A vehicle front end frame structure and a vehicle

Abstract

This utility model provides a vehicle front-end frame structure and a vehicle, relating to the field of vehicle component technology. The vehicle front-end frame structure includes an upper crossbeam, a middle bracket, pillars, a front bumper beam assembly, mounting brackets, and reinforcing brackets. One end of each of the two pillars is connected to both ends of the upper crossbeam, and the other ends of the two pillars are connected to the front bumper beam assembly. The mounting brackets and reinforcing brackets are both located in the middle of the upper crossbeam and connected to its lower side. The mounting brackets, reinforcing brackets, and upper crossbeam together form a cavity. At least a portion of the mounting bracket forms the rear sidewall of the cavity and is used to mount the hood master lock, which is located outside the cavity. One end of the middle bracket is connected to the front bumper beam assembly, and the other end is connected to both the mounting bracket and the reinforcing bracket. Compared with related technologies, the vehicle front-end frame structure of this utility model improves the rigidity of the hood master lock mounting position and enhances its resistance to deformation.

Description

Technical Field

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

[0002] As people's living standards improve, their demands for cars are also increasing. When purchasing a car, aesthetics, comfort, safety, power, and durability are the main factors people consider. Therefore, car design must fully consider all these factors. The front-end frame, as an important component of the car body, has a significant impact on the performance of the body structure.

[0003] In existing vehicles, hood locks are typically mounted on the front frame structure. When force is applied to the hood to lock it in place, the hood exerts an impact force on the lock. This impact force can cause deformation of the front frame structure and affect the vehicle body structure. Furthermore, deformation of the front frame structure will simultaneously increase the gap in the front hood, such as a larger gap between the hood and the front bumper, affecting the aesthetic appearance. Utility Model Content

[0004] The problem this invention aims to solve is: how to improve the ability of the front-end frame structure of a vehicle to resist deformation.

[0005] This utility model provides a vehicle front-end frame structure, including: an upper crossbeam, a middle bracket, pillars, a front bumper beam assembly, a mounting bracket, and a reinforcing bracket. One end of each of the two pillars is connected to both ends of the upper crossbeam, and the other end of each pillar is connected to the front bumper beam assembly. The mounting bracket and the reinforcing bracket are both located in the middle of the upper crossbeam and connected to the lower side of the upper crossbeam. The mounting bracket, the reinforcing bracket, and the upper crossbeam together form a cavity. At least a portion of the mounting bracket forms the rear sidewall of the cavity and is used to install the hood master lock, and the hood master lock is located outside the cavity. One end of the middle bracket is connected to the front bumper beam assembly, and the other end is connected to the mounting bracket and the reinforcing bracket, respectively.

[0006] The vehicle front-end frame structure provided by this utility model has, but is not limited to, the following beneficial effects compared with related technologies:

[0007] The vehicle front frame structure described in this utility model, through the provision of mounting brackets and reinforcing brackets, connects the mounting brackets, reinforcing brackets, and upper crossbeams via welding or bolting to form a cavity. The hood master lock is mounted on the rear side of the upper crossbeam within this cavity and is fixed to the upper crossbeam and mounting brackets via bolts. This cavity structure has a large load-bearing cross section and a strong structure, thereby improving the rigidity of the hood master lock mounting position and enhancing its resistance to deformation. Connecting the middle bracket to the mounting brackets and reinforcing brackets respectively allows the load-bearing capacity of the upper crossbeam to be transferred along the Z-axis of the vehicle body to the front bumper beam assembly. This effectively reduces the impact vibration of the hood master lock during hood closure and transmits the vibration to the underside of the vehicle body, thus improving the quality of hood closure. The central bracket and two uprights form a three-tiered longitudinal support structure. When the hood main lock is subjected to an impact force from the hood, the impact force can be dispersed and transmitted to the front anti-collision beam assembly through the central bracket and two uprights, which improves the ability to resist deformation in the Z direction, effectively disperses the force to various parts of the vehicle body structure, makes the force evenly distributed, and improves the overall structural strength.

