[0032] In some embodiments, the torsion box further includes: a first connecting portion, a second connecting portion, and a third connecting portion connected to the box body. The first connecting portion is used to connect to the front longitudinal beam, the second connecting portion is used to connect to the sill beam, and the third connecting portion is used to connect to the cross beam.

[0033] In the above technical solution, since the torsion 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 anti-torsion performance of the front end structure.

[0034] In some embodiments, the thickness of the front panel is greater than or equal to 2.5 mm and less than or equal to 3 mm.

[0035] In the above technical solution, if the thickness of the front panel is less than 2.5 mm, the forming requirements of the front panel are high and the forming difficulty is great; if the thickness of the front panel is greater than 3 mm, the weight of the front panel is relatively large, which is not conducive to the lightweight of the front end structure. By making the thickness of the front panel greater than or equal to 2.5 mm and less than or equal to 3 mm, not only can the front panel be easily formed and have sufficient structural strength, but also the weight of the front panel can be reduced, which is conducive to realizing the lightweight of the front end structure.

[0036] In some embodiments, the wall thickness of the torsion box is greater than or equal to 2.5 mm and less than or equal to 3 mm.

[0037] In the above technical solution, if the wall thickness of the torsion box is less than 2.5 mm, the forming requirements of the torsion box are high and the forming difficulty is great; if the wall thickness of the torsion box is greater than 3 mm, the weight of the torsion box is relatively large, which is not conducive to the lightweight of the front end structure. By making the wall thickness of the torsion box greater than or equal to 2.5 mm and less than or equal to 3 mm, not only can the torsion box be easily formed and have sufficient structural strength, but also the weight of the torsion box can be reduced, which is conducive to realizing the lightweight of the front end structure.

[0038] In a second aspect, an embodiment of the present application provides a vehicle, including a front end structure according to the embodiment of the first aspect.

[0039] In the above technical solution, since the vehicle is provided with the above front end structure, and since the front panel and the torsion box are integrally formed, not only can the stiffness and integrity of the front end structure be improved, the collision performance of the vehicle be enhanced, but also the seams and connection points between components can be reduced, the number of components can be reduced, the installation accuracy can be improved, the weight can be reduced, the lightweight of the front end structure can be realized, the assembly efficiency can be improved, and the vibration and noise can be reduced, and the NVH performance of the vehicle can be improved.

[0040] 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 through the practice of the present application. Brief Description of the Drawings

[0041] Figure 1 is a schematic diagram of a first angle of a front wall structure according to some embodiments of the present application;

[0042] Figure 2 is Figure 1 an enlarged view of the portion marked A in

[0043] Figure 3 is a schematic diagram of a second angle of a front wall structure according to an embodiment of the present application;

[0044] Figure 4 is a schematic diagram of a third angle of a front wall structure according to an embodiment of the present application;

[0045] Figure 5 is a schematic diagram of a fourth angle of a front wall structure according to an embodiment of the present application;

[0046] Figure 6 is a schematic diagram of a fifth angle of a front wall structure according to an embodiment of the present application;

[0047] Figure 7 is a schematic diagram of a sixth angle of a front wall structure according to an embodiment of the present application;

[0048] Figure 8 is a schematic diagram of a seventh angle of a front wall structure according to an embodiment of the present application.

[0049] Reference Signs:

[0050] 100, front wall structure;

[0051] 10, front wall panel;

[0052] 11, reinforcing rib; 11a, longitudinal rib; 11b, transverse rib;

[0053] 12, first hem; 13, second hem; 131, first connecting boss; 1311, first connecting hole;

[0054] 20, torque box;

[0055] 21, box body; 211, end plate; 212, first side plate; 213, second side plate; 214, third side plate;

[0056] 22, reinforcing plate; 22a, first reinforcing plate; 22b, second reinforcing plate. Detailed Description of the Embodiments

[0057] The embodiments of the technical solution of the present application will be described in detail below in conjunction with the accompanying drawings. The following embodiments are only used to illustrate the technical solution of the present application more clearly, so they are only examples and cannot be used to limit the protection scope of the present application.

[0058] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill 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 specification and claims of this application and the above accompanying drawings are intended to cover non-exclusive inclusion.

[0059] In the description of the embodiments of this 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 this application, "a plurality of" means more than two, unless otherwise specifically defined.

[0060] Referring to "embodiments" herein means that the specific features, structures or characteristics described in connection with the embodiments may be included in at least one embodiment of this 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.

