A front structure and vehicle

Abstract

This utility model provides a front bulkhead structure and a vehicle, relating to the field of vehicle technology. It aims to at least solve the problem of poor compatibility and versatility of front engine compartment structures across different vehicle models. The front bulkhead structure provided in this application is used in a vehicle and includes a front bulkhead panel, an engine compartment side beam, and a center tunnel cover. The engine compartment side beam is located on the front side of the front bulkhead panel and connected to it. The center tunnel cover is located in the middle of the front bulkhead panel and at its lower end. At least a portion of the front bulkhead panel, the engine compartment side beam, and the center tunnel cover are integrally formed.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a front structure and a vehicle. Background Technology

[0002] In the field of vehicle technology, the front bulkhead structure is an important component of a vehicle, mainly providing mounting points for powertrain, suspension and other parts. It is also an important component that separates the passenger compartment from the engine compartment, and plays an important role in absorbing and transferring energy during a vehicle collision.

[0003] In related technologies, to improve the collision safety of the front bulkhead structure, a front engine compartment structure has been provided. This front engine compartment structure is an integrated cast aluminum structure comprising an engine compartment crossbeam, two engine compartment longitudinal beams, and two shock absorber towers. The two ends of the engine compartment crossbeam are connected to the two engine compartment longitudinal beams, and the two shock absorber towers are each connected to one of the two engine compartment longitudinal beams. However, this front engine compartment structure is only suitable for a specific vehicle model, and its compatibility and versatility across different vehicle models are poor. Utility Model Content

[0004] One objective of this invention is to provide a front fascia structure that addresses the poor compatibility and versatility of front engine compartment structures across different vehicle models. A second objective is to provide a vehicle design.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] According to the first aspect of this application, this application provides a front bulkhead structure for a vehicle, the front bulkhead structure including a front bulkhead panel, a cabin side beam and a central passage cover, the cabin side beam being located on the front side of the front bulkhead panel and connected to the front bulkhead panel, and the central passage cover being located in the middle of the front bulkhead panel and at the lower end of the front bulkhead panel; wherein at least a portion of the front bulkhead panel, the cabin side beam and the central passage cover are integrally formed.

[0007] Based on the aforementioned technical means, by integrating at least a portion of the central tunnel cover plate and the front bulkhead plate, as well as the engine compartment side beam, into a single form, the integration level of the front bulkhead structure can be improved, the number of parts reduced, and production assembly efficiency increased. In addition, adding a central tunnel cover plate to the integrated front bulkhead structure allows the front bulkhead structure to be adapted to the layout requirements of more vehicle models, thereby improving the compatibility and versatility of the front bulkhead structure across different vehicle models.

[0008] Furthermore, at least a portion of the front bulkhead, the cabin side beams, and the central passage cover are integral die-cast aluminum alloy parts.

[0009] According to the above-mentioned technical means, at least part of the front bulkhead, the complex shapes of the cabin side beams and the central passage cover can be formed in one go, which is conducive to ensuring the dimensional accuracy and surface quality of these structures, as well as to achieving the lightweighting of the front bulkhead structure.

[0010] Furthermore, the front bulkhead includes an upper panel and a lower panel, with the upper panel connected to the upper end of the lower panel. The nacelle side beam is connected to the lower panel, and the lower panel, nacelle side beam, and central passage cover are integrally formed.

[0011] Based on the aforementioned technical means, by splitting the front bulkhead into two modules, an upper panel and a lower panel, the structure can be shared across multiple vehicle platforms. Only the local structure of the upper panel needs to be adjusted to adapt to different styling or functional requirements, which can further improve the compatibility and versatility of the front bulkhead structure across different vehicle models.

[0012] Furthermore, the central tunnel cover protrudes from the side of the front bulkhead away from the vehicle's engine compartment and defines a passage space with the front bulkhead. The height of the central tunnel cover gradually decreases from front to back.

[0013] Based on the aforementioned technical means, the accommodating channel of the center tunnel cover can provide installation space for other components of the vehicle, and the gradually changing height structure of the center tunnel cover allows it to naturally connect with the corresponding structure of the front bulkhead.

[0014] Furthermore, the surface of the central tunnel cover facing the vehicle's engine compartment is provided with a first reinforcing rib, which extends in the left-right direction. The engine compartment side beam includes a first engine compartment side beam and a second engine compartment side beam that are opposite each other in the left-right direction. One end of the first reinforcing rib extends toward the first engine compartment side beam, and the other end of the first reinforcing rib extends toward the second engine compartment side beam.

[0015] According to the above-mentioned technical means, by setting the first reinforcing rib, the overall rigidity and structural strength of the central channel cover plate can be enhanced. One end and the other end of the first reinforcing rib extend toward the first and second cabin side beams on the left and right sides, respectively, which is conducive to improving the lateral bending resistance of the front structure as a whole.

[0016] Furthermore, the front bulkhead structure also includes a longitudinal reinforcement structure for the cover plate, which is located on the surface of the central tunnel cover plate away from the engine compartment and is adapted to be connected to the vehicle floor. The longitudinal reinforcement structure for the cover plate includes a boss structure and a longitudinal reinforcement beam. The boss structure is located on the surface of the central tunnel cover plate away from the engine compartment and is used to support the longitudinal reinforcement beam, which is adapted to be connected to the vehicle floor.

[0017] Based on the aforementioned technical means, the design of the boss structure helps to further enhance the structural strength of the central tunnel cover. In addition, when a vehicle is involved in a frontal collision, the longitudinal reinforcement structure of the cover can effectively transfer the collision energy borne by the front structure to the rear of the vehicle, so that the rear of the vehicle can share the impact force. This helps to reduce the deformation of the front structure during a collision, reduce the intrusion of the front structure into the passenger compartment, and improve its collision safety performance.