[0008] Optionally, the upper crossbeam includes a transverse plate, the front and rear edges of which are bent downward to form a front vertical plate and a rear vertical plate, and the engine hood master lock is installed on the side of the rear vertical plate opposite to the front vertical plate.

[0009] Optionally, the mounting bracket includes a middle plate, the front and rear edges of which are bent downward to form a front side plate and a rear side plate, respectively. The middle plate is fitted against the downward-facing surface of the transverse plate, the front side plate is fitted against the surface of the front vertical plate facing the rear vertical plate, and the rear side plate is fitted against the surface of the rear vertical plate facing the front vertical plate. The rear side plate and the rear vertical plate are respectively connected to the engine hood main lock.

[0010] Optionally, the reinforcing bracket includes a reinforcing main board, the left and right edges of which are bent backward to form side plates, the upper edge and rear edge of each side plate are bent to form first ear plates, and the two first ear plates are respectively attached and connected to the horizontal plate and the rear vertical plate.

[0011] Optionally, the lower edge of the reinforced mainboard is bent backward to form a lower side plate, and the edge of the lower side plate away from the reinforced mainboard is bent downward to form a second ear plate, which is attached to the rear side plate; the upper edge of the reinforced mainboard is bent forward to form a first flange, and the lower edge of the front vertical plate is bent forward to form a second flange, which is attached to and abuts against the first flange and the second flange.

[0012] Optionally, the central support includes a vertically extending central support main board, one end of which has a first connecting portion for connecting with the reinforcing support, and the other end of which has a second connecting portion for connecting with the front anti-collision beam assembly; the two side edges of the central support main board extending along its length direction are respectively bent backward to form side plate structures, and each side plate structure has a third connecting portion at the end near the first connecting portion, and the two third connecting portions are respectively connected to the mounting bracket and the reinforcing support.

[0013] Optionally, the cross-sectional dimensions of the side plate structure gradually decrease from the first connecting portion to the second connecting portion, and the side plate structure is provided with shrinkage holes.

[0014] Optionally, the front bumper beam assembly includes a front bumper beam body, an energy-absorbing box, and a connecting plate. The energy-absorbing boxes are respectively disposed on the rear side of the front bumper beam body and near both ends of the front bumper beam body. The ends of the two pillars away from the upper crossbeam are respectively connected to the corresponding energy-absorbing boxes. The connecting plate is connected to the end of the energy-absorbing box away from the front bumper beam body, and the connecting plate is used to connect with the vehicle body longitudinal beam.

[0015] Optionally, a window structure communicating with the cavity is provided at the middle position of the upper crossbeam, and a hole structure adapted to the shape of the window structure is provided on the mounting bracket. The window structure and the hole structure are configured to allow the engine hood auxiliary lock to extend into and be installed in the cavity.

[0016] In addition, this utility model also provides a vehicle, including an engine hood master lock and a vehicle front frame structure as described above, wherein the engine hood master lock is located on the rear side of the upper crossbeam and connected to the mounting bracket.

[0017] Since the technical improvements and effects achieved by the vehicle are the same as those of the vehicle's front-end frame structure, the technical effects of the vehicle will not be described in detail. Attached Figure Description

[0018] Figure 1 This is a perspective view of the vehicle front-end frame structure according to an embodiment of the present utility model;

[0019] Figure 2 This is a diagram showing the relative positions of the upper crossbeam and the mounting bracket in an embodiment of the present invention.

[0020] Figure 3 This is a diagram showing the relative positions of the upper crossbeam and the reinforcing bracket in an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram of the upper crossbeam in an embodiment of the present utility model;

[0022] Figure 5 This is a schematic diagram of the mounting bracket according to an embodiment of the present utility model;

[0023] Figure 6 This is a schematic diagram of the structure of the reinforcing bracket according to an embodiment of the present utility model;

[0024] Figure 7 This is a schematic diagram illustrating the formation principle of the cavity in an embodiment of the present invention.

