Front wall assembly and vehicle

Abstract

The application provides a front wall assembly and a vehicle. The front wall assembly comprises a first front wall assembly, a second front wall assembly and a middle cross beam. The first front wall assembly and the second front wall assembly are arranged at intervals. The first front wall assembly and the second front wall assembly are connected through the middle cross beam. The middle cross beam is connected with the first front wall assembly to form a cross beam inner cavity. A first sound insulation layer is arranged on one side of the first front wall assembly. A second sound insulation layer is arranged on a side of the second front wall assembly away from the first front wall assembly. The second sound insulation layer covers the middle cross beam and extends to the other side of the first front wall assembly. The front wall assembly can improve the noise reduction effect and improve the NVH performance of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a front bulkhead assembly and a vehicle. Background Technology

[0002] The front bulkhead assembly requires noise reduction treatment to isolate engine compartment noise from being transmitted to the passenger compartment, thereby improving the vehicle's noise, vibration, and harshness (NVH) performance.

[0003] Existing front bulkhead assemblies include single-layer or double-layer wall panel structures. Sound insulation pads are laid on the single-layer or double-layer wall panel structures to reduce noise transmission, but the noise reduction effect is limited and cannot meet the high comfort requirements of vehicles. Utility Model Content

[0004] The purpose of this application is to solve the aforementioned technical problems by providing a front bulkhead assembly and a vehicle, thereby improving the noise reduction effect of the front bulkhead assembly and enhancing the vehicle's NVH performance. To achieve the above objective, the technical solution of this application is as follows:

[0005] In a first aspect, this application provides a front bulkhead assembly, including a first front bulkhead assembly, a second front bulkhead assembly, and a central crossbeam. The first front bulkhead assembly and the second front bulkhead assembly are spaced apart and connected by the central crossbeam. The central crossbeam is connected to the first front bulkhead assembly to form a crossbeam cavity. A first sound insulation layer is laid on one side of the first front bulkhead assembly, and a second sound insulation layer is laid on the side of the second front bulkhead assembly opposite to the first front bulkhead assembly. The second sound insulation layer covers the central crossbeam and extends to the other side of the first front bulkhead assembly.

[0006] In one possible implementation, a front bulkhead upper panel is provided on the top of the first front bulkhead assembly, a third sound insulation layer is laid on the side of the front bulkhead upper panel away from the second front bulkhead assembly, and / or a fourth sound insulation layer is laid on the side of the front bulkhead upper panel facing the second front bulkhead assembly, the fourth sound insulation layer extending downward to the first front bulkhead assembly.

[0007] In one possible implementation, the first front bulkhead assembly includes a first front bulkhead panel and a lower front bulkhead panel; one side of the lower front bulkhead panel is connected to the first front bulkhead panel to form a lower panel cavity, and the other side of the lower front bulkhead panel is connected to the middle crossbeam to form a crossbeam cavity.

[0008] In one possible implementation, the second front bulkhead assembly includes a second front bulkhead panel and a sound insulation bracket disposed at the bottom of the second front bulkhead panel; one end of the sound insulation bracket is connected to the central crossbeam, and a first sound-absorbing element is disposed between the sound insulation bracket and the central crossbeam.

[0009] In one possible implementation, the second front enclosure assembly further includes a bracket clamp, which is connected to the second front enclosure to form a clamping opening. The other end of the sound insulation bracket is disposed in the clamping opening, and a second sound-absorbing element is disposed between the sound insulation bracket and the second front enclosure.

[0010] In one possible implementation, a shock-absorbing tower bracket is provided on the top of the second front bulkhead assembly, and a third sound-absorbing component is provided between the shock-absorbing tower bracket and the second front bulkhead assembly.

[0011] In one possible implementation, the two ends of the shock absorber tower support are configured to be connected to the wheel cover structure, and a damping element is provided between the shock absorber tower support and the wheel cover structure.