[0061] In the description of the embodiments of this application, the term "and / or" is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0062] In the description of the embodiments of this application, the term "a plurality of" refers to more than two (including two).

[0063] In the description of the embodiments of this application, the orientation or positional relationship indicated by technical terms such as "center", "longitudinal", "transverse", "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 accompanying drawings, and is only for the convenience of describing the embodiments of this application and simplifying the description, rather than indicating or implying that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the embodiments of this application.

[0064] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installation", "connection", "connection", "fixation" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral body; 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 components or the interaction relationship between two components. 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 circumstances.

[0065] 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.

[0066] 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 the role of 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.

[0067] A torque box is usually arranged inside the vehicle to realize the relative fixation between the front longitudinal beam and the sill beam through the torque box. At the same time, the torque box can also play the role of 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 impact resistance of the vehicle.

[0068] In the prior art, there are multiple components such as a front bulkhead and a torque box arranged at the front of the vehicle. During assembly, the multiple components are connected by fasteners, the assembly is relatively complex, the assembly error is large, and it is difficult to improve the assembly efficiency. At the same time, due to the large number of components, the vehicle body weight increases, affecting the lightweight of the vehicle and occupying space.

[0069] Based on the above considerations, in order to realize the lightweight of the vehicle, improve the assembly efficiency, and improve the installation consistency of the front end structure, the present application designs a front end structure in which the front bulkhead and the torque box are integrally formed, thereby reducing the overall weight of the front end structure, realizing the lightweight of the front end structure, reducing the splicing and assembly between components, improving the vehicle assembly efficiency, and at the same time improving the structural stiffness of the front end structure, improving the bending and torsion stiffness performance of the front end, improving the safety performance during vehicle collision, and improving the NVH performance of the vehicle.

[0070] The following refers to Figures 1-8 Describe the front end structure 100 according to the first aspect embodiment of the present application, where Figure 1 is a schematic diagram of the front end structure 100 according to the first angle of the embodiment of the present application; Figure 2 isFigure 1 An enlarged view of the area A marked in the figure; Figure 3 It is a schematic diagram of the front bulkhead structure 100 according to an embodiment of the present application from a second angle; Figure 4 It is a schematic diagram of the front bulkhead structure 100 according to an embodiment of the present application from a third angle; Figure 5 It is a schematic diagram of the front bulkhead structure 100 according to an embodiment of the present application from a fourth angle; Figure 6 It is a schematic diagram of the front bulkhead structure 100 according to an embodiment of the present application from a fifth angle;

[0071] Figure 7 It is a schematic diagram of the front bulkhead structure 100 according to an embodiment of the present application from a sixth angle; Figure 8 It is a schematic diagram of the front bulkhead structure 100 according to an embodiment of the present application from a seventh angle.

[0072] It should be noted that in a specific example, in Figures 1-8 , the e1 direction is the front - rear direction, the e2 direction is the left - right direction, and the e3 direction is the up - down direction.

[0073] An embodiment of the present application proposes a front bulkhead structure 100, and the front bulkhead structure 100 of this embodiment is used for a vehicle. As Figure 1 shown, the front bulkhead structure 100 includes: a front bulkhead panel 10 and a torque box 20, and the torque box 20 is connected to the left and right ends of the front bulkhead panel 10; wherein, the front bulkhead panel 10 and the torque box 20 are integrally formed.

[0074] Specifically, the number of torque boxes 20 is two, and the two torque boxes 20 are respectively connected to the left end and the right end of the front bulkhead panel 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 vehicle collision and improve the rigidity of the vehicle body.

[0075] Among them, the front bulkhead panel 10 and the torque box 20 are integrally formed, that is: the front bulkhead panel 10 and the torque box 20 are directly processed into a single piece. For example, when the front bulkhead structure 100 is a metal part, the front bulkhead panel 10 and the torque box 20 can be integrally formed by casting, forging, or stamping. When the front bulkhead structure 100 uses a plastic part with sufficient strength, the front bulkhead panel 10 and the torque box 20 can be integrally formed by injection molding. When the front bulkhead structure 100 uses a composite material part, it can also be formed by composite materials. For example, the front bulkhead structure 100 can be integrally formed by using carbon fiber and resin composite materials. In addition, the front bulkhead panel 10 and the torque box 20 can also be integrally formed by thermoforming, 3D printing, etc.

