A front body frame and vehicle

Abstract

This application provides a front body frame and a vehicle. The front body frame includes a vehicle body frame, a mounting frame, and a temperature control component. The vehicle body frame includes two longitudinal beams of the engine compartment spaced apart in the transverse direction. The mounting frame is located between the two longitudinal beams of the engine compartment and includes a frame body and a first damping component. The frame body is fixed to the vehicle body frame by the first damping component. The temperature control component includes an integrated module, a compressor, and pipelines. The two ends of the pipelines are connected to the integrated module and the compressor, respectively. The integrated module is directly connected to the frame body. Through the above embodiment, the frame body is connected to the vehicle body frame through the first damping component, the integrated module is directly connected to the frame body, and the compressor is not connected to the frame body, realizing the separate installation of the integrated module and the compressor. This separates the vibration transmission path and effectively attenuates the vibration intensity, significantly reducing the noise inside the vehicle.

Description

Technical Field

[0001] This application relates to the field of automotive body structure technology, and in particular to a front body frame and vehicle. Background Technology

[0002] Electric vehicles have the advantages of energy conservation and environmental protection, and their application prospects are very broad. Electric vehicles are widely used in people's daily lives, and they are increasingly favored by the market and customers for short-distance travel.

[0003] Because electric vehicles differ significantly from traditional cars—the power source has been changed from an engine to an electric motor—the vibration and noise inside the electric vehicle are more pronounced when the air conditioning is on, as there is no masking effect of engine noise, which affects the driving and riding experience. Utility Model Content

[0004] The main objective of this application is to provide a front body frame and vehicle that aims to solve the aforementioned technical problems existing in the prior art.

[0005] To address the aforementioned issues, this application provides a front vehicle frame, which includes a body frame, a mounting frame, and a temperature control component. The body frame includes two longitudinal beams of the engine compartment spaced apart in the transverse direction. The mounting frame is located between the two longitudinal beams of the engine compartment and includes a frame body and a first shock absorber component. The frame body is fixed to the body frame by the first shock absorber component. The temperature control component includes an integrated module, a compressor, and pipelines. The two ends of the pipelines are connected to the integrated module and the compressor, respectively. The integrated module is directly connected to the frame body.

[0006] In some embodiments, the frame body includes a transverse support extending in the transverse direction and two longitudinal supports extending in the longitudinal direction intersecting the transverse direction. The two longitudinal supports are spaced apart in the transverse direction. One end of the two longitudinal supports is connected to the transverse support, and the other end of the two longitudinal supports and both ends of the transverse support are connected to the vehicle frame through a first shock-absorbing component. An integrated module is connected to the two longitudinal supports.

[0007] In some embodiments, the transverse support includes an upper wall and a lower wall that are vertically opposite and spaced apart. The upper wall has a clearance notch that penetrates the two opposing surfaces of the upper wall and passes through one end of the upper wall near the vehicle frame. The first shock absorber is located at the clearance notch and penetrates the lower wall. A portion of the first shock absorber is located on one side of the lower wall, and a portion of the first shock absorber is located on the other side of the lower wall. The vertical, transverse, and longitudinal directions intersect each other.

[0008] In some embodiments, the two longitudinal supports have an overlap notch at one end near the transverse support, the transverse support is embedded in the overlap notch, and the transverse support is connected to the two longitudinal supports through the overlap notch.

[0009] In some embodiments, the first damping assembly includes a damping rubber ring and a fastener. The damping rubber ring is fitted onto the fastener, and the fastener is connected to the vehicle frame. The damping rubber ring includes two serrated damping portions, which are located on two opposing surfaces of the mounting frame and face away from the main body of the frame.

[0010] In some embodiments, the sawtooth damping part includes a plurality of damping teeth arranged sequentially around the end of the sawtooth damping part in the circumferential direction around the damping rubber ring, and a first through hole is provided between each two adjacent damping teeth, and the plurality of first through holes penetrate the sawtooth damping part in the axial direction of the damping rubber ring.

[0011] In some embodiments, the damping rubber ring has a second through hole extending through both opposite end faces of the damping rubber ring in the axial direction. The axis of the second through hole is located at the center of a plurality of first through holes. The fastener passes through the second through hole. The damping rubber ring includes a plurality of damping protrusions extending in the axial direction. The plurality of damping protrusions are spaced apart on the inner wall of the second through hole in the circumferential direction of the damping rubber ring.