[0025] Figure 8 This is a schematic diagram of the structure of the support in an embodiment of the present utility model;

[0026] Figure 9 This is a schematic diagram of the front anti-collision beam assembly according to an embodiment of the present utility model;

[0027] Figure 10 This is a schematic diagram of the engine hood master lock according to an embodiment of the present invention.

[0028] Explanation of reference numerals in the attached figures:

[0029] 1. Upper horizontal beam, 11. Horizontal plate, 12. Front vertical plate, 13. Rear vertical plate, 14. Window structure, 15. Second flange;

[0030] 2. Central support bracket, 21. Central support main board, 22. First connecting part, 23. Second connecting part, 24. Side plate structure, 25. Third connecting part, 26. Collapse hole;

[0031] Column 3;

[0032] Front bumper beam assembly 4, front bumper beam body 41, energy absorption box 42, connecting plate 43;

[0033] Mounting bracket 5, middle plate 51, front side plate 52, rear side plate 53, hole structure 54;

[0034] 6. Reinforcing bracket; 61. Reinforcing main board; 62. Side plate; 63. First ear plate; 64. Lower plate; 65. Second ear plate; 66. First flange.

[0035] Engine hood main lock 100, main lock connection hole 1001;

[0036] Engine hood auxiliary lock 200. Detailed Implementation

[0037] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0038] In the description of this utility model, the orientation or positional relationship indicated by terms such as "up", "down", "left", "right", "top", "bottom", "front", "back", "inner" and "outer" is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing this utility model and is not intended to indicate or imply that the device referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the scope of protection of this utility model.

[0039] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0040] In the description of this specification, references to terms such as "embodiment," "one embodiment," and "one implementation" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or implementation is included in at least one embodiment or implementation of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or implementations.

[0041] Furthermore, in the attached diagram, the X-axis represents the horizontal direction, that is, the left and right position, with the positive direction of the X-axis representing the right and the negative direction of the X-axis representing the left; the Y-axis represents the vertical direction, that is, the front and back position, with the positive direction of the Y-axis representing the front and the negative direction of the Y-axis representing the back; and the Z-axis represents the vertical direction, that is, the up and down position, with the positive direction of the Z-axis representing the up and the negative direction of the Z-axis representing the down.

[0042] It should also be noted that the aforementioned X-axis, Y-axis and Z-axis are used only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0043] like Figures 1 to 7As shown, the vehicle front frame structure of this utility model embodiment includes: an upper crossbeam 1, a middle bracket 2, pillars 3, a front anti-collision beam assembly 4, a mounting bracket 5, and a reinforcing bracket 6. One end of each of the two pillars 3 is connected to both ends of the upper crossbeam 1, and the other end of each of the two pillars 3 is connected to the front anti-collision beam assembly 4. The mounting bracket 5 and the reinforcing bracket 6 are both located in the middle of the upper crossbeam 1 and connected to the lower side of the upper crossbeam 1. The mounting bracket 5, the reinforcing bracket 6, and the upper crossbeam 1 together form a cavity. At least a portion of the mounting bracket 5 forms the rear sidewall of the cavity and is used to install the engine hood master lock 100, and the engine hood master lock 100 is located outside the cavity. One end of the middle bracket 2 is connected to the front anti-collision beam assembly 4, and the other end is connected to the mounting bracket 5 and the reinforcing bracket 6 respectively.

[0044] Combined with appendix Figure 1 To be continued Figure 7 As shown, the vehicle front frame structure of this embodiment of the utility model includes a mounting bracket 5 and a reinforcing bracket 6. The mounting bracket 5, the reinforcing bracket 6, and the upper crossbeam 1 are interconnected by welding or bolting to form a cavity. The hood main lock 100 is installed on the rear side of the upper crossbeam 1 corresponding to this cavity. The hood main lock 100 is fixed to the upper crossbeam 1 and the mounting bracket 5 by bolts. This cavity structure has a large stress-bearing cross section and a strong structure, thereby improving the rigidity of the hood main lock 100 installation position and enhancing its resistance to deformation. By installing the hood main lock 100 on the rear side of the upper crossbeam 1, the hood can be locked from top to bottom without obstruction from above, ensuring smooth engagement of the hood with the hood main lock 100.