[0018] Furthermore, the upper edge of the lower plate is provided with a mounting plate that extends rearward; the mounting plate is inclined upward in the direction from front to back.

[0019] Based on the above technical means, by setting up a mounting plate, the mounting plate can provide mounting positions for other parts of the vehicle, further improving the integration of the front structure. In addition, the inclined setting of the mounting plate is conducive to demolding during the one-piece die casting process.

[0020] Furthermore, the upper edge of the lower plate is provided with a mounting plate extending rearward; the mounting plate includes a first mounting hole and a second mounting hole symmetrically arranged relative to the central channel cover plate in the left-right direction.

[0021] Based on the above technical means, by reserving symmetrically arranged first and second mounting holes on the mounting plate, different driving position requirements can be flexibly adapted without changing the main structure of the front bulkhead. This allows the front bulkhead structure to meet the layout requirements of both left-hand drive and right-hand drive vehicles, improving the platform versatility of the front bulkhead structure and reducing development costs and the variety of parts.

[0022] Furthermore, a second reinforcing rib is provided on the side of the lower plate facing the vehicle's engine compartment. The second reinforcing rib includes an intersecting first rib and a second rib; a reinforcing boss is provided at at least part of the intersection of the first rib and the second rib.

[0023] According to the above-mentioned technical means, the setting of the reinforced boss is conducive to enhancing the load-bearing capacity at the intersection of the first and second reinforcing ribs, thereby effectively improving the reinforcing effect of the second reinforcing rib, and further improving the impact resistance of the front structure.

[0024] Furthermore, a second reinforcing rib is provided on the side of the lower plate facing the vehicle's engine compartment. The second reinforcing rib includes an intersecting first rib and a second rib, with the included angle between the first rib and the second rib being less than 90°.

[0025] According to the above-mentioned technical means, by making the included angle between the first rib and the second rib less than 90°, it is beneficial to improve the overall structural stability of the second reinforcing rib, and thus to improve the impact resistance of the front structure.

[0026] Furthermore, the lower plate includes a front bulkhead, a bottom plate, a first end plate, and a second end plate. The cabin side beam is connected to the front bulkhead, the bottom plate is connected to the lower edge of the front bulkhead and extends rearward from the front bulkhead, the first end plate is arranged at an angle to the left and right directions and is connected to the left edge of the front bulkhead and the bottom plate, and the second end plate is arranged at an angle to the left and right directions and is connected to the right edge of the front bulkhead and the bottom plate. Along the front-rear direction, the distance between the upper edge of the front bulkhead and the rear edge of the bottom plate is greater than or equal to 435 mm and less than or equal to 445 mm.

[0027] According to the aforementioned technical means, if the distance between the upper edge of the front bulkhead and the rear edge of the floor plate is less than 435mm in the longitudinal direction, the impact resistance of the front bulkhead will be reduced. If the distance between the upper edge of the front bulkhead and the rear edge of the floor plate is greater than 445mm in the longitudinal direction, the floor plate of the front bulkhead will interfere with other components of the vehicle, such as interfering with the chassis frame or hindering the arrangement of the vehicle's battery pack. By ensuring that the distance between the upper edge of the front bulkhead and the rear edge of the floor plate is greater than or equal to 435mm and less than or equal to 445mm in the longitudinal direction, the front bulkhead structure can have good impact resistance while still meeting the overall layout requirements of the vehicle.

[0028] Furthermore, the lower plate includes a front bulkhead, a bottom plate, a first end plate, and a second end plate. The cabin side beam is connected to the front bulkhead, the bottom plate is connected to the lower edge of the front bulkhead and extends rearward from the front bulkhead, the first end plate is arranged at an angle to the left and right directions and is connected to the left edge of the front bulkhead and the bottom plate, and the second end plate is arranged at an angle to the left and right directions and is connected to the right edge of the front bulkhead and the bottom plate. In the vertical direction, the distance between the upper edge and the lower edge of the front bulkhead is greater than or equal to 32 mm and less than or equal to 47 mm.

[0029] Based on the aforementioned technical means, if the distance between the upper and lower edges of the front panel is less than 32mm in the vertical direction, the size of the lower panel may not meet the layout requirements of steering components, throttle components, and other structures in some vehicle models. If the distance between the upper and lower edges of the front panel is greater than 47mm in the vertical direction, the size of the upper panel, which matches the lower panel, may not meet the layout requirements of air conditioning components and other structures in some vehicle models. By ensuring that the distance between the upper and lower edges of the front panel is greater than or equal to 32mm and less than or equal to 47mm in the vertical direction, the dimensions of both the upper and lower panels can meet the layout requirements of various components in various vehicle models within this range.

[0030] Furthermore, the lower plate includes a front bulkhead, a bottom plate, a first end plate, and a second end plate. The cabin side beam is connected to the front bulkhead, the bottom plate is connected to the lower edge of the front bulkhead and extends rearward from the front bulkhead, the first end plate is arranged at an angle to the left and right directions and is connected to the left edge of the front bulkhead and the bottom plate, and the second end plate is arranged at an angle to the left and right directions and is connected to the right edge of the front bulkhead and the bottom plate. The first end plate and the second end plate are provided with pre-installed mounting holes for reinforcing members.

[0031] Based on the above technical means, by setting pre-installed mounting holes for reinforcing components on the first end plate and the second end plate, when the front bulkhead structure is used in a vehicle with high collision performance requirements, reinforcing components can be added through the pre-installed mounting holes for reinforcing components. This allows the front bulkhead structure to meet more diverse production requirements, enabling it to adapt to multiple standards on a single platform. This helps reduce development costs and enhance product competitiveness.

[0032] According to a second aspect of this application, this application provides a vehicle that includes the front structure of any of the above-mentioned technical solutions.

[0033] Based on the above technical means, the compatibility and versatility of the front structure across different vehicle models can be improved.