[0012] In some embodiments, the size of the damping protrusion gradually increases in the circumferential direction from the end of the damping protrusion near the fixing member to the end near the inner wall of the second through hole.

[0013] In some embodiments, the mounting frame includes a pipe clamp, one end of which clamps a pipe, and the other end of which is connected to the frame body via a first shock-absorbing component.

[0014] To address the aforementioned problems, this application provides a vehicle that includes the aforementioned front body frame.

[0015] Compared with existing technologies, the front body frame provided in this application includes a vehicle body frame, a mounting frame, and a temperature control component. The vehicle body frame includes two longitudinal beams of the engine compartment spaced apart in the transverse direction. The mounting frame is located between the two longitudinal beams of the engine compartment and includes a frame body and a first damping component. The frame body is fixed to the vehicle body frame by the first damping component. The temperature control component includes an integrated module, a compressor, and pipelines. The two ends of the pipelines are connected to the integrated module and the compressor, respectively. The integrated module is directly connected to the frame body. Through the above implementation, the frame body is connected to the vehicle body frame through the first damping component, the integrated module is directly connected to the frame body, and the compressor is not connected to the frame body, realizing the separate installation of the integrated module and the compressor. This separates the vibration transmission path and effectively attenuates the vibration intensity, significantly reducing the noise inside the vehicle. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a structural schematic diagram of an embodiment of the front vehicle frame provided in this application;

[0018] Figure 2 yes Figure 1 A schematic diagram of one embodiment of the mounting frame and temperature control assembly is shown;

[0019] Figure 3 yes Figure 2 A schematic diagram of one embodiment of the mounting frame shown;

[0020] Figure 4 yes Figure 3 A schematic diagram of one embodiment of the transverse support shown;

[0021] Figure 5 yes Figure 3 A schematic diagram of one embodiment of the longitudinal support shown;

[0022] Figure 6 yes Figure 3 A first-view structural schematic diagram of an embodiment of the first damping component shown;

[0023] Figure 7 yes Figure 3 A second-view structural schematic diagram of an embodiment of the first damping component shown.

[0024] Reference numerals: Front body frame 10; Body frame 100; Engine compartment longitudinal beam 110; Mounting frame 200; Frame body 210; Transverse bracket 211; Upper wall 2111; Clearance notch 2112; Lower wall 2113; Longitudinal bracket 212; Overlap notch 2121; First shock absorber assembly 220; Shock absorber rubber ring 221; Serrated shock absorber part 2211; Shock absorber tooth 2212; First through hole 2213; Second through hole 2214; Shock absorber protrusion 2215; Fixing piece 222; Pipe clamp 230; Temperature control assembly 300; Integrated module 310; Compressor 320; Pipeline 330; Lateral direction X; Longitudinal direction Y; Vertical direction Z. Detailed Implementation

[0025] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0027] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly indicating the number, specific order, or primary and secondary relationship of the indicated technical features.

[0028] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0029] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0030] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0031] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application 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. Therefore, they should not be construed as limitations on the embodiments of this application.

[0032] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" 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 or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0033] Electric vehicles (EVs) offer advantages in energy conservation and environmental protection, and their application prospects are very broad. EVs are widely used in people's daily lives and are increasingly favored by the market and customers for short-distance travel. However, due to significant differences between EVs and traditional cars—the power source of EVs is changed from an engine to an electric motor—and the absence of an engine noise masking effect means that vibration and noise inside the EV are more pronounced when the air conditioning is on, affecting the driving and riding experience.

[0034] To address the related technical problems, this application provides a vehicle that includes the following front body frame.

[0035] To address the related technical issues, this application also provides a front vehicle frame, for details please refer to [link / reference needed].

[0036] Figure 1 and Figure 2 , Figure 1 This is a structural schematic diagram of an embodiment of the front vehicle frame provided in this application.

[0037] Figure 2 yes Figure 1 The diagram shows a structural schematic of one embodiment of the mounting frame and temperature control assembly.

[0038] The front body frame 10 includes a body frame 100, a mounting frame 200, and a temperature control component 300. The body frame 100 includes two engine compartment longitudinal beams 110 spaced apart in the lateral direction X. The mounting frame 200 is located between the two engine compartment longitudinal beams 110. The mounting frame 200 includes a frame body 210 and a first shock absorber 220. The frame body 210 is fixed to the body frame 100 by the first shock absorber 220. The temperature control component 300 includes an integrated module 310, a compressor 320, and a pipeline 330. The two ends of the pipeline 330 are respectively connected to the integrated module 310 and the compressor 320. The integrated module 310 is directly connected to the frame body 210.