[0076] In this embodiment, by integrally molding the front bulkhead 10 and the torque box 20, the rigidity of the entire front-end structure 100 can be improved, and the overall stability and handling performance of the vehicle can be enhanced. At the same time, the integrally molding 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 to be installed during the assembly of the front-end structure 100, simplify the assembly process, improve production efficiency, and reduce the weight of the entire vehicle to achieve lightweighting.

[0077] In addition, when the front bulkhead 10 and the torque box 20 are integrally molded, when the vehicle collides, the impact force can be better dispersed, and the integrity of the body structure can be maintained, thereby protecting the safety of passengers in the passenger compartment.

[0078] In the above technical solution, since the front bulkhead 10 and the torque box 20 are integrally molded, not only can the rigidity and integrity of the front-end structure 100 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 lightweighting of the front-end structure 100 be achieved, the assembly efficiency be improved, and the vibration and noise can be reduced to improve the NVH performance of the vehicle.

[0079] In some embodiments of the present application, the front bulkhead 10 and the torque box 20 are integrally cast and molded.

[0080] In one example, the front-end structure 100 can be made of steel, or can be made of aluminum alloy or magnesium alloy, or can also be made of other metal parts or alloy parts. 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 and the torque box 20 in this embodiment can be integrally molded by sand casting, gravity casting, die casting, low-pressure casting, etc.

[0081] In the above technical solution, since the front bulkhead 10 and the torque box 20 are integrally cast and molded, it is beneficial to form a front-end structure 100 with a more complex structure to meet the structural strength of the front-end structure 100 and improve the production and processing efficiency.

[0082] In some embodiments of the present application, the front bulkhead 10 and the torque box 20 are integrally die-cast and molded.

[0083] Die casting is a process in which molten metal is injected into a steel mold under high pressure and rapidly cooled 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 molding can also improve the structural strength of the front-end structure 100 and further enhance the stability and collision performance of the vehicle.

[0084] Optionally, the one-piece die-cast front panel structure 100 can be a metal part. For example, the front panel structure 100 can be made of materials such as steel and aluminum. Optionally, the one-piece die-cast front panel structure 100 can be a plastic part. For example, the front panel structure 100 can be made of polypropylene-based plastics, ABS plastics, etc. Optionally, the one-piece die-cast front panel structure 100 can also be a carbon fiber part or a composite material part, etc.

[0085] In the above technical solution, since the front panel 10 and the torque box 20 are integrally die-cast, not only can the production efficiency of the front panel structure 100 be improved, reducing the subsequent processing time and cost of the front panel structure 100, but also the rigidity of the front panel structure 100 can be further improved, further enhancing the collision performance of the vehicle.

[0086] In some embodiments of the present application, as Figure 1 shown, a plurality of reinforcing ribs 11 are provided on the front panel 10.

[0087] 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.

[0088] The reinforcing ribs 11 can be arranged only on the rear side surface of the front panel 10, only on the front side surface of the front panel 10, or on both the front side surface and the rear side surface of the front panel 10.

[0089] 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 the vehicle undergoes 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 various positions of the vehicle body to protect the safety of the occupants in the passenger compartment.

[0090] 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.

[0091] 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 panel 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.

[0092] 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 rigidity of the front bulkhead 10 in the up and down directions, but also disperse and transmit the impact force to the upper and lower sides of the vehicle body during a collision.

[0093] In the above technical solution, since the multiple reinforcing ribs 11 include the horizontally extending transverse ribs 11b and the vertically extending longitudinal ribs 11a, 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, so as to improve the service life of the front bulkhead 10. In addition, arranging multiple reinforcing ribs 11 on the front bulkhead 10 can reduce the thickness of the main body part of the front bulkhead 10, reduce the weight of the front bulkhead 10, and achieve lightweight design.

[0094] 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.

[0095] In one example, the first folded edge 12 extends from the left end edge to the right 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 upward 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 second connecting bosses can be formed on the first folded edge 12, and second connecting holes are formed on the second connecting bosses. The plurality of second connecting bosses are arranged at intervals in the left and right directions, and the plurality of second connecting holes are used for passing through fasteners to realize the fastening connection between the front bulkhead 10 and other components.