[0034] The beneficial effects of this utility model are:

[0035] (1) This utility model integrates at least part of the central channel cover plate and the front bulkhead plate and the engine compartment side beam into one piece to improve the integration level of the front bulkhead structure, reduce the number of parts, and improve production and assembly efficiency. In addition, by adding the central channel cover plate to the integrated front bulkhead structure, the front bulkhead structure can be adapted to more vehicle layout requirements, thereby improving the compatibility and versatility of the front bulkhead structure among different vehicle models.

[0036] (2) By splitting the front bulkhead into two modules, an upper plate and a lower plate, this utility model enables the structure to be shared on multiple vehicle platforms. Only the local structure of the upper plate needs to be adjusted to adapt to different shapes or functional requirements, which can further improve the compatibility and versatility of the front bulkhead structure among different vehicle models.

[0037] It should be noted that the technical effects of the second implementation method can be found in the technical effects of the corresponding implementation method in the first aspect, and will not be repeated here.

[0038] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0039] Figure 1 Schematic diagram of the front enclosure structure provided for some embodiments of this application;

[0040] Figure 2 A schematic diagram of a portion of the front enclosure structure provided in some embodiments of this application;

[0041] Figure 3 A front view of a portion of the front enclosure structure provided in some embodiments of this application;

[0042] Figure 4 Top view of a portion of the front enclosure structure provided in some embodiments of this application;

[0043] Figure 5 A rear view of another portion of the front bulkhead structure provided in some embodiments of this application;

[0044] Figure 6 A schematic diagram from another perspective of a portion of the front fascia structure provided in some embodiments of this application;

[0045] Figure 7 This is a schematic diagram of another view of a portion of the front fascia structure provided in some embodiments of this application;

[0046] Figure 8 A bottom view of a portion of the front bulkhead structure provided in some embodiments of this application;

[0047] Figure 9 This is a schematic diagram of a die-casting mold for a front structure provided in some embodiments of this application.

[0048] Among them, 100, front bulkhead structure; 1, front bulkhead panel; 11, upper panel; 12, lower panel; 121, mounting plate; 1211, first mounting hole; 1212, second mounting hole; 122, front wall panel; 123, bottom plate; 124, first end plate; 125, second end plate; 2, cabin side beam; 3, central passage cover plate; 31, passage space; 4, first reinforcing rib; 51, boss structure; 52, longitudinal reinforcing beam; 6, second reinforcing rib; 61, first rib; 62, second rib; 63, reinforcing boss; 7, pre-set mounting hole for reinforcing member; 8, through hole; 9, positioning hole;

[0049] 200. Die casting mold; 201. Casting gate; 202. First casting pipe; 203. Second casting pipe; 204. Mold cavity. Detailed Implementation

[0050] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.

[0051] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0052] In this application, the length direction, width direction, and height direction of the vehicle are well known to those skilled in the art. In the accompanying drawings, the length direction of the vehicle is represented by the letter X, the width direction by the letter Y, and the height direction by the letter Z. It should be noted that in this application, the front-to-back direction is consistent with the length direction of the vehicle, the left-to-right direction is consistent with the width direction, and the up-and-down direction is consistent with the height direction.

[0053] Next, we will refer to Figures 1-8 The front structure 100 of some embodiments of this application will be described.

[0054] See Figures 1-8 According to a first aspect of this application, this application provides a front bulkhead structure 100 for a vehicle. The front bulkhead structure 100 includes a front bulkhead panel 1, a cabin side beam 2, and a center channel cover 3. The cabin side beam 2 is located on the front side of the front bulkhead panel 1 and connected to the front bulkhead panel 1. The center channel cover 3 is located in the middle of the front bulkhead panel 1 and at its lower end. At least a portion of the front bulkhead panel 1, the cabin side beam 2, and the center channel cover 3 are integrally formed.

[0055] The integral molding of at least a portion of the front bulkhead 1, the cabin side beam 2, and the central passage cover 3 can include the following situations: for example, a portion of the front bulkhead 1, the cabin side beam 2, and the central passage cover 3 are integrally molded, while other portions of the front bulkhead 1 are molded separately; another example is that the entire front bulkhead 1, the cabin side beam 2, and the central passage cover 3 are integrally molded.

[0056] By adopting an integrated molding process, multiple components that originally needed to be manufactured and assembled separately (such as the front bulkhead 1, the cabin side beam 2, and the central passage cover 3) are integrated into a single structure, effectively reducing the number of parts and connection structures.

[0057] As a crucial component of the vehicle, the front bulkhead structure 100 is essential for separating the passenger compartment from the engine compartment, playing a vital role in absorbing and transferring energy during a collision. The integrated molding process used for at least a portion of the front bulkhead panel 1, the engine compartment side beam 2, and the center tunnel cover 3 further enhances the overall rigidity and deformation resistance of the front bulkhead structure 100. Specifically, the integrated structure provides a more continuous and controllable crumple path, allowing the front bulkhead structure 100 to gradually absorb impact energy during a collision, thus improving the overall vehicle crashworthiness. Furthermore, since the integrated structure lacks obvious weak connection points, such as the welded joints in traditional welded structures, it avoids the problem of tearing at connection points during a collision, which could lead to connection failure. Therefore, this integrated structure exhibits higher structural integrity and stronger fracture resistance.

[0058] The front bulkhead structure 100, by incorporating a central tunnel cover 3 and integrating it with the front bulkhead panel 1, enhances its scalability and adaptability, enabling it to meet the needs of more vehicle platforms and preventing connection failures at the connection point between the central tunnel cover 3 and the front bulkhead panel 1 in the event of a collision. Optionally, the central tunnel cover 3 can provide housing, support, or transition for other vehicle components. For example, the area corresponding to the central tunnel cover 3 can be used to house transmission system-related structures, noise reduction devices, etc., to accommodate the different needs of different vehicle models.