[0012] In one possible implementation, the shock absorber tower support has an inner cavity with the opening facing the wheel cover structure. Part of the damping element is connected to the inner cavity of the support, and another part of the damping element abuts against the wheel cover structure.

[0013] In one possible implementation, the second front bulkhead assembly is configured to be connected to the wheel arch structure, the second front bulkhead assembly and the wheel arch structure are connected through a guard plate assembly, and a fourth sound-absorbing component is provided between the second front bulkhead assembly and the guard plate assembly.

[0014] Secondly, this application provides a vehicle including the aforementioned front bulkhead assembly.

[0015] Compared with the prior art, the beneficial effects of the front bulkhead assembly and the vehicle of this application are mainly reflected in:

[0016] The central crossbeam connects to the first front bulkhead assembly, which on the one hand gives the first front bulkhead assembly better structural rigidity and reduces structural noise; on the other hand, the central crossbeam and the first front bulkhead assembly form a crossbeam cavity, and the first sound insulation layer and the second sound insulation layer together cover the outside of the crossbeam cavity. The central crossbeam, as the interconnection structure between the first front bulkhead assembly and the second front bulkhead assembly, can effectively block the transmission of noise from the second front bulkhead assembly to the first front bulkhead assembly through the first sound insulation layer and the second sound insulation layer in conjunction with the crossbeam cavity, thereby effectively reducing the noise transmitted to the passenger compartment of the vehicle and improving the vehicle's NVH performance. Attached Figure Description

[0017] Figure 1 One of the structural schematic diagrams of a front bulkhead assembly provided for an embodiment of this application;

[0018] Figure 2 for Figure 1 The front bulkhead assembly shown is illustrated in the second structural schematic diagram of one embodiment;

[0019] Figure 3 for Figure 1 The front bulkhead assembly shown is a cross-sectional schematic diagram of AA in one embodiment;

[0020] Figure 4 for Figure 3 The second front fascia assembly shown is a partially enlarged cross-sectional schematic diagram in one embodiment;

[0021] Figure 5 for Figure 3 The first front fascia assembly shown is a structural schematic diagram of one embodiment;

[0022] Figure 6 for Figure 3 The second front fascia assembly shown is a structural schematic diagram of one embodiment;

[0023] Figure 7 for Figure 6 The second front fascia assembly shown is a partial cross-sectional schematic diagram of the BB in one embodiment.

[0024] Figure 8 for Figure 1 The diagram shown is a structural schematic of one embodiment of the shock-absorbing tower support.

[0025] Figure 9 for Figure 1 The diagram shows an assembly of the shock-absorbing tower support and wheel cover structure in one embodiment.

[0026] Figure 10 for Figure 8 The diagram shows a partial cross-sectional view of the shock-absorbing tower support in one embodiment of CC.

[0027] Figure label:

[0028] First front bulkhead assembly 1, first front bulkhead panel 11, lower front bulkhead panel 12, lower panel inner cavity 13, upper front bulkhead panel 14;

[0029] Second front bulkhead assembly 2, second front bulkhead panel 21, sound insulation bracket 22, bracket clamp 23, clamp 24;

[0030] 3. Crossbeam 3; 31. Inner cavity of the crossbeam;

[0031] First sound insulation layer 41, second sound insulation layer 42, third sound insulation layer 43, fourth sound insulation layer 44;

[0032] First sound-absorbing component 51, second sound-absorbing component 52, third sound-absorbing component 53, fourth sound-absorbing component 54;

[0033] The shock absorber tower support 6, the inner cavity of the support 61, the damping component 62, the outer damping part 63, the inner damping part 64, and the compression chamber 65;

[0034] Wheel cover structure 7, bracket groove 71;

[0035] Protective panel assembly 8, air conditioning low-pressure protective panel 81, heating duct protective panel 82, motor controller protective panel 83. Detailed Implementation

[0036] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0037] Example 1

[0038] This embodiment provides a front bulkhead assembly. As vehicle comfort requirements increase, existing front bulkhead assemblies, using simple sound-absorbing pads, offer limited sound insulation and are insufficient to meet high comfort standards. To improve the noise reduction effect of the front bulkhead assembly, this embodiment designs a double-layer front bulkhead component. The two layers are spaced apart to form cavities, and the cavity effect significantly improves sound insulation. A detailed description follows. In the accompanying drawings, the X-axis is defined as the vehicle's length, the Y-axis as the vehicle's width, and the Z-axis as the vehicle's height.