[0045] By connecting the middle bracket 2 to the mounting bracket 5 and the reinforcing bracket 6 respectively, the load on the upper crossbeam 1 can be transmitted to the front anti-collision beam assembly 4 along the Z direction of the vehicle body through the mounting bracket 5 and the reinforcing bracket 6. This can effectively reduce the impact vibration of the engine hood main lock 100 during the engine hood closing process and transmit the vibration to the lower part of the vehicle body, thereby improving the quality of engine hood closing.

[0046] The central support 2 and the two uprights 3 form three longitudinally spaced intervals (see attached diagram). Figure 1 The Z-axis support structure allows the hood main lock 100 to disperse and transfer the impact force to the front anti-collision beam assembly 4 through the central bracket 2 and two pillars 3 after being subjected to the impact force from the hood. This enhances the Z-axis resistance to deformation, effectively distributes the force to various parts of the vehicle body structure, makes the force evenly distributed, and improves the overall structural strength.

[0047] It should be noted that most car hood locks have two layers: a main hood lock 100 and a secondary hood lock 200. The main hood lock 100 serves as the first layer and primarily withstands impact forces from the hood. The control switch for the main hood lock 100 is usually located on the lower left side of the driver's side, near the door, and is often a pull ring or wrench type; some models have a push-button switch. Pulling or pressing the switch will produce a "click" sound, and the hood will pop open slightly, indicating that the first lock has been opened.

[0048] The hood secondary lock 200 acts as a second lock. To unlock it, you need to go to the front of the vehicle. You'll find a latch in the center of the front of the hood; this is the second lock. Insert your fingers into the gap and push or press the latch upwards while simultaneously lifting the hood to fully open it.

[0049] Additionally, regarding directional terms in this article, such as front and back, they can refer to the front and back of the vehicle body, i.e., the rear and rear of the vehicle. Figure 1 The Y-axis direction, left and right, can be represented as the width of the vehicle body, i.e., the attached... Figure 1 The X-axis direction, up and down, can be represented by the vertical position of the vehicle body. Figure 1 In the Z-axis direction.

[0050] Optionally, the upper crossbeam 1 includes a transverse plate 11, the front and rear edges of the transverse plate 11 are bent downward to form a front vertical plate 12 and a rear vertical plate 13, and the engine hood main lock 100 is installed on the side of the rear vertical plate 13 opposite to the front vertical plate 12.

[0051] In this embodiment, in conjunction with the appendix Figure 1 and attached Figure 4 As shown, the transverse plate 11 is attached along the width direction of the vehicle body. Figure 1 Arranged along the X-axis, with the transverse plate 11 positioned before and after (attached) Figure 1 (in the Y-axis direction) both sides facing downwards from the vehicle body (attached) Figure 1 The front vertical plate 12 and the rear vertical plate 13 are formed by bending in the opposite direction of the Z-axis. The mounting bracket 5 can install the engine hood main lock 100 at the middle position of the end face of the rear vertical plate 13 away from the front vertical plate 12. For example, the engine hood main lock 100 can be installed and fixed at the middle of the rear side of the rear vertical plate 13 by passing the bolts through the rear vertical plate 13 and the mounting bracket 5 in sequence.

[0052] Optionally, the mounting bracket 5 includes a middle plate 51, the front and rear edges of the middle plate 51 are bent downward to form a front side plate 52 and a rear side plate 53, the middle plate 51 is fitted against the downward-facing surface of the transverse plate 11, the front side plate 52 is fitted against the surface of the front vertical plate 12 facing the rear vertical plate 13, and the rear side plate 53 is fitted against the surface of the rear vertical plate 13 facing the front vertical plate 12. The rear side plate 53 and the rear vertical plate 13 are respectively connected to the engine hood main lock 100.