[0039] The vehicle frame 100 includes two engine compartment longitudinal beams 110, which are spaced apart in the lateral direction X and extend in the longitudinal direction Y. The lateral direction X and the longitudinal direction Y intersect. The lateral direction X can be understood as the width direction of the vehicle, and the longitudinal direction Y can be understood as the length direction of the vehicle. The vehicle frame 100 may also include a front lower crossbeam, which extends in the lateral direction X. The two engine compartment longitudinal beams 110 are connected to one side of the front lower crossbeam, so that when the end of the engine compartment longitudinal beam 110 away from the front lower crossbeam is impacted, the engine compartment longitudinal beam 110 can transfer the impact force to the front lower crossbeam.

[0040] The mounting frame 200 includes a frame body 210 and a first damping component 220. The frame body 210 is disposed between and connected to the two engine compartment longitudinal beams 110. A portion of the first damping component 220 can be made of rubber, polyurethane, or plastic composite material, used for vibration isolation between the frame body 210 and the vehicle body frame 100. The first damping component 220 is located at the connection between the frame body 210 and the engine compartment longitudinal beams 110, thereby reducing the risk of abnormal noise between the frame body 210 and the engine compartment longitudinal beams 110. In this embodiment, the mounting frame 200 can also be located between the two engine compartment longitudinal beams 110 and the lower front crossbeam. The frame body 210 can be connected to the two engine compartment longitudinal beams 110 and the lower front crossbeam via the first damping component 220, forming a stable frame structure with the mounting frame 200, the lower front crossbeam, and the two engine compartment longitudinal beams 110, thus improving the stability of the front vehicle body frame 10.

[0041] The temperature control component 300 includes an integrated module 310, a compressor 320, and a pipeline 330. The two ends of the pipeline 330 connect the compressor 320 and the integrated module 310. The pipeline 330 includes a low-pressure pipe and a high-pressure pipe. The thicker low-pressure pipe connects to the suction port of the compressor 320, responsible for delivering the low-temperature, low-pressure refrigerant gas generated by the evaporator to the compressor 320 for compression. The thinner high-pressure pipe connects to the output port of the compressor 320, used to deliver the high-temperature, high-pressure refrigerant gas compressed by the compressor 320 to the condenser for heat dissipation. The integrated module 310 may include components such as a dryer, temperature sensor, pressure sensor, multi-channel integrated valve block, control unit, and pipeline connectors. The pipeline connectors connect to the compressor 320 via the pipeline 330, and also connect to the external evaporator and condenser. Through highly integrated valves, sensors, and control units, the integrated module 310 achieves precise distribution of refrigerant among multiple heat sources, balancing energy efficiency, safety, and space optimization, providing core support for the complex thermal management needs of new energy vehicles. The main vibration source in the temperature control component 300 is the compressor 320. Therefore, the integrated module 310 is directly connected to the frame body 210, while the compressor 320 is not directly connected to the frame body 210. Instead, it is connected to the integrated module 310 via a pipe 330, and the integrated module 310 is then connected to the frame body 210. Thus, the vibration generated by the compressor 320 passes sequentially through the pipe 330, the mounting frame 200, and the vehicle body frame 100, finally being transmitted to the interior of the vehicle body (the first transmission path of the compressor 320's vibration). The noise generated by this vibration is therefore perceived by the passenger. Since the compressor 320 is not directly connected to the frame body 210, the vibration transmission path between the compressor 320 and the frame body 210 is reduced. Furthermore, the frame body 210 is also connected to the vehicle body frame 100 via a first damping component 220, which effectively attenuates the vibration generated by the compressor 320 and transmitted to the vehicle body frame 100.

[0042] In this embodiment, the front vehicle frame 10 may further include a drive assembly, which includes a drive unit and a subframe. The subframe is equipped with a mount, and the drive unit is connected to the subframe via the mount. The subframe is then connected to the vehicle frame 100. The mount is an elastic component that can buffer the connection between the drive unit and the subframe. The compressor 320 may be connected to the housing of the drive unit. The vibration generated by the compressor 320 is sequentially transmitted to the drive unit, the mount, the subframe, and the vehicle frame 100 (the second transmission path of vibration), thereby achieving separate installation of the integrated module 310 and the compressor 320.