[0059] For example, when the front bulkhead structure 100 is used in a range-extended electric vehicle (REEV), the REEV typically incorporates a muffler to reduce engine exhaust noise and improve its NVH performance during engine operation. The muffler can be located in the vehicle's engine compartment, near the engine. Specifically, the space on one side of the center console cover 3 within the engine compartment can be used to house the muffler. Therefore, the front bulkhead structure 100 can be applied not only to pure electric vehicles but also to REEVs to meet their muffler placement requirements.

[0060] Based on this, by integrating at least a portion of the central channel cover plate 3 and the front bulkhead 1, as well as the engine compartment side beam 2, into a single unit, the integration level of the front bulkhead structure 100 can be improved, the number of parts can be reduced, and production assembly efficiency can be improved. In addition, by adding the central channel cover plate 3 to the integrated front bulkhead structure 100, the front bulkhead structure 100 can be adapted to the layout requirements of more vehicle models, thereby improving the compatibility and versatility of the front bulkhead structure 100 among different vehicle models.

[0061] See Figures 1-8 In some embodiments, at least a portion of the front bulkhead 1, the cabin side beam 2, and the central passage cover 3 are integral die-cast aluminum alloy parts.

[0062] The front bulkhead 1, at least a portion of the cabin side beam 2, and the central passage cover 3 are highly integrated. The use of an integrated die-casting process helps to ensure the forming requirements of the front bulkhead structure 100.

[0063] Aluminum alloy parts have a lower density but good strength and corrosion resistance. At least part of the front bulkhead 1, the engine compartment side beam 2, and the center channel cover 3 are formed of aluminum alloy parts. Compared with steel structures, aluminum alloy parts can help reduce the weight of the front bulkhead structure 100, thereby helping to achieve lightweight vehicle design and improve vehicle fuel economy or range.

[0064] Based on this, at least a portion of the front bulkhead 1, the complex shapes of the cabin side beams 2 and the central passage cover 3 can all be formed in one piece, which helps to ensure the dimensional accuracy and surface quality of these structures, as well as to achieve the lightweighting of the front bulkhead structure 100.

[0065] See Figures 1-5 In some embodiments, the front bulkhead 1 includes an upper plate 11 and a lower plate 12. The upper plate 11 is connected to the upper end of the lower plate 12. The cabin side beam 2 is connected to the lower plate 12. The lower plate 12, the cabin side beam 2, and the central passage cover 3 are integrally formed.

[0066] The upper plate 11 is located in front of the passenger compartment, near the instrument panel area, and mainly undertakes functions such as sealing, sound insulation, heat insulation, and partial structural support, including functions such as air conditioning intake, wiper mounting holes, and wiring harness through holes 8. The lower plate 12 can be used to bear the installation load of key systems such as the powertrain and suspension.

[0067] During a vehicle collision, the integrated structure of the lower plate 12, the cabin side beam 2, and the central passage cover 3 can bear and transmit collision energy, thus effectively protecting the passengers in the passenger compartment.

[0068] The front bulkhead 1 is divided into an upper plate 11 and a lower plate 12. This allows the lower plate 12 to function as a platform component compatible with different vehicle models when the front bulkhead structure 100 is suitable for various vehicle types. Only the upper plate 11 needs to be differentiated to accommodate the different layout requirements of each vehicle, thus reducing component development costs. For example, when the front bulkhead structure 100 is applied to sedans and SUVs, the structural design of the upper plate 11 can be adjusted to accommodate the design and layout requirements of the instrument panel (IP) for both sedans and SUVs.

[0069] Based on this, by splitting the front bulkhead 1 into two modules, the upper plate 11 and the lower plate 12, the structure can be shared on multiple vehicle platforms. Only the local structure of the upper plate 11 needs to be adjusted to adapt to different styling or functional requirements, which can further improve the compatibility and versatility of the front bulkhead structure 100 among different vehicle models.

[0070] See Figure 9 and combined Figure 1 In some embodiments, two parts can be made in one mold by improving the die-casting mold 200 of the front structure 100, so that the upper plate 11, lower plate 12, cabin side beam 2, and central channel cover plate 3 can be formed simultaneously through the same die-casting mold 200.

[0071] The die-casting mold 200 includes a casting port 201 and a first casting pipe 202 and a second casting pipe 203 connected to the casting port 201. During the production process of the front structure 100, the molten metal required for die casting is injected through the casting port 201 and flows into different mold cavities 204 through the first casting pipe 202 and the second casting pipe 203 respectively.

[0072] In addition, the casting pipes inside the die-casting mold 200 are evenly distributed and have a gentle slope, so that they can meet the requirements of the molten metal flow rate and the quality of the die-cast parts during the die-casting process.

[0073] Based on this, the production method of one mold and two pieces is conducive to increasing JPH (Jobs Per Hour), which in turn helps to improve the production efficiency of the front structure 100.

[0074] In the process of producing the front structure 100 using a die-casting mold 200 with two parts, the dividing point between the upper plate 11 and the lower plate 12 is the parting surface during the die-casting process. The integrated structure of the lower plate 12, the engine compartment side beam 2, and the central channel cover plate 3 is located below the parting line and the demolding method is demolding in the vertical direction. The two sides of the lower plate 12 are designed for demolding in the left and right directions.

[0075] See Figures 1-5In some embodiments, the central passage cover 3 protrudes from the side of the front bulkhead 1 away from the vehicle's engine compartment and defines a passage space 31 with the front bulkhead 1. The height of the central passage cover 3 gradually decreases along the direction from front to back.

[0076] Optionally, the central tunnel cover 3 is inclined toward the engine compartment away from the vehicle in the direction from front to back. Optionally, the central tunnel cover 3 is formed into an arc-shaped structure in the direction from front to back, and the central tunnel cover 3 has a smooth transition.