[0053] In this embodiment, in conjunction with the appendix Figure 2 Appendix Figure 5 and attached Figure 7 As shown, the front and rear of the intermediate plate 51 (attached) Figure 1 The two sides (in the Y-axis direction) are bent towards the lower part of the vehicle body to form a front side panel 52 and a rear side panel 53, respectively. The middle panel 51 abuts against the end face of the transverse panel 11 facing the lower part of the vehicle body, and the middle panel 51 can be connected and fixed to the transverse panel 11 by welding or riveting. The front side panel 52 abuts against the end face of the front vertical panel 12 facing the rear vertical panel 13, and the front side panel 52 can be connected and fixed to the front vertical panel 12 by welding or riveting. Moreover, the extension length of the front side panel 52 towards the lower part of the vehicle body can be slightly shorter than the extension length of the front vertical panel 12 towards the lower part of the vehicle body, so as to avoid interference with the reinforcing bracket 6. The rear side plate 53 abuts against the end face of the rear vertical plate 13 facing the front vertical plate 12, and the rear side plate 53 can be connected and fixed to the rear vertical plate 13 by welding or riveting. Moreover, the engine hood main lock 100 can be installed and fixed on the rear side of the upper crossbeam 1 by bolts passing through the rear vertical plate 13 and the rear side plate 53 in sequence.

[0054] In this way, the middle plate 51 abuts against the transverse plate 11, the front plate 52 abuts against the front vertical plate 12, and the rear plate 53 abuts against the rear vertical plate 13, allowing the upper crossbeam 1 and the mounting bracket 5 to support each other, reinforcing their structural strength and preventing deformation under stress. This further improves the rigidity and deformation resistance of the engine hood main lock 100 mounting position. Furthermore, the C-shaped cross-section of the mounting bracket 5 facilitates its integration with the reinforcing bracket 6 to form a cavity.

[0055] Optionally, the reinforcing bracket 6 includes a reinforcing main board 61, the left and right edges of the reinforcing main board 61 are bent backward to form side plates 62, the upper edge and the rear edge of each side plate 62 are bent to form a first ear plate 63, and the two first ear plates 63 are respectively attached and connected to the horizontal plate 11 and the rear vertical plate 13.

[0056] In this embodiment, in conjunction with the appendix Figure 3 Appendix Figure 6 and attached Figure 7 As shown, the reinforcing main board 61 can be roughly positioned opposite the rear side plate 53 of the mounting bracket 5. The left and right edges of the reinforcing main board 61 are bent backward to form side plates 62, and the upper edge of the side plate 62 is bent to form a first ear plate 63 parallel to the transverse plate 11. The first ear plate 63 is in contact with the surface of the transverse plate 11 facing downward towards the vehicle body. The rear edge of the side plate 62 is bent to form a first ear plate 63 parallel to the rear vertical plate 13. The first ear plate 63 is in contact with the surface of the rear vertical plate 13 facing the front vertical plate 12. In order to improve the connection stability between the reinforcing bracket 6 and the upper crossbeam 1, the two first ear plates 63 can be connected and fixed to the transverse plate 11 and the rear vertical plate 13 respectively by welding or riveting.

[0057] In this way, by bending the left and right edges of the reinforced mainboard 61 backward to form side panels 62, the two side panels 62 can close the two ends of the cavity along the width direction of the vehicle body. By bending the edges of each side panel 62 to form two first ear plates 63, which are respectively attached to the transverse plate 11 and the rear vertical plate 13, the connection strength between the reinforcing bracket 6 and the upper crossbeam 1 can be improved, further enhancing the rigidity and deformation resistance of the upper crossbeam 1.

[0058] Optionally, the lower edge of the reinforcing main board 61 is bent backward to form a lower side plate 64, and the edge of the lower side plate 64 away from the reinforcing main board 61 is bent downward to form a second ear plate 65, which is attached to the rear side plate 53; the upper edge of the reinforcing main board 61 is bent forward to form a first flange 66, and the lower edge of the front vertical plate 12 is bent forward to form a second flange 15, which is attached to and abuts against the first flange 66 and the second flange 15.