[0043] Through the above implementation method, the frame body 210 is connected to the vehicle frame 100 through the first shock absorption component 220, the integrated module 310 is directly connected to the frame body 210, and the compressor 320 is not connected to the frame body 210, so as to realize the separate installation of the integrated module 310 and the compressor 320, thereby separating the vibration transmission path and effectively attenuating the vibration intensity, significantly reducing the noise inside the vehicle.

[0044] See Figure 3 , Figure 3 yes Figure 2 The diagram shows a structural schematic of one embodiment of the mounting frame.

[0045] In some embodiments, the frame body 210 includes a transverse support 211 extending in the transverse direction X, and two longitudinal supports 212 extending in the longitudinal direction Y intersecting the transverse direction X. The two longitudinal supports 212 are spaced apart in the transverse direction X. One end of the two longitudinal supports 212 is connected to the transverse support 211, and the other end of the two longitudinal supports 212 and both ends of the transverse support 211 are connected to the vehicle frame 100 through a first shock absorber 220. The integrated module 310 is connected to the two longitudinal supports 212.

[0046] The main frame 210 includes a transverse support 211 and two longitudinal supports 212. The transverse support 211 extends in the transverse direction X, and the two longitudinal supports 212 extend in the longitudinal direction Y. The two longitudinal supports 212 are spaced apart in the transverse direction X. One end of each longitudinal support 212 is connected to the transverse support 211, and the other end of each longitudinal support 212 and both ends of the transverse support 211 are connected to the vehicle frame 100 via a first damping component 220. Thus, the transverse support 211 and the two longitudinal supports 212 can form multiple smaller frame structures with the vehicle frame 100, thereby improving the structural stability of the main frame 210 and reducing the risk of abnormal noise caused by instability of the main frame 210. The integrated module 310 is connected to the two longitudinal supports 212, which also improves the stability of the connection between the integrated module 310 and the main frame 210.

[0047] In this embodiment, the transverse support 211 is spaced apart from the lower crossbeam of the front bulkhead in the longitudinal direction Y. Both ends of the transverse support 211 are connected to a cabin longitudinal beam 110 via a first shock-absorbing component 220. The ends of the two longitudinal supports 212 furthest from the transverse support 211 are connected to the lower crossbeam of the front bulkhead via the first shock-absorbing component 220. This forms a large frame structure consisting of the transverse support 211, the two cabin longitudinal beams 110, and the lower crossbeam of the front bulkhead. The two ends of the two longitudinal supports 212 are connected to the transverse support 211 and the lower crossbeam of the front bulkhead, forming multiple smaller frame structures. This creates a more stable frame structure between the vehicle body frame 100 and the mounting frame 200. The integrated module 310 is connected to the two longitudinal supports 212, making the connection between the integrated module 310 and the vehicle body frame 100 more stable. The spacing between the two longitudinal supports 212 can be adapted to the dimensions of the integrated module 310 in the transverse direction X, ensuring that the space between the integrated module 310 and the two longitudinal supports 212 corresponds, thus improving space utilization.

[0048] In some embodiments, the integrated module 310 may be equipped with components such as a water pump, a reversing valve, and an expansion valve. Pressure pulsation during liquid flow will cause periodic vibration, and mechanical impact during the opening and closing of the expansion valve will also generate instantaneous impact vibration. In addition, the compressor 320 can also transmit vibration to the integrated module 310 through the pipeline 330, so that the integrated module 310 and the frame body will also generate noise due to vibration. To solve this problem, the integrated module 310 may include multiple fixing parts. Each fixing part includes a fixing part body and a second damping component. The second damping component may include bolts, two damping washers, and an intermediate connecting part that connects the two damping washers in the axial direction. The intermediate connecting part passes through a through hole in the fixing part body. The two damping washers are located between the fixing part body and the longitudinal support 212, and on the side of the fixing part body away from the longitudinal support 212, respectively. The bolt passes through the two damping washers and the intermediate connecting part and is fixedly connected to the longitudinal support 212. Thus, the integrated module 310 is connected to the longitudinal support 212 through multiple fixing parts, which can effectively reduce the noise generated between the integrated module 310 and the frame.

[0049] See Figure 4 , Figure 4 yes Figure 3 The diagram shows a structural schematic of one embodiment of the transverse support.