[0039] like Figures 1-3 As shown, the front bulkhead assembly includes a first front bulkhead assembly 1, a second front bulkhead assembly 2, and a central crossbeam 3. The first front bulkhead assembly 1 and the second front bulkhead assembly 2 are spaced apart and connected by the central crossbeam 3. The central crossbeam 3 is connected to the first front bulkhead assembly 1 to form a crossbeam cavity 31. A first sound insulation layer 41 is laid on one side of the first front bulkhead assembly 1, and a second sound insulation layer 42 is laid on the side of the second front bulkhead assembly 2 opposite to the first front bulkhead assembly 1, covering the central crossbeam 3 and extending to the other side of the first front bulkhead assembly 1.

[0040] For example, the two ends of the middle crossbeam 3 can extend to the front longitudinal beam (not shown in the figure) to achieve the structural reinforcement of the first front assembly 1.

[0041] For example, both the first sound insulation layer 41 and the second sound insulation layer 42 can be made of sound insulation materials, including PET fiber, PP cotton or glass fiber cotton, and the sound insulation materials can be lightweight and porous materials.

[0042] The central crossbeam 3 is connected to the first front bulkhead assembly 1, which on the one hand gives the first front bulkhead assembly 1 better structural rigidity and reduces structural noise; on the other hand, the central crossbeam 3 and the first front bulkhead assembly 1 are connected to form the crossbeam cavity 31. The first sound insulation layer 41 and the second sound insulation layer 42 together cover the outside of the crossbeam cavity 31. The central crossbeam 3 serves as the interconnection structure between the first front bulkhead assembly 1 and the second front bulkhead assembly 2. Through the first sound insulation layer 41 and the second sound insulation layer 42 working together with the crossbeam cavity 31, it can effectively block the transmission of noise from the second front bulkhead assembly 2 to the first front bulkhead assembly 1, thereby effectively reducing the noise transmitted to the passenger compartment of the vehicle and improving the vehicle's NVH performance.

[0043] In one embodiment, a front upper panel 14 is provided on the top of the first front panel assembly 1, a third sound insulation layer 43 is laid on the side of the front upper panel 14 away from the second front panel assembly 2, and / or a fourth sound insulation layer 44 is laid on the side of the front upper panel 14 facing the second front panel assembly 2, the fourth sound insulation layer 44 extending downward to the first front panel assembly 1.

[0044] For example, such as Figure 3 As shown, a third sound insulation layer 43 and a fourth sound insulation layer 44 can be laid on both sides of the front upper panel 14 at the same time. The fourth sound insulation layer 44 can cooperate with the first sound insulation layer 41 to achieve a large area of ​​sound insulation coverage on both sides of the first front assembly 1, thereby improving the noise reduction effect of the first front assembly 1.

[0045] The third sound insulation layer 43 and the fourth sound insulation layer 44 can both be made of sound insulation material, or they can be made of the same material as the first sound insulation layer 41.

[0046] In one embodiment, the first front bulkhead assembly 1 includes a first front bulkhead panel 11 and a lower front bulkhead panel 12; one side of the lower front bulkhead panel 12 is connected to the first front bulkhead panel 11 to form a lower panel cavity 13, and the other side of the lower front bulkhead panel 12 is connected to the middle crossbeam 3 to form a crossbeam cavity 31.

[0047] For example, such as Figures 5-7 As shown, the lower front panel 12 extends downwards until it connects with the vehicle floor (not shown in the figure), and the corresponding first sound insulation layer 41 can extend to the vehicle floor to achieve a larger area of ​​sound insulation coverage and further reduce noise transmission to the vehicle's passenger compartment.