[0096] In one example, the second folded edge 13 extends from the left end edge to the right end edge of the front bulkhead 10, and the second folded edge 13 is a horizontally extending plate extending backward. The second folded edge 13 can strengthen the structural strength of the lower side edge of the front bulkhead 10. At the same time, mounting structures can also be arranged on the second folded edge 13 for realizing the assembly between the front bulkhead 10 and other components of the vehicle. For example, a plurality of first connecting bosses 131 can be formed on the second folded edge 13, and first connecting holes 1311 are formed on the first connecting bosses 131. The plurality of first connecting bosses 131 are arranged at intervals in the left and right directions, and the plurality of first connecting holes 1311 are used for passing through fasteners to realize the fastening connection between the front bulkhead 10 and other components.

[0097] The upper ends of multiple longitudinal ribs 11a can have a part extending 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. The lower ends of multiple longitudinal ribs 11a can have only a part extending 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.

[0098] Among them, for some of the multiple longitudinal ribs 11a, their upper ends can be connected to the first hem 12 and their lower ends can be connected to the second hem 13.

[0099] In the above technical solution, since the upper edge and the lower edge of the front bulkhead 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 bulkhead 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 bulkhead 10, enhance the integrity of the front bulkhead 10, and improve the anti-impact performance of the front bulkhead 10. In addition, the first hem 12 and the second hem 13 extending backward can provide mounting points, positioning surfaces and sealing surfaces for the connection and installation of the front bulkhead 10 and other components, which is convenient for the positioning and assembly of the front bulkhead 10 and other components, and is convenient for realizing the sealing between the front bulkhead 10 and other components, so as to reduce the entry of noise, dust and moisture into the passenger compartment and improve the sealing performance.

[0100] In some embodiments of the present application, as Figure 1 shown, a first connecting boss 131 is formed on the second hem 13. The first connecting boss 131 is formed with a first connecting hole 1311 and the first connecting bosses 131 are multiple and arranged at intervals in the left-right direction. At least part of the lower ends of the longitudinal ribs 11a extend to the first connecting boss 131.

[0101] The lower ends of multiple longitudinal ribs 11a can have a part extending to be connected to the first connecting boss 131, or the lower ends of all the longitudinal ribs 11a can extend to be connected to the first connecting boss 131.

[0102] Optionally, the first connecting hole 1311 can be a round hole, a square hole or the like.

[0103] In the above technical solution, by forming the first connecting boss 131 on the second hem 13, it is beneficial to improve the structural strength at the connection position between the front bulkhead 10 and other components and is beneficial to improve the connection stability between the front bulkhead 10 and other components. By making at least part of the lower ends of the longitudinal ribs 11a extend to the first connecting boss 131, in this way, the longitudinal ribs 11a are beneficial to improve the connection strength between the first connecting boss 131 and other components.

[0104] In some embodiments of the present application, as Figure 1As shown, the left end of at least part of the transverse rib 11b extends to be connected to the torque box 20.

[0105] That is to say, the left ends of some or all of the multiple transverse ribs 11b extend to be connected to the torque box 20 located on the left side of the front bulkhead 10.

[0106] In the above technical solution, since the left end of at least part of the transverse rib 11b is connected to the torque box 20, the connection strength between the torque box 20 and the front bulkhead 10 can be enhanced, the integrity of the front-end structure 100 can be enhanced, the stiffness of the front-end structure 100 can be improved, and the probability of deformation of the front-end structure 100 due to torsion can be reduced. When a side collision occurs to the vehicle, the torque box 20 can absorb and disperse part of the impact force. At the same time, the torque box 20 can also disperse and transmit the impact force to other positions of the vehicle body through the multiple transverse ribs 11b, so as to achieve the safety of protecting the occupant compartment.

[0107] In some embodiments of the present application, as Figure 1 shown, the right end of at least part of the transverse rib 11b extends to be connected to the torque box 20.

[0108] That is to say, the right ends of some or all of the multiple transverse ribs 11b extend to be connected to the torque box 20 located on the right side of the front bulkhead 10.

[0109] For example, some of the multiple 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 bulkhead 10 and their right ends extending to be connected to the torque box 20 located on the right side of the front bulkhead 10.

[0110] In the above technical solution, since the right end of at least part of the transverse rib 11b is connected to the torque box 20, the connection strength between the torque box 20 and the front bulkhead 10 can be enhanced, the integrity of the front-end structure 100 can be enhanced, the stiffness of the front-end structure 100 can be improved, and the probability of deformation of the front-end structure 100 due to torsion can be reduced. When a side collision occurs to the vehicle, the torque box 20 can absorb and disperse part of the impact force. At the same time, the torque box 20 can also disperse and transmit the impact force to other positions of the vehicle body through the multiple transverse ribs 11b, so as to achieve the safety of protecting the occupant compartment.