[0050] In some embodiments, the transverse support 211 includes an upper wall 2111 and a lower wall 2113 that are opposite to each other and spaced apart in the vertical direction Z. The upper wall 2111 has a clearance notch 2112 that penetrates the two opposite surfaces of the upper wall 2111 and passes through one end of the upper wall 2111 near the vehicle frame 100. The first shock absorber 220 is located at the clearance notch 2112 and penetrates the lower wall 2113. A portion of the first shock absorber 220 is located on one side of the lower wall 2113, and a portion of the first shock absorber 220 is located on the other side of the lower wall 2113. The vertical direction Z, the transverse direction X, and the longitudinal direction Y intersect each other.

[0051] The transverse support 211 can be a square tube structure. The square tube structure has its own cavity, providing both good structural strength and light weight. The transverse support 211 has an upper wall 2111 and a lower wall 2113 arranged opposite each other and spaced apart in the vertical direction Z, where Z can be understood as the vehicle's height direction. The upper wall 2111 has a clearance notch 2112 at its end near the engine compartment longitudinal beam 110. The clearance notch 2112 penetrates both opposite surfaces of the upper wall 2111 and also extends through one end of the upper wall 2111 near the engine compartment longitudinal beam 110. The first shock absorber assembly 220 is located at the clearance notch 2112 and penetrates the lower wall 2113, so that part of the first shock absorber assembly 220 is located on one side of the lower wall 2113, and part of the first shock absorber assembly 220 is located on the other side of the lower wall 2113. Therefore, the clearance notch 2112 penetrates both opposite surfaces of the upper wall 2111 and extends through the end of the upper wall 2111 near the vehicle frame 100. The first shock absorber 220 is disposed on the lower wall 2113 through the clearance notch 2112, thus the clearance notch 2112 avoids the first shock absorber 220, making the installation of the first shock absorber 220 easier. In addition, both the transverse support 211 and the longitudinal support 212 can be square tube structures, and both can have an upper wall 2111 and a lower wall 2113. The two ends of the transverse support 211 and the end of the longitudinal support 212 away from the transverse support 211 can be provided with clearance notches 2112. Multiple first shock absorbers 220 are located at their respective clearance notches 2112 and penetrate their respective lower walls 2113, so that the frame body 210 is connected to the vehicle frame 100 through the first shock absorbers 220.

[0052] In some embodiments, the first damping assembly 220 may include a damping rubber ring 221 and a fastener 222. The lower wall 2113 may have an installation notch, through which the damping rubber ring 221 passes, such that part of the damping rubber ring 221 is located on one side of the lower wall 2113 and part of the damping rubber ring 221 is located on the other side of the lower wall 2113. The damping rubber ring 221 itself forms a second through hole 2214 arranged in the axial direction of the damping rubber ring 221. The fastener 222 passes through the second through hole 2214 and is connected to the vehicle frame 100. The provision of the clearance notch 2112 can reduce the length of the fastener 222, so that the fastener 222 does not contact the upper wall 2111, thereby the fastener 222 is not subjected to shear force from the upper wall 2111, so that the first damping assembly 220 can more stably connect the frame body 210 and the vehicle frame 100. The lower wall 2113 of the transverse bracket 211 may have an installation notch and a connecting notch. The installation notch is spaced from the end of the lower wall 2113 and penetrates the two opposite surfaces of the lower wall 2113. The connecting notch penetrates the two opposite surfaces of the lower wall 2113, with one end of the connecting notch connecting through the installation notch and the other end penetrating through the end of the lower wall 2113, so that the damping rubber ring 221 can enter the installation notch from the connecting notch. The fastener 222 may include a bolt, which includes a screw head and a stud connected to the screw head. The damping rubber ring 221 is sleeved on the stud, with part of the damping rubber ring 221 located between the screw head and the lower wall 2113, and part of the damping rubber ring 221 located between the lower wall 2113 and the vehicle frame 100. The longitudinal bracket 212 may also have the same structure and be connected to the vehicle frame 100. This achieves a damping connection between the frame body 210 and the vehicle frame 100, and provides a better damping effect.

[0053] See Figure 5 , Figure 5 yes Figure 3 The diagram shows a structural schematic of one embodiment of the longitudinal support.

[0054] In some embodiments, the two longitudinal supports 212 are provided with an overlap notch 2121 at one end near the transverse support 211, the transverse support 211 is embedded in the overlap notch 2121, and the transverse support 211 is connected to the two longitudinal supports 212 through the overlap notch 2121.