[0048] The lower front panel 12 separates the space between the first front panel 11 and the middle crossbeam 3, that is, it is divided into the lower panel cavity 13 and the crossbeam cavity 31. The noise energy is effectively reduced in multiple cavities, and the noise transmission rate is reduced. Together with the first sound insulation layer 41 and the second sound insulation layer 42, the noise reduction effect is achieved.

[0049] In one embodiment, the second front enclosure assembly 2 includes a second front enclosure panel 21 and a sound insulation bracket 22 disposed at the bottom of the second front enclosure panel 21; one end of the sound insulation bracket 22 is connected to the middle crossbeam 3, and a first sound-absorbing element 51 is disposed between the sound insulation bracket 22 and the middle crossbeam 3.

[0050] For example, such as Figure 4 As shown, the soundproof bracket 22 can be made of plastic, which combines strength and lightweight characteristics, resulting in significant noise reduction. One end of the soundproof bracket 22 can be bolted to the middle crossbeam 3. The first sound-absorbing component 51 can be made of sponge strip. When one end of the soundproof bracket 22 is fastened to the middle crossbeam 3, the compression of the first sound-absorbing component 51 provides a certain sealing effect, thereby blocking noise transmission.

[0051] In one embodiment, the second front enclosure assembly 2 further includes a bracket clamp 23, which is connected to the second front enclosure 21 to form a clamp 24. The other end of the sound insulation bracket 22 is disposed in the clamp 24, and a second sound-absorbing element 52 is disposed between the sound insulation bracket 22 and the second front enclosure 21.

[0052] For example, such as Figure 4 As shown, the bottom of the second front panel 21 is provided with multiple support plates 23. The support plates 23 have a roughly Z-shaped structure. One end of the support plate 23 is connected to the side of the second front panel 21 away from the first front panel 11. The other end of the support plate 23 forms a clamping opening 24 with the second front panel 21 at intervals. The width of the clamping opening 24 is adapted to the cross-sectional width of the sound insulation bracket 22, so that the other end of the sound insulation bracket 22 can be accurately inserted into the clamping opening 24, which can realize the quick positioning and installation of the sound insulation bracket 22.

[0053] A second sound-absorbing component 52 is provided between the soundproof bracket 22 and the second front panel 21. The second sound-absorbing component 52 can be made of the same material as the first sound-absorbing component 51. When the soundproof bracket 22 enters the clamp 24, it compresses the second sound-absorbing component 52 to play a certain sealing role, thereby blocking the transmission of noise and achieving the effect of noise reduction.

[0054] In one embodiment, a shock-absorbing tower bracket 6 is provided on the top of the second front enclosure assembly 2, and a third sound-absorbing component 53 is provided between the shock-absorbing tower bracket 6 and the second front enclosure assembly 2.

[0055] For example, such as Figures 8-10 As shown, the shock absorber tower bracket 6 has a bracket cavity 61, and the inner wall of the bracket cavity 61 is provided with reinforcing ribs (not marked in the figure) extending along its length direction, thereby effectively improving the structural strength of the shock absorber tower bracket 6, increasing the natural frequency, avoiding resonance with the main excitation frequency of the engine, and thus reducing structural noise.

[0056] The third sound-absorbing component 53 can be made of the same material as the first sound-absorbing component 51. When the shock-absorbing tower bracket 6 abuts against the second front panel 21 of the second front panel assembly 2, the compression of the third sound-absorbing component 53 plays a certain sealing role, thereby blocking the transmission of noise and achieving the effect of noise reduction.

[0057] In one embodiment, the two ends of the shock absorber tower support 6 are configured to be connected to the wheel cover structure 7, and a damping element 62 is provided between the shock absorber tower support 6 and the wheel cover structure 7.