[0059] In this embodiment, in conjunction with the appendix Figure 3 Appendix Figure 6 and attached Figure 7As shown, the lower side of the reinforcing main plate 61 is bent towards the rear of the vehicle to form a lower side plate 64. The lower side plate 64 is arranged horizontally and is vertically opposite to the middle plate 51 of the mounting bracket 5. The lower side plate 64 extends to abut against the rear side plate 53. To improve the connection stability between the reinforcing bracket 6 and the mounting bracket 5, the lower side plate 64 is bent away from the outer side wall of the reinforcing main plate 61 towards the lower part of the vehicle to form a second ear plate 65. The second ear plate 65 can be connected and fixed to the rear side plate 53 by welding or riveting. The upper side of the reinforcing main plate 61 is bent towards the front of the vehicle to form a first flange 66. The lower side of the front vertical plate 12 is bent towards the front of the vehicle to form a second flange 15. The first flange 66 abuts against the second flange 15, and the first flange 66 and the second flange 15 can be fixed by welding or riveting.

[0060] Thus, by bending the lower edge of the reinforcing main plate 61 backward to form the lower side plate 64, the lower side plate 64 can seal the lower part of the cavity. The second ear plate 65, fitted and connected to the rear side plate 53, increases the connection strength between the reinforcing bracket 6 and the mounting bracket 5, further improving the rigidity and deformation resistance of the upper crossbeam 1. The first flange 66 and the second flange 15, fitted and abutting against each other, not only seal the front of the cavity but also increase the connection strength between the reinforcing bracket 6 and the upper crossbeam 1, further improving the rigidity and deformation resistance of the upper crossbeam 1.

[0061] In other embodiments, the lower side of the front side panel 52 may be bent toward the front of the vehicle to form a third flange (not shown in the figure), and the third flange may be located between the first flange 66 and the second flange 15.

[0062] Optionally, the central support 2 includes a vertically extending central support main plate 21. One end of the central support main plate 21 has a first connecting portion 22 for connecting with the reinforcing support 6, and the other end of the central support main plate 21 has a second connecting portion 23 for connecting with the front anti-collision beam assembly 4. The two side edges of the central support main plate 21 extending along its length direction are bent backward to form side plate structures 24. Each side plate structure 24 has a third connecting portion 25 at one end near the first connecting portion 22, and the two third connecting portions 25 are respectively connected to the mounting bracket 5 and the reinforcing support 6.

[0063] In this embodiment, in conjunction with the appendix Figure 1 and attached Figure 8As shown, mounting holes can be respectively provided at the upper and lower ends of the central support main board 21, serving as the first connecting part 22 and the second connecting part 23 on the central support main board 21. Thus, the upper and lower ends of the central support main board 21 can be bolted to the reinforcing bracket 6 and the front anti-collision beam assembly 4. The two side walls extending along the length of the central support main board 21 are bent towards the rear of the vehicle to form side plate structures 24. The end of the side plate structure 24 near the first connecting part 22 has a third connecting part 25, which can be an ear plate structure. This ear plate structure can be bolted to the mounting bracket 5 and the reinforcing bracket 6 respectively. Specifically, the bolts pass sequentially through the rear side plate 53 of the mounting bracket 5, the second ear plate 65 of the reinforcing bracket 6, and the ear plate structure of the third connecting part 25, thereby connecting and fixing the three together. This design improves the structural strength and rigidity of the central support 2 itself. The side plate structure 24 can absorb part of the frontal impact force during a frontal collision and effectively protect equipment installed at the rear of the central support 2, such as the heat dissipation module, during low-speed collisions, thus protecting the equipment behind the central support 2.

[0064] Optionally, the cross-sectional dimension of the side plate structure 24 gradually decreases from the first connecting part 22 to the second connecting part 23, and the side plate structure 24 is provided with a collapse hole 26.

[0065] In this embodiment, in conjunction with the appendix Figure 8 As shown, the cross-sectional dimensions of the side plate structure 24 gradually decrease from the first connecting part 22 to the second connecting part 23, and a crumple zone 26 is provided on the side plate structure 24. This design, while meeting the requirements for strength and stiffness, also meets the requirements for pedestrian head protection during collisions. For example, when a vehicle collides with a pedestrian, and the pedestrian's head hits the hood, the side plate structure 24 can crumple and deform to provide cushioning and reduce injury to the pedestrian's head. The stress on the top stress area of ​​the side plate structure 24 is alleviated through a gradually changing cross-section design, achieving significant weight reduction while meeting the stress requirements.