[0055] As an example, the transverse support 211 also includes a right side wall connected in the longitudinal direction Y to the upper wall 2111 and the lower wall 2113 near one end of the longitudinal support 212. An overlap notch 2121 extends through the end of the longitudinal support 212 near the transverse support 211 in the longitudinal direction Y, and also extends through the side of the longitudinal support 212 near the transverse support 211 in the vertical direction Z. The longitudinal support 212 is connected to the upper wall 2111 and the right side wall of the transverse support 211 through the overlap notch 2121. As another example, the transverse support 211 includes a left side wall and a right side wall connected in the longitudinal direction Y to both ends of the upper wall 2111 and the lower wall 2113. The overlap notch 2121 only extends through the side of the longitudinal support 212 in the vertical direction Z, allowing the longitudinal support 212 to be connected to the upper wall 2111, the left side wall, and the right side wall of the transverse support 211 through the overlap notch 2121. Therefore, the longitudinal support 212 is connected to the transverse support 211 through the lap joint notch 2121, which can improve the stability of the connection between the longitudinal support 212 and the transverse support 211.

[0056] See Figure 6 , Figure 6 yes Figure 3 A first-view structural schematic diagram of an embodiment of the first damping component shown.

[0057] In some embodiments, the first damping assembly 220 includes a damping rubber ring 221 and a fixing member 222. The damping rubber ring 221 is sleeved on the fixing member 222, and the fixing member 222 is connected to the vehicle frame 100. The damping rubber ring 221 includes two serrated damping portions 2211, which are located on two opposite surfaces of the mounting frame 200, and are oriented away from the frame body 210.

[0058] The first damping component 220 penetrates the frame body 210, with two sawtooth damping portions 2211 located on opposite surfaces of the frame body 210. The ends of the sawtooth damping portions 2211 have a sawtooth structure, allowing the side of the frame body 210 closest to the vehicle frame 100 to be connected to the vehicle frame 100 via one sawtooth damping portion 2211, and the side of the frame body 210 away from the vehicle frame 100 to be connected to the fastener 222 via the other sawtooth damping portion 2211. Specifically, the fastener 222 may include a bolt, which includes a threaded head and a stud. A damping rubber ring 221 is fitted onto the stud, and a sawtooth damping portion 2211 is located between the frame body 210 and the threaded head. The sawtooth damping portion 2211 has a larger deformation volume, thereby more effectively improving the damping effect between the fastener 222 and the frame body 210, as well as between the frame body 210 and the vehicle frame 100.

[0059] In this embodiment, the fixing member 222 may further include a flat washer and a hollow cylindrical washer connected to the flat washer, and the damping rubber ring 221 may include an extension connecting portion. Two sawtooth damping portions 2211 are respectively connected to both ends of the extension connecting portion. Both sawtooth damping portions 2211 and the extension connecting portion are sleeved on the outside of the stud. The flat washer is located between the screw head and one sawtooth damping portion 2211, and the hollow cylindrical washer is sleeved on the stud and located between the extension connecting portion and the stud, thereby increasing the contact area between the fixing member 222 and the damping rubber ring 221 and improving the damping effect.

[0060] See Figure 7 , Figure 7 yes Figure 3 A second-view structural schematic diagram of an embodiment of the first damping component shown.

[0061] In some embodiments, the sawtooth damping part 2211 includes a plurality of damping teeth 2212 arranged sequentially around the end of the sawtooth damping part 2211 in the circumferential direction of the damping rubber ring 221. A first through hole 2213 is provided between each two adjacent damping teeth 2212, and the plurality of first through holes 2213 penetrate the sawtooth damping part 2211 in the axial direction of the damping rubber ring 221.

[0062] The end of the serrated damping part 2211 is provided with a plurality of damping teeth 2212, which are spaced apart around the circumferential direction of the damping ring 221. A first through hole 2213 is provided between every two adjacent damping teeth 2212, penetrating the serrated damping part 2211 in the axial direction. This increases the deformation volume of the damping teeth 2212, thereby further improving the damping effect of the damping ring 221. In this embodiment, the first through hole 2213 can also penetrate the extension connecting part, thereby improving the damping effect between the fixing member 222 and the frame body 210. In other embodiments, the damping ring 221 may also include two damping bodies located at both ends of the extension connecting part. The ends of the two damping bodies away from the extension connecting part are respectively connected to the corresponding serrated damping parts 2211. When subjected to large vibrations, the damping bodies can provide greater support force, thereby improving the damping effect.