[0058] For example, the wheel arch structure 7 is arranged at both ends along the width direction of the vehicle body, and the two ends of the shock absorber tower bracket 6 are connected to the opposite wheel arch structure 7 by means of screw connection. The top of the wheel arch structure 7 has a bracket groove 71, which is an open structure. The bottom of the shock absorber tower bracket 6 is connected to the bottom wall of the bracket groove 71, and the end of the shock absorber tower bracket 6 abuts against the side wall of the bracket groove 71 through a damping member 62.

[0059] Among them, the damping component 62 can be made of rubber. The damping component 62 can increase the internal loss of the wheel cover structure 7 and the shock absorber tower support 6, convert vibration energy into heat energy consumption, and effectively suppress the low-frequency structural noise generated by sheet metal vibration.

[0060] In one embodiment, the shock absorber tower support 6 is provided with a support cavity 61, the opening of the support cavity 61 is oriented toward the wheel cover structure 7, a portion of the damping element 62 is connected to the support cavity 61, and another portion of the damping element 62 abuts against the wheel cover structure 7.

[0061] For example, the damping member 62 includes an outer damping part 63 and an inner damping part 64 connected together. The inner damping part 64 has a clearance opening (not shown in the figure). The outer wall of the inner damping part 64 is interference-fitted with the inner wall of the bracket cavity 61. The clearance opening is correspondingly set with the reinforcing rib, so that the inner damping part 64 is accurately inserted into the bracket cavity 61, preventing the damping member 62 from easily coming out of the shock absorber tower bracket 6.

[0062] The outer damping part 63 abuts against the wheel cover structure 7, and the height of the outer damping part 63 is greater than the height of the shock absorber tower support 6, so that the outer damping part 63 effectively abuts against the outside of the shock absorber tower support 6. The outer damping part 63 also plays a limiting role to prevent the outer damping part 63 from completely moving and embedding into the inner cavity 61 of the support when vibration occurs, thus avoiding failure.

[0063] Both the inner damping section 64 and the outer damping section 63 are provided with compression chambers 65. When the shock absorber tower support 6 and the wheel cover structure 7 vibrate, the compression chambers 65 can effectively deform to reduce the structural noise caused by rigid contact. In addition, the compression chambers 65 can absorb noise, thereby reducing the transmission of noise.

[0064] In one embodiment, the second front enclosure assembly 2 is configured to be connected to the wheel arch structure 7, and the second front enclosure assembly 2 and the wheel arch structure 7 are connected by a guard plate assembly 8. A fourth sound-absorbing element 54 is provided between the second front enclosure assembly 2 and the guard plate assembly 8.

[0065] For example, such as Figure 6 , Figure 7 As shown, the protective plate assembly 8 includes an air conditioning low-pressure protective plate 81, a heater duct protective plate 82, and a motor controller protective plate 83; the second front bulkhead assembly 2 is connected to the air conditioning low-pressure protective plate 81 at one end along the width direction of the vehicle body, and the heater duct protective plate 82 and the motor controller protective plate 83 are sequentially connected to the other end along the width direction of the vehicle body; the air conditioning low-pressure protective plate 81 is connected to a wheel arch structure 7, and the motor controller protective plate 83 is connected to another wheel arch structure 7.

[0066] The fourth sound-absorbing component 54 can be made of the same material as the first sound-absorbing component 51. When the second front enclosure assembly 2 is connected to the protective plate assembly 8, the compression of the fourth sound-absorbing component 54 plays a certain sealing role, thereby blocking the transmission of noise and achieving the effect of noise reduction.

[0067] In this embodiment, by setting multiple sound-absorbing components, including a first sound-absorbing component 51, a second sound-absorbing component 52, a third sound-absorbing component 53, and a fourth sound-absorbing component 54, a good sealing effect is achieved when the components are connected, thus achieving a noise reduction effect and effectively reducing the noise transmission of the front bulkhead assembly. Sound-absorbing components can still be set in the front bulkhead assembly when it is connected to other components; examples are not given here.

[0068] Example 2

[0069] This embodiment provides a vehicle including the aforementioned front bulkhead assembly, which has the beneficial effects of reducing noise transmission to the passenger compartment.