[0111] In some embodiments of the present application, as Figure 1 shown, in the direction from the middle of the transverse rib 11b towards the left and right ends of the transverse rib 11b, the convex height of the end of the transverse rib 11b connected to the torque box 20 gradually increases.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] For example, the box body 21 of the torsion box 20 arranged on the left side of the dash panel 10 is formed into a box structure with the left side open, and the box body 21 of the torsion box 20 arranged on the right side of the dash panel 10 is formed into a box structure with the right side open.

[0117] In the above technical solution, the box-shaped body 21 of the torque box 20 improves its torsional strength and rigidity, enhancing its deformation resistance. Furthermore, the body 21 can absorb impact energy during a collision by deforming, protecting the passenger compartment. Furthermore, while maintaining the same strength, the box-shaped body 21 reduces material usage, achieving a lighter weight. Furthermore, the open side of the body 21 facilitates the integrated molding of the torque box 20 with the dash panel 10, reducing manufacturing complexity.

[0118] In some embodiments of the present application, Figure 1 and Figure 3As 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 wall panel 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 circumferential direction of the end plate 211.

[0119] 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 a box body 21 that is open on one side. Among them, the vertically extending first side plate 212 is perpendicular to the front-back extending second side plate 213.

[0120] 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 a box body 21 structure with a triangular cross-section, it can not only further improve the structural strength of the box body 21 and improve the torsional resistance of the box body 21, but also make the structure of the torsion box 20 compact and reduce the occupied space of the torsion box 20.

[0121] Optionally, a plurality of third connecting bosses are formed on the third side plate 214 located at the left and right ends of the front wall panel 10. Third connecting holes are formed on the third connecting bosses. The plurality of third connecting bosses are arranged at intervals in the up-down direction. The plurality of third connecting holes are used for passing through fasteners to realize the fastening connection between the torsion box 20 and other components.

[0122] 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 plate 22 are connected to the inner wall surface of the box body 21.

[0123] The number of the reinforcing plates 22 can be two, three, four, six, eight, ten, twelve or more, etc. The plurality of reinforcing plates 22 can be arranged at intervals inside the box body 21, and the plurality of reinforcing plates 22 can be arranged intersecting inside 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.

[0124] The reinforcing plate 22 extends within the box body 21, and both ends in the extending direction of the reinforcing plate 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. Another example is that the reinforcing plate 22 can be connected between the first side plate 212 and the third side plate 214. Still another example is that the reinforcing plate 22 can also be connected between the second side plate 213 and the third side plate 214.

[0125] In the above 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 deformation of the torsion box 20 when subjected to a torsional force. At the same time, the reinforcing plate 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.

[0126] 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.

[0127] 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°.

[0128] 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.

[0129] In a specific example, one first reinforcing plate 22a and multiple second reinforcing plates 22b are provided within 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 multiple 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.

[0130] Further, one side end edges of the multiple second reinforcing plates 22b facing away from the front bulkhead 10 are flush with the end 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 bulkhead 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 plate 22b.

[0131] In the above technical solution, since the multiple reinforcing plates 22 include the first reinforcing plate 22a and the second reinforcing plate 22b that are cross-connected, the structural strength of the torque box 20 can be further enhanced, and the structural stiffness and torsional resistance of the torque box 20 can be improved.

[0132] In some embodiments of the present application, as Figure 1 and Figure 3 shown, the torque 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.

[0133] Among them, the first connecting portion can be arranged at the front position of the torque 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 to the torque box 20 through the front longitudinal beam, and then transmitted to the front bulkhead 10 and the middle and rear structures of the vehicle body through the torque box 20, which is beneficial to quickly transmit and disperse the collision force.

[0134] The second connecting portion can be arranged at the rear position of the torque box 20 for convenient connection with the sill beam located at the rear side of the torque box 20. Among them, the second connecting portion and the sill beam can be welded together, or can be tightly connected through 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 torque box 20 to achieve the effect of dispersing the side collision force and improve the overall stability of the vehicle body.

[0135] 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 torque boxes 20. In this way, the cross beam can further play a role in supporting and strengthening the front enclosure structure 100, further strengthening the structural strength of the vehicle and improving the safety performance of the vehicle.

[0136] In the above technical solution, since the torsion box 20 is 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 respectively, it is convenient to connect the front end structure 100 to 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.