[0066] Optionally, the front bumper beam assembly 4 includes a front bumper beam body 41, an energy-absorbing box 42, and a connecting plate 43. The energy-absorbing boxes 42 are respectively provided on the rear side of the front bumper beam body 41 and near both ends of the front bumper beam body 41. The ends of the two pillars 3 away from the upper crossbeam 1 are respectively connected to the corresponding energy-absorbing boxes 42. The connecting plate 43 is connected to the end of the energy-absorbing box 42 away from the front bumper beam body 41. The connecting plate 43 is used to connect with the vehicle body longitudinal beam.

[0067] In this embodiment, in conjunction with the appendix Figure 9As shown, energy-absorbing boxes 42 are respectively installed on the rear side of the front anti-collision beam body 41 and near both ends of the front anti-collision beam body 41. The column 3 can be connected to the energy-absorbing box 42 by bolts. The connecting plate 43 can be connected to the energy-absorbing box 42 by bolts. The connecting plate 43 can also be connected to the longitudinal beam of the vehicle body by bolts. In this way, when a collision occurs, the energy-absorbing box 42 can absorb and disperse the impact force generated by the impact, reducing the direct impact on the passenger compartment.

[0068] Optionally, a window structure 14 communicating with the cavity is provided at the middle position of the upper crossbeam 1, and a hole structure 54 adapted to the shape of the window structure 14 is provided on the mounting bracket 5. The window structure 14 and the hole structure 54 are configured to allow the engine hood auxiliary lock 200 to extend into and be installed in the cavity.

[0069] In this embodiment, in conjunction with the appendix Figure 4 As shown, a window structure 14 is provided in the middle of the upper crossbeam 1. Part of the window structure 14 is located on the horizontal plate 11, and another part is located on the rear vertical plate 13. The window structure 14 on the horizontal plate 11 facilitates the insertion and installation of the engine hood auxiliary lock 200 into the cavity. The engine hood auxiliary lock 200 can be specifically installed on the mounting bracket 5. The window structure 14 on the rear vertical plate 13 provides downward movement space for the locking hook on the engine hood, so that the locking hook on the engine hood can engage with the engine hood main lock 100. Simultaneously, in conjunction with the attached... Figure 5 As shown, the mounting bracket 5 has a hole structure 54 that matches the shape of the window structure 14 so that the engine hood auxiliary lock 200 can be smoothly inserted into the cavity.

[0070] In addition, this utility model also provides a vehicle, including an engine hood main lock 100 and a vehicle front frame structure as described above, wherein the engine hood main lock 100 is located on the rear side of the upper crossbeam 1 and connected to the mounting bracket 5.

[0071] Combined with appendix Figure 10 As shown, the engine hood main lock 100 may have a main lock connection hole 1001, which can be connected and fixed to the mounting bracket 5 by bolts.

[0072] Since the technical improvements and effects achieved by the vehicle are the same as those of the vehicle's front-end frame structure, the technical effects of the vehicle will not be described in detail.

[0073] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature.

[0074] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A vehicle front-end frame structure, characterized in that, include: The structure comprises an upper crossbeam (1), a middle bracket (2), uprights (3), a front bumper beam assembly (4), a mounting bracket (5), and a reinforcing bracket (6). One end of each of the two uprights (3) is connected to both ends of the upper crossbeam (1), and the other end of each upright is connected to the front bumper beam assembly (4). The mounting bracket (5) and the reinforcing bracket (6) are both located in the middle of the upper crossbeam (1) and connected to the lower side of the upper crossbeam (1). The mounting bracket (5), the reinforcing bracket (6), and the upper crossbeam (1) together form a cavity. At least a portion of the mounting bracket (5) forms the rear sidewall of the cavity and is used to install the engine hood master lock (100). The engine hood master lock (100) is located outside the cavity. One end of the middle bracket (2) is connected to the front bumper beam assembly (4), and the other end is connected to the mounting bracket (5) and the reinforcing bracket (6).