[0070] In the description of this application, unless otherwise stated, directional terms such as "top" and "bottom" generally refer to the relative "top" and "bottom" of the corresponding component in the direction of gravity when it is in use. "Inner" and "outer" refer to the "inner" and "outer" relative to the contour of the corresponding component itself.

[0071] Furthermore, 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 one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0072] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, a direct connection, or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0073] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0074] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A front bulkhead assembly, characterized in that: The assembly includes a first front panel assembly (1), a second front panel assembly (2), and a central crossbeam (3). The first front panel assembly (1) and the second front panel assembly (2) are spaced apart and connected by the central crossbeam (3). The central crossbeam (3) is connected to the first front panel assembly (1) to form a crossbeam cavity (31). A first sound insulation layer (41) is laid on one side of the first front panel assembly (1), and a second sound insulation layer (42) is laid on the side of the second front panel assembly (2) away from the first front panel assembly (1). The second sound insulation layer (42) covers the central crossbeam (3) and extends to the other side of the first front panel assembly (1).

2. The front bulkhead assembly according to claim 1, characterized in that: The top of the first front enclosure assembly (1) is provided with a front enclosure upper plate (14), and a third sound insulation layer (43) is laid on the side of the front enclosure upper plate (14) opposite to the second front enclosure assembly (2), and / or The front upper panel (14) is provided with a fourth sound insulation layer (44) on the side facing the second front assembly (2), and the fourth sound insulation layer (44) extends downward to the first front assembly (1).

3. The front bulkhead assembly according to claim 1, characterized in that: The first front bulkhead assembly (1) includes a first front bulkhead plate (11) and a front bulkhead lower plate (12); one side of the front bulkhead lower plate (12) is connected to the first front bulkhead plate (11) to form a lower plate cavity (13), and the other side of the front bulkhead lower plate (12) is connected to the middle crossbeam (3) to form the crossbeam cavity (31).

4. The front bulkhead assembly according to claim 1, characterized in that: The second front enclosure assembly (2) includes a second front enclosure panel (21) and a sound insulation bracket (22) disposed at the bottom of the second front enclosure panel (21); one end of the sound insulation bracket (22) is connected to the middle crossbeam (3), and a first sound-absorbing element (51) is disposed between the sound insulation bracket (22) and the middle crossbeam (3).

5. The front bulkhead assembly according to claim 4, characterized in that: The second front enclosure assembly (2) further includes a bracket clamp (23), which is connected to the second front enclosure (21) to form a clamp (24). The other end of the sound insulation bracket (22) is disposed in the clamp (24), and a second sound-absorbing component (52) is disposed between the sound insulation bracket (22) and the second front enclosure (21).

6. The front bulkhead assembly according to claim 1, characterized in that: The top of the second front enclosure assembly (2) is provided with a shock-absorbing tower bracket (6), and a third sound-absorbing component (53) is provided between the shock-absorbing tower bracket (6) and the second front enclosure assembly (2).

7. The front bulkhead assembly according to claim 6, characterized in that: The two ends of the shock-absorbing tower support (6) are configured to be connected to the wheel cover structure (7), and a damping element (62) is provided between the shock-absorbing tower support (6) and the wheel cover structure (7).

8. The front bulkhead assembly according to claim 7, characterized in that: The shock absorber tower support (6) is provided with a support cavity (61), the opening of the support cavity (61) faces the wheel cover structure (7), a part of the damping element (62) is connected in the support cavity (61), and another part of the damping element (62) abuts against the wheel cover structure (7).

9. The front bulkhead assembly according to claim 1, characterized in that: The second front enclosure assembly (2) is configured to be connected to the wheel arch structure (7), and the second front enclosure assembly (2) and the wheel arch structure (7) are connected through the guard plate assembly (8). A fourth sound-absorbing element (54) is provided between the second front enclosure assembly (2) and the guard plate assembly (8).

10. A vehicle, characterized in that: Includes the front bulkhead assembly as described in any one of claims 1-9.

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