[0077] The central channel cover 3 is integrally formed with the front lower plate 12 and the engine compartment side beam 2 to form a continuous stress structure. When the vehicle is involved in a frontal collision, the gradually changing height structure can guide the impact energy from the engine compartment to the front structure 100 smoothly and further disperse it to the chassis longitudinal beams.

[0078] For example, when the front bulkhead structure 100 is applied to a range-extended hybrid vehicle, the vehicle's muffler is located within the passageway space 31, and the dimensions of the center passageway cover 3 need to meet the safety requirements of the muffler. Specifically, the height of the center passageway cover 3 gradually transitions from approximately 100mm to 20mm and then decreases to 0mm, meaning that the rear edge of the center passageway cover 3 extends to connect to the bottom of the front bulkhead 1. The left-right dimension of the center passageway cover 3 is 240mm, and the front-rear dimension is 252mm. When the muffler is arranged within the passageway space 31, the safety distance between the muffler and the center passageway cover 3 in the left-right direction is 25mm, so that the center passageway cover 3 can meet the thermal hazard safety distance requirements for the muffler arrangement.

[0079] Optionally, a U-shaped channel space 31 is defined between the bottom of the central channel cover 3 and the front bulkhead 1.

[0080] Based on this, the accommodating channel of the central channel cover 3 can provide installation space for the other components of the vehicle, and the gradient height structure of the central channel cover 3 allows it to naturally connect with the corresponding structure of the front bulkhead 1.

[0081] See Figures 1-4 In some embodiments, the surface of the central channel cover 3 facing the vehicle's engine compartment is provided with a first reinforcing rib 4, which extends in the left-right direction. The engine compartment side beam 2 includes a first engine compartment side beam and a second engine compartment side beam that are opposite each other in the left-right direction. One end of the first reinforcing rib 4 extends toward the first engine compartment side beam, and the other end of the first reinforcing rib 4 extends toward the second engine compartment side beam.

[0082] The arrangement of the first reinforcing rib 4 can effectively avoid structural tearing or failure caused by local stress concentration, thereby improving the overall vehicle crash rating. The first reinforcing rib 4 extends in the left-right direction, that is, it is arranged laterally, which is beneficial to enhancing the performance of the front structure 100 in terms of lateral bending stiffness.

[0083] The two ends of the first reinforcing rib 4 extend toward the first engine compartment side beam and the second engine compartment side beam, respectively. The first reinforcing rib 4 forms a structural connection or transition with the engine compartment side beams 2 on both sides. When the vehicle is involved in a frontal collision, it can form a more effective energy transfer path between the engine compartment side beams 2 and the central channel cover plate 3, thereby improving the overall vehicle collision safety.

[0084] Optionally, the first reinforcing rib 4 can be formed together with the lower plate 12, the cabin side beam 2 and the central channel cover plate 3 through an integral molding process, without the need for subsequent welding or assembly.

[0085] For example, one end of the first reinforcing rib 4 extends to the root of the first cabin side beam, and the other end of the first reinforcing rib 4 extends to the root of the second cabin side beam.

[0086] For example, the first reinforcing rib 4 may be multiple ribs along the vertical direction, such as four, five or six ribs.

[0087] Optionally, the first reinforcing rib 4 protrudes 9mm from the middle channel cover plate 3, and the thickness of the first reinforcing rib 4 is 5mm, so as to ensure that the first reinforcing rib 4 has a good reinforcing effect.

[0088] For example, a third reinforcing rib extending in the front-rear direction can also be arranged on the lower plate 12 to further improve the rigidity of the lower plate 12 and enhance the protection effect of the front bulkhead structure 100 on the occupants of the passenger compartment.

[0089] Based on this, by setting the first reinforcing rib 4, the overall rigidity and structural strength of the central channel cover plate 3 can be enhanced. One end and the other end of the first reinforcing rib 4 extend toward the first and second cabin side beams on the left and right sides, respectively, which is conducive to improving the lateral bending resistance of the front structure 100 as a whole.

[0090] See Figures 1-5 In some embodiments, the front bulkhead structure 100 further includes a cover longitudinal reinforcement structure, which is disposed on the surface of the central channel cover 3 away from the engine compartment and is adapted to be connected to the vehicle floor. The cover longitudinal reinforcement structure includes a boss structure 51 and a longitudinal reinforcement beam 52. The boss structure 51 is disposed on the surface of the central channel cover 3 away from the engine compartment and is used to support the longitudinal reinforcement beam 52, which is adapted to be connected to the vehicle floor.

[0091] The boss structure 51 is set on the surface of the central channel cover plate 3, serving as the mounting base for the longitudinal reinforcing beam 52 and playing a positioning and supporting role. The longitudinal reinforcing beam 52 is fixed on the boss and extends in the front-rear direction, eventually connecting to the vehicle floor or floor longitudinal beam, so that the longitudinal reinforcing structure of the cover plate can effectively transfer the load borne by the front bulkhead to the floor structure, improving the structural continuity of the entire vehicle.

[0092] In addition, the boss structure 51 can provide local structural reinforcement to the central channel cover plate 3.

[0093] Optionally, the boss structure 51 can be integrally formed with the central channel cover plate 3 (such as a die-cast aluminum alloy part), reducing subsequent processing and assembly steps. Optionally, the longitudinal reinforcing beam 52 can be made of high-strength steel or aluminum profile.

[0094] For example, in the event of a frontal collision, the energy absorbed by the front bulkhead structure 100 can be transferred via the following path: from the central tunnel cover 3 to the boss structure 51, then from the boss structure 51 to the longitudinal reinforcing beam 52, and finally from the longitudinal reinforcing beam 52 to the floor. This allows the collision energy to be efficiently transferred and dispersed, preventing energy from concentrating in a localized area of ​​the front bulkhead. This reduces the amount of collision intrusion in the central tunnel cover 3 area, thereby further improving the safety of the passenger compartment and enhancing the overall vehicle collision safety level.