2. The vehicle front-end frame structure according to claim 1, characterized in that, The upper crossbeam (1) includes a transverse plate (11), the front and rear edges of the transverse plate (11) are bent downward to form a front vertical plate (12) and a rear vertical plate (13), and the engine hood master lock (100) is installed on the side of the rear vertical plate (13) away from the front vertical plate (12).

3. The vehicle front-end frame structure according to claim 2, characterized in that, The mounting bracket (5) includes a middle plate (51), the front and rear edges of the middle plate (51) are bent downward to form a front side plate (52) and a rear side plate (53), the middle plate (51) is attached to the downward-facing surface of the transverse plate (11), the front side plate (52) is attached to the surface of the front vertical plate (12) facing the rear vertical plate (13), and the rear side plate (53) is attached to the surface of the rear vertical plate (13) facing the front vertical plate (12). The rear side plate (53) and the rear vertical plate (13) are respectively connected to the engine hood main lock (100).

4. The vehicle front-end frame structure according to claim 3, characterized in that, The reinforcing bracket (6) includes a reinforcing main board (61), the left and right sides of the reinforcing main board (61) are bent backward to form side plates (62), the upper edge and the rear edge of each side plate (62) are bent to form a first ear plate (63), and the two first ear plates (63) are respectively attached to the horizontal plate (11) and the rear vertical plate (13).

5. The vehicle front-end frame structure according to claim 4, characterized in that, The lower edge of the reinforcing main board (61) is bent backward to form a lower side plate (64). The lower side plate (64) is bent downward on the side away from the reinforcing main board (61) to form a second ear plate (65). The second ear plate (65) is attached to the rear side plate (53). The upper edge of the reinforcing main board (61) is bent forward to form a first flange (66). The lower edge of the front vertical plate (12) is bent forward to form a second flange (15). The first flange (66) and the second flange (15) are attached and abut against each other.

6. The vehicle front-end frame structure according to claim 1, characterized in that, The central support (2) includes a vertically extending central support main board (21). One end of the central support main board (21) has a first connecting part (22) for connecting with the reinforcing support (6). The other end of the central support main board (21) has a second connecting part (23) for connecting with the front anti-collision beam assembly (4). The two sides of the central support main board (21) extending along its length direction are bent backward to form side plate structures (24). Each side plate structure (24) has a third connecting part (25) at one end near the first connecting part (22), and the two third connecting parts (25) are respectively connected to the mounting bracket (5) and the reinforcing support (6).

7. The vehicle front-end frame structure according to claim 6, characterized in that, The cross-sectional dimensions of the side plate structure (24) gradually decrease from the first connecting part (22) to the second connecting part (23), and the side plate structure (24) is provided with a shrinkage hole (26).

8. The vehicle front-end frame structure according to claim 1, characterized in that, The front bumper beam assembly (4) includes a front bumper beam body (41), an energy-absorbing box (42), and a connecting plate (43). The energy-absorbing box (42) is respectively provided on the rear side of the front bumper beam body (41) and near both ends of the front bumper beam body (41). The ends of the two columns (3) away from the upper crossbeam (1) are respectively connected to the corresponding energy-absorbing boxes (42). The connecting plate (43) is connected to the end of the energy-absorbing box (42) away from the front bumper beam body (41). The connecting plate (43) is used to connect with the vehicle body longitudinal beam.

9. The vehicle front-end frame structure according to claim 3, characterized in that, The upper crossbeam (1) has a window structure (14) in the middle position that communicates with the cavity. The mounting bracket (5) has a hole structure (54) that matches the shape of the window structure (14). The window structure (14) and the hole structure (54) are configured to allow the engine hood auxiliary lock (200) to extend into and be installed in the cavity.

10. A vehicle, characterized in that, Includes a hood master lock (100) and a vehicle front frame structure as described in any one of claims 1-9, wherein the hood master lock (100) is located on the rear side of the upper crossbeam (1) and connected to the mounting bracket (5).

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