[0137] In some embodiments, the plate thickness of the front panel 10 is greater than or equal to 2.5 mm and less than or equal to 3 mm.

[0138] For example, the plate thickness of the front panel 10 can be 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm, or 3 mm, etc.

[0139] In the above technical solution, if the plate thickness of the front panel 10 is less than 2.5 mm, the forming requirements of the front panel 10 are high and the forming difficulty is great; if the plate thickness of the front panel 10 is greater than 3 mm, the weight of the front panel 10 is relatively large, which is not conducive to the lightweight of the front end structure 100; by making the plate thickness of the front panel 10 greater than or equal to 2.5 mm and less than or equal to 3 mm, not only can the front panel 10 be easily formed and have sufficient structural strength, but also the weight of the front panel 10 can be reduced, which is conducive to realizing the quantification of the lightweight front end structure 100.

[0140] In some embodiments, the wall thickness of the torsion box 20 is greater than or equal to 2.5 mm and less than or equal to 3 mm.

[0141] For example, the wall thickness of the torsion box 20 can be 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm, or 3 mm, etc.

[0142] In the above technical solution, if the wall thickness of the torsion box 20 is less than 2.5 mm, the forming requirements of the torsion box 20 are high and the forming difficulty is great; if the wall thickness of the torsion box 20 is greater than 3 mm, the weight of the torsion box 20 is relatively large, which is not conducive to the lightweight of the front end structure 100; by making the wall thickness of the torsion box 20 greater than or equal to 2.5 mm and less than or equal to 3 mm, not only can the torsion box 20 be easily formed and have sufficient structural strength, but also the weight of the torsion box 20 can be reduced, which is conducive to realizing the quantification of the lightweight front end structure 100.

[0143] Optionally, the plate thickness of the front panel 10 and the wall thickness of the torsion box 20 can also be greater than 3 mm and less than or equal to 4 mm.

[0144] In a second aspect, an embodiment of the present application further provides a vehicle, including the front end structure 100 of any one of the above embodiments.

[0145] In the above technical solution, since the vehicle is provided with the above-mentioned front-end structure 100, and since the front-end panel 10 and the torque box 20 are integrally formed, it is possible not only to improve the stiffness and integrity of the front-end structure 100, enhance 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 100, improve the assembly efficiency, and also reduce vibration and noise, enhancing the NVH performance of the vehicle.

[0146] In some embodiments of the present application, the vehicle may also be a skateboard chassis, and the front-end structure 100 is provided on the skateboard chassis.

[0147] Among them, the skateboard chassis is a highly integrated customized automotive chassis. By integrating the core parts such as batteries, electric drives, electronic controls, braking, and steering into the chassis, a highly integrated intelligent functional area is formed.

[0148] 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. The CTC skateboard chassis can improve the battery energy density, reduce the overall vehicle weight, and optimize the vehicle's space utilization.

[0149] In the above technical solution, by setting the front-end structure 100 on the skateboard chassis, it is possible not only to improve the bending and torsional stiffness of the skateboard chassis, enhance the collision performance of the vehicle, but also to improve the NVH performance of the vehicle.

[0150] Next, a vehicle according to a specific embodiment of the present application will be described with reference to Figures 1-8 A vehicle according to a specific embodiment of the present application will be described.

[0151] The vehicle in this embodiment includes a CTC skateboard chassis and a front-end structure 100. The front-end structure 100 is provided at the front of the CTC skateboard chassis and is fixedly connected to the CTC skateboard chassis.

[0152] Referring to Figures 1-8 As shown, the front-end structure 100 includes a front-end panel 10 and two torque boxes 20. Among them, the front-end panel 10, the connecting plate 40, and the torque box 20 are integrally die-cast.

[0153] Specifically, as Figures 1-3 shown, the front-end panel 10 extends left and right. In the direction of 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 that bulges forward. In the direction of the upper and lower ends of the front-end panel 10 towards the middle, the front-end panel 10 also forms a plate body that bulges forward.

[0154] Both the front and rear surfaces of the front bulkhead 10 are formed with a plurality of raised reinforcing ribs 11. The plurality of reinforcing ribs 11 includes 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 bulkhead 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 bulkhead 10.

[0155] Further, on the rear surface of the front bulkhead 10, at the left end of the transverse rib 11b extending to the left end edge of the front bulkhead 10, in the leftward direction, the height of the backward bulge gradually increases. At the right end of the transverse rib 11b extending to the right end edge of the front bulkhead 10, in the rightward direction, the height of the backward bulge gradually increases.