[0095] For example, the boss structure 51 is formed as a cylindrical ejector pin structure, which is designed with Y0 symmetry and has one or more arranged symmetrically in the left and right directions, for example, three arranged symmetrically in the left and right directions.

[0096] For example, the boss structure 51 has a threaded hole, and the longitudinal reinforcing beam 52 can be connected to the boss structure 51 by bolt thread.

[0097] Based on this, the protrusion structure 51 helps to further improve the structural strength of the central channel cover plate 3; in addition, when the vehicle is involved in a frontal collision, the longitudinal reinforcement structure of the cover plate can effectively transfer the collision energy borne by the front structure 100 to the rear of the vehicle, so that the rear of the vehicle can share the impact force, thereby helping to reduce the deformation of the front structure 100 during a collision, reduce the intrusion of the front structure 100 into the passenger compartment, and improve its collision safety performance.

[0098] In some optional embodiments, the front structure 100 is a Y0 symmetrical design structure, so that the front structure 100 can accommodate the arrangement of steering components, braking components and clutch pedals in left-hand and right-hand drive vehicles, making the front structure 100 universal between left-hand and right-hand drive vehicles.

[0099] See Figures 4-5 In some embodiments, the upper edge of the lower plate 12 is provided with a rearwardly extending mounting plate 121, which is inclined upward in a front-to-back direction.

[0100] In other words, the mounting plate 121 is arranged at an angle to the horizontal plane. For example, the angle between the mounting plate 121 and the horizontal plane can be 30°, 45°, or 60°, etc.

[0101] Based on this, by setting the mounting plate 121, the mounting plate 121 can provide mounting positions for the other parts of the vehicle, further improving the integration of the front structure 100. In addition, the inclined setting of the mounting plate 121 is conducive to demolding during the integral die casting process.

[0102] See Figures 4-5 In some embodiments, the upper edge of the lower plate 12 is provided with a rearwardly extending mounting plate 121; the mounting plate 121 includes a first mounting hole 1211 and a second mounting hole 1212 symmetrically arranged with respect to the central channel cover plate 3 in the left-right direction.

[0103] It should be noted that both the first mounting hole 1211 and the second mounting hole 1212 may include multiple holes.

[0104] For example, the first mounting hole 1211 and the second mounting hole 1212 can be used to mount the vehicle's steering column. Both the first mounting hole 1211 and the second mounting hole 1212 can include a through hole 8 for the steering column to pass through and a positioning hole 9 for connecting with the steering column. Specifically, the diameter of the through hole 8 can be 72mm so that the through hole 8 can match the diameter of the vehicle's steering column. The positioning hole 9 can be a threaded hole, and there can be multiple positioning holes 9 arranged circumferentially along the through hole 8. For example, there can be three positioning holes 9 arranged in a triangle, which helps to further improve the installation stability and reliability of the steering column. The first mounting hole 1211 and the second mounting hole 1212 are symmetrically arranged on both sides of the center channel cover plate 3 to ensure that the steering column mounting point is in a reasonable structural stress area regardless of whether it is a left-hand drive or right-hand drive vehicle.

[0105] In related technologies, for various types of vehicle platforms, different front structures 100 need to be manufactured separately for left-hand drive and right-hand drive versions. In this application, by setting the mounting plate 121 structure, the front structure 100 can be compatible with the layout requirements of related components (such as steering column) of the two types of vehicles, reducing the number of molds and the frequency of production line switching, which is conducive to improving production efficiency.

[0106] Based on this, by reserving symmetrically arranged first mounting holes 1211 and second mounting holes 1212 on the mounting plate 121, different driving position requirements can be flexibly adapted without changing the main structure of the front bulkhead, so that the front bulkhead structure 100 can meet the layout requirements of left-hand drive and right-hand drive vehicles, improve the platform versatility of the front bulkhead structure 100, and reduce development costs and the types of parts.

[0107] See Figures 4-8In some embodiments, the lower plate 12 is provided with a second reinforcing rib 6 on the side facing the vehicle's engine compartment. The second reinforcing rib 6 includes intersecting first ribs 61 and second ribs 62, and a reinforcing boss 63 is provided at at least part of the intersection of the first ribs 61 and the second ribs 62.

[0108] Among them, the reinforcing boss 63 is a local thickening structure of the second reinforcing rib 6, which is usually cylindrical, elliptical or polygonal. It can improve the structural strength of the connection between the first rib 61 and the second rib 62, and enhance the load-bearing capacity of the intersection node. This can improve the load transfer efficiency on the lower plate 12 and prevent structural fatigue or tearing caused by stress concentration.

[0109] For example, the lower plate 12 includes a front bulkhead 122, a bottom plate 123, a first end plate 124, and a second end plate 125. The cabin side beam 2 is connected to the front bulkhead 122, and the bottom plate 123 is connected to the lower edge of the front bulkhead 122 and extends rearward from the front bulkhead 122. The first end plate 124 is arranged at an angle to the left and right directions and is connected to the left edge of the front bulkhead 122 and the bottom plate 123. The second end plate 125 is arranged at an angle to the left and right directions and is connected to the right edge of the front bulkhead 122 and the bottom plate 123. The front side of the first end plate 124 and the second end plate 125 are provided with a second reinforcing rib 6, and the lower side of the bottom plate 123 is provided with a second reinforcing rib 6. That is to say, the side of the lower plate 12 that is away from the passenger compartment is the side facing the cabin.

[0110] The grid-like structure formed by the intersection of the first rib 61 and the second rib 62 effectively improves the local bending and torsional resistance of the lower plate 12. Furthermore, the reinforcement boss 63 enhances the load-bearing capacity at the intersection of the first rib 61 and the second rib 62, thereby effectively improving the reinforcement effect of the second reinforcing rib 6 and further enhancing the impact resistance of the front structure 100.

[0111] See Figures 6-8 In some embodiments, the lower plate 12 has a second reinforcing rib 6 on the side facing the vehicle's engine compartment. The second reinforcing rib 6 includes intersecting first rib 61 and second rib 62. The included angle between the first rib 61 and the second rib 62 is less than 90°. For example, the included angle between the first rib 61 and the second rib 62 can be 60°, 45°, or 30°, etc.

[0112] Optionally, the first rib 61 and the second rib 62 intersect to form a rhomboid or triangular mesh structure.

[0113] Based on this, by making the included angle between the first rib 61 and the second rib 62 less than 90°, it is beneficial to improve the overall structural stability of the second reinforcing rib 6, and thus to improve the impact resistance of the front structure 100.

[0114] See Figures 1-8 In some embodiments, the lower plate 12 includes a front bulkhead 122, a bottom plate 123, a first end plate 124, and a second end plate 125. The cabin side beam 2 is connected to the front bulkhead 122. The bottom plate 123 is connected to the lower edge of the front bulkhead 122 and extends rearward from the front bulkhead 122. The first end plate 124 is arranged at an angle to the left-right direction and connects to the left edge of the front bulkhead 122 and the bottom plate 123. The second end plate 125 is arranged at an angle to the left-right direction and connects to the right edge of the front bulkhead 122 and the bottom plate 123. Along the front-rear direction, the distance between the upper edge of the front bulkhead 122 and the rear edge of the bottom plate 123 is greater than or equal to 435 mm and less than or equal to 445 mm.

[0115] For example, the distance between the upper edge of the front wall panel 122 and the rear edge of the bottom panel 123 in the front-back direction can be 435mm, 438mm, 440mm, 442mm or 445mm, etc.

[0116] A key function of the front bulkhead structure 100 is to absorb energy during a collision. When the distance between the upper edge of the front wall panel 122 and the rear edge of the bottom plate 123 decreases along the longitudinal direction, it means that the effective area of ​​the front bulkhead structure 100 that can absorb and disperse collision energy is reduced, thereby decreasing the overall energy absorption efficiency. Furthermore, due to the reduction in the effective energy absorption area, more stress concentration points may form, increasing the risk of material failure, especially under high impact forces, which can easily lead to crack propagation or even fracture.

[0117] Based on this, if the distance between the upper edge of the front panel 122 and the rear edge of the bottom plate 123 in the longitudinal direction is less than 435mm, the impact resistance of the front bulkhead 1 will be reduced. If the distance between the upper edge of the front panel 122 and the rear edge of the bottom plate 123 in the longitudinal direction is greater than 445mm, the bottom plate 123 of the front bulkhead 1 will interfere with other parts of the vehicle, such as interfering with the subframe of the vehicle body or hindering the arrangement of the vehicle's power battery pack. By ensuring that the distance between the upper edge of the front panel 122 and the rear edge of the bottom plate 123 in the longitudinal direction is greater than or equal to 435mm and less than or equal to 445mm, within this range, the front bulkhead structure 100 can have good impact resistance and can also meet the arrangement requirements of the rear mounting points of the vehicle's chassis subframe and the power battery pack mounting points.

[0118] See Figures 1-8In some embodiments, the lower plate 12 includes a front bulkhead 122, a bottom plate 123, a first end plate 124, and a second end plate 125. The cabin side beam 2 is connected to the front bulkhead 122. The bottom plate 123 is connected to the lower edge of the front bulkhead 122 and extends rearward from the front bulkhead 122. The first end plate 124 is arranged at an angle to the left-right direction and connects to the left edge of the front bulkhead 122 and the bottom plate 123. The second end plate 125 is arranged at an angle to the left-right direction and connects to the right edge of the front bulkhead 122 and the bottom plate 123. The distance between the upper and lower edges of the front bulkhead 122 in the vertical direction is greater than or equal to 32 mm and less than or equal to 47 mm.

[0119] For example, the distance between the upper and lower edges of the front wall panel 122 in the vertical direction can be 32mm, 35mm, 38mm, 40mm, 45mm or 47mm, etc.

[0120] Based on this, if the distance between the upper and lower edges of the front wall panel 122 is less than 32mm in the vertical direction, the dimensions of the lower panel 12 may not meet the layout requirements of steering components, throttle components, and other structures in some vehicle models. If the distance between the upper and lower edges of the front wall panel 122 is greater than 47mm in the vertical direction, the dimensions of the upper panel 11, which matches the lower panel 12, may not meet the layout requirements of air conditioning components and other structures in some vehicle models. By ensuring that the distance between the upper and lower edges of the front wall panel 122 is greater than or equal to 32mm and less than or equal to 47mm in the vertical direction, the dimensions of both the upper panel 11 and the lower panel 12 can meet the layout requirements of various components in various vehicle models within this range.

[0121] See Figures 1-8 In some embodiments, the lower plate 12 includes a front bulkhead 122, a bottom plate 123, a first end plate 124, and a second end plate 125. The cabin side beam 2 is connected to the front bulkhead 122, and the bottom plate 123 is connected to the lower edge of the front bulkhead 122 and extends rearward from the front bulkhead 122. The first end plate 124 is arranged at an angle to the left and right directions and is connected to the left edge of the front bulkhead 122 and the bottom plate 123. The second end plate 125 is arranged at an angle to the left and right directions and is connected to the right edge of the front bulkhead 122 and the bottom plate 123. The first end plate 124 and the second end plate 125 are provided with pre-installed mounting holes 7 for reinforcing members.

[0122] In other words, for general vehicles with lower collision performance requirements, no reinforcement components need to be installed to achieve the goal of weight reduction. However, for vehicles with high collision performance requirements, reinforcement components can be added through the pre-installed mounting holes 7 to further enhance the structural strength of the front structure 100.