[0156] The torsion box 20 is connected to the left and right end edges of the front bulkhead 10. The torsion box 20 includes a box body 21 and a plurality of reinforcing plates 22. The box body 21 is in the shape of a box with a triangular cross-section and is open on the side facing away from the front bulkhead 10. The plurality of reinforcing plates 22 are arranged inside the box body 21 and are connected to the side walls of the box body 21, and the plurality of reinforcing plates 22 are cross-connected inside the box body 21.

[0157] In the above technical solution, the front-end structure 100 integrates the front torsion box 20 and the front bulkhead 10, and then through die-casting molding, it can not only shorten the project development cycle, but also reduce the mold opening cost. After integration, the overall weight of the front-end structure 100 is reduced, and the relevant splicing is reduced, which can improve the bending and torsion stiffness performance of the CTC skateboard chassis, and can also improve the collision safety performance and the NVH performance.

[0158] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended 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 recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be covered by 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 for a vehicle, characterized in that, include: cowl; a torsion box connected to the left and right ends of the front panel; Wherein, the front panel and the torsion box are integrally formed.

2. The front panel structure according to claim 1, characterized in that The front panel and the torsion box are integrally cast.

3. The front panel structure according to claim 2, characterized in that, The front panel and the torsion box are integrally die-cast.

4. The front panel structure according to claim 1, characterized in that, A plurality of reinforcing ribs are provided on the front panel.

5. The front panel structure according to claim 4, characterized in that, 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.

6. The front panel structure according to claim 5, wherein The upper edge of the front panel is provided with a first folded edge extending backward, and the lower edge is provided with a second folded edge extending backward, at least part of the upper end of the longitudinal rib is connected to the first folded edge, and at least part of the lower end of the longitudinal rib extends to connect to the second folded edge.

7. The front panel structure according to claim 6, characterized in that, A first connecting boss is formed on the second folded edge, a first connecting boss is formed with a first connecting hole, and the first connecting boss is arranged in a plurality of intervals along the left-right direction, and at least part of the lower ends of the longitudinal ribs extend to the first connecting boss.

8. The front panel structure according to claim 5, characterized in that, At least a portion of the left end and / or the right end of the transverse ribs extend to be connected to the torsion box.

9. The front panel structure according to claim 8, characterized in that In a direction from the middle of the transverse rib toward the left and right ends of the transverse rib, a protrusion height of one end of the transverse rib connected to the torsion box gradually increases.

10. The front panel structure according to any one of claims 1-9, characterized in that, The torsion box includes a box body, the box body is formed into a box structure, and the box body is opened at one side away from the front panel in the left-right direction.

11. The front panel structure according to claim 10, wherein The box body includes an end plate, a first side plate, a second side plate and a third side plate, the end plate is connected to the front panel and is arranged at an angle to the left and right directions, the first side plate extends in the up and down directions and is connected to the front edge of the end plate, the second side plate extends in the front and back directions and is connected to the lower edge of the end plate, the third side plate is connected to the rear edge of the end plate, and in the direction from top to bottom, the third side plate extends backward at an angle, and the first side plate, the second side plate and the third side plate are connected end to end along the circumference of the end plate.

12. The front panel structure according to claim 10, characterized in that, The torsion box further includes: a plurality of reinforcing plates, which are arranged in the box body, and both ends of the reinforcing plates are connected to the inner wall surface of the box body.

13. The front panel structure according to claim 12, wherein The plurality of reinforcing plates include at least one first reinforcing plate and at least one second reinforcing plate, and the first reinforcing plate is cross-connected with the second reinforcing plate.

14. The front panel structure according to claim 10, characterized in that, The torsion box further includes: a first connection portion, a second connection portion, and a third connection portion connected to the box body, wherein the first connection portion is used to connect to the front longitudinal beam, the second connection portion is used to connect to the sill beam, and the third connection portion is used to connect to the cross beam.

15. The front panel structure according to claim 1, characterized in that The thickness of the front panel is greater than or equal to 2.5 mm and less than or equal to 3 mm; and / or the wall thickness of the torsion box is greater than or equal to 2.5 mm and less than or equal to 3 mm.

16. A vehicle, characterized in that, The utility model comprises a front wall structure according to any one of claims 1 to 15.

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