[0123] For example, the cabin side beam 2 includes a first reinforcing beam and a second reinforcing beam arranged opposite each other in the left-right direction. One end of the first end plate 124 is close to the root of the first cabin side beam in the left-right direction, and the other end of the first end plate 124 can be used for connection to the left A-pillar. One end and the other end of the first end plate 124 can be provided with pre-installed mounting holes 7 for reinforcing members. One end of the second end plate 125 is close to the root of the second cabin side beam in the left-right direction, and the other end of the second end plate 125 can be used for connection to the right A-pillar. One end and the other end of the second end plate 125 can be provided with pre-installed mounting holes 7 for reinforcing members.

[0124] Based on this, by providing pre-installed mounting holes 7 for reinforcing members on the first end plate 124 and the second end plate 125, when the front bulkhead structure 100 is used in a vehicle with high collision performance requirements, reinforcing members can be added through the pre-installed mounting holes 7, so that the front bulkhead structure 100 can meet more diverse production requirements, so that it can adapt to multiple standards on one platform, which is conducive to reducing development costs and improving product competitiveness.

[0125] The pre-installed mounting holes 7 in the reinforcement components allow for the adaptation to the performance requirements of different vehicle models by adding or removing parts, thereby increasing the commonality and platformization rate of high-value parts and shortening the parts development cycle.

[0126] According to the second aspect of this application, this application provides a vehicle including the aforementioned front bulkhead structure 100. Based on this, the compatibility and versatility of the front bulkhead structure 100 across different vehicle models can be improved.

[0127] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A front structure for a vehicle, characterized by comprising: include: Front panel (1); Cabin side beam (2), the cabin side beam (2) is located on the front side of the front bulkhead (1) and connected to the front bulkhead (1); A central channel cover (3) is provided in the middle of the front bulkhead (1) and located at the lower end of the front bulkhead (1); At least a portion of the front bulkhead (1), the cabin side beam (2), and the central passage cover (3) are integrally formed.

2. The bulkhead structure of claim 1, wherein, At least a portion of the front bulkhead (1), the cabin side beam (2), and the central passage cover (3) are integral die-cast aluminum alloy parts.

3. The front fascia structure according to claim 1, characterized in that, The front bulkhead (1) includes an upper plate (11) and a lower plate (12). The upper plate (11) is connected to the upper end of the lower plate (12). The cabin side beam (2) is connected to the lower plate (12). The lower plate (12), the cabin side beam (2) and the central passage cover (3) are integrally formed.

4. The front fascia structure according to claim 3, characterized in that, The central passage cover (3) protrudes from the front bulkhead (1) on the side opposite to the vehicle's engine compartment and defines a passage space (31) with the front bulkhead (1). The height of the central passage cover (3) gradually decreases from front to back.

5. The front fascia structure according to claim 4, characterized in that, The central passage cover plate (3) is provided with a first reinforcing rib (4) on the surface facing the cabin. The first reinforcing rib (4) extends in the left-right direction. The cabin side beam (2) includes a first cabin side beam (2) and a second cabin side beam (2) that are opposite each other in the left-right direction. One end of the first reinforcing rib (4) extends toward the first cabin side beam (2), and the other end of the first reinforcing rib (4) extends toward the second cabin side beam (2).

6. The front fascia structure according to claim 4, characterized in that, It also includes a longitudinal reinforcement structure for the cover plate, the longitudinal reinforcement structure for the cover plate being disposed on the surface of the central channel cover plate (3) facing away from the cabin, the longitudinal reinforcement structure for the cover plate being adapted to be connected to the floor of the vehicle; The longitudinal reinforcement structure of the cover plate includes a boss structure (51) and a longitudinal reinforcement beam (52). The boss structure (51) is located on the surface of the central channel cover plate (3) away from the cabin, and the boss structure (51) is used to support the longitudinal reinforcement beam (52). The longitudinal reinforcement beam (52) is adapted to be connected to the floor of the vehicle.

7. The front fascia structure according to claim 4, characterized in that, The lower plate (12) has a rearwardly extending mounting plate (121) along its upper edge; The mounting plate (121) is inclined upward in the direction from front to back; and / or, the mounting plate (121) includes a first mounting hole (1211) and a second mounting hole (1212) symmetrically arranged in the left-right direction relative to the middle channel cover plate (3).

8. The front fascia structure according to claim 3, characterized in that, The lower plate (12) is provided with a second reinforcing rib (6) on the side facing the engine compartment of the vehicle. The second reinforcing rib (6) includes an intersecting first rib (61) and a second rib (62). A reinforcing boss (63) is provided at at least a portion of the intersection of the first rib (61) and the second rib (62); and / or, a portion of the included angle between the first rib (61) and the second rib (62) is less than 90°.

9. The front fascia structure according to claim 3, characterized in that, The lower plate (12) includes a front wall plate (122), a bottom plate (123), a first end plate (124), and a second end plate (125). The cabin side beam (2) is connected to the front wall plate (122). The bottom plate (123) is connected to the lower edge of the front wall plate (122) and extends rearward from the front wall plate (122). The first end plate (124) is arranged at an angle to the left and right directions and is connected to the left edge of the front wall plate (122) and the bottom plate (123). The second end plate (125) is arranged at an angle to the left and right directions and is connected to the right edge of the front wall plate (122) and the bottom plate (123). Along the front-back direction, the distance between the upper edge of the front wall panel (122) and the rear edge of the bottom plate (123) is greater than or equal to 435 mm and less than or equal to 445 mm. And / or, along the vertical direction, the distance between the upper edge and the lower edge of the front wall panel (122) is greater than or equal to 32 mm and less than or equal to 47 mm; And / or, the first end plate (124) and the second end plate (125) are provided with pre-installed mounting holes (7) for reinforcing members.

10. A vehicle, characterized in that, include: The front fascia structure (100) according to any one of claims 1-9.

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