[0063] In some embodiments, the damping ring 221 has a second through hole 2214 extending through both opposite end faces of the damping ring 221 in the axial direction. The axis of the second through hole 2214 is located at the center of a plurality of first through holes 2213. The fixing member 222 passes through the second through hole 2214. The damping ring 221 includes a plurality of damping protrusions 2215 extending in the axial direction. The plurality of damping protrusions 2215 are spaced apart on the inner wall of the second through hole 2214 in the circumferential direction of the damping ring 221.

[0064] The damping rubber ring 221 has a second through hole 2214 extending axially through both opposite end faces of the damping rubber ring 221. The second through hole 2214 is used for the fastener 222 to pass through. The second through hole 2214 can be located at the center of multiple first through holes 2213, thus making the second through hole 2214 symmetrically arranged and the force more evenly distributed. The inner wall of the second through hole 2214 is provided with damping protrusions 2215 extending axially. There are multiple damping protrusions 2215, which are spaced apart in the circumferential direction. Thus, the ends of the spaced-apart damping protrusions 2215 are connected to the fastener 222, thereby improving the damping effect between the periphery of the fastener 222 and the frame body 210. Furthermore, a damping protrusion 2215 can correspond to a first through hole 2213 in the radial direction of the damping rubber ring 221, so that the damping protrusion 2215 can deform in the direction of the corresponding first through hole 2213 when subjected to force, thereby further improving the damping effect between the fastener 222 and the frame body 210.

[0065] In some embodiments, the size of the damping protrusion 2215 gradually increases in the circumferential direction from the end of the damping protrusion 2215 near the fixing member 222 to the end near the inner wall of the second through hole 2214.

[0066] Therefore, the smaller end of the damping protrusion 2215 in the circumferential direction is connected to the fixing member 222, and the larger end of the damping protrusion 2215 in the circumferential direction is connected to the inner wall of the second through hole 2214. The structural strength of the damping protrusion 2215 gradually increases from the end near the fixing member 222 to the end near the inner wall of the second through hole 2214. When subjected to vibration, the damping protrusion 2215 can generate a gradually increasing reaction force on the fixing member 222, thereby increasing the range of vibration intensity that the damping rubber ring 221 can withstand and adapting to vibrations of different intensities.

[0067] In some embodiments, the mounting frame 200 includes a pipe clamp 230, one end of which clamps a pipe 330, and the other end of which is connected to the frame body 210 via a first shock-absorbing component 220.

[0068] like Figure 2As shown, the compressor 320 is connected to the integrated module 310 via a pipe 330. However, due to the relatively long length of the pipe 330 and the fact that the compressor 320 can transmit vibrations to the pipe 330, the vibration excitation of the pipe 330 is significant. To address this issue, the mounting frame 200 also includes a pipe clamp 230. One end of the pipe clamp 230 clamps the pipe 330, and the other end is connected to the frame body 210 via a first damping component 220. This fixes the pipe clamp 230, reducing its vibration intensity. Simultaneously, the end of the pipe clamp 230 furthest from the pipe 330 is connected to the frame body 210 via the first damping component 220, further reducing vibration between the pipe 330 and the frame body 210, effectively attenuating vibration intensity and significantly reducing noise inside the vehicle. The pipe clamp 230 may also include a buffer pad and a clamp. The buffer pad is fitted onto the pipe 330, and the clamp holds the buffer pad, thereby reducing vibration between the pipe clamp 230 and the pipe 330.

[0069] In summary, the frame body 210 is connected to the vehicle frame 100 through the first shock absorber 220, the integrated module 310 is directly connected to the frame body 210, and the compressor 320 is not connected to the frame body 210, thus realizing the separate installation of the integrated module 310 and the compressor 320. This separates the vibration transmission path and effectively attenuates the vibration intensity, significantly reducing the noise inside the vehicle.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A front body frame characterized by, The front vehicle frame includes: The vehicle frame includes two cabin longitudinal beams spaced apart in the transverse direction; The mounting frame is located between the two longitudinal beams of the engine compartment. The mounting frame includes a frame body and a first shock absorber assembly. The frame body is fixed to the vehicle body frame by the first shock absorber assembly. The temperature control component includes an integrated module, a compressor, and piping. The two ends of the piping are connected to the integrated module and the compressor, respectively. The integrated module is directly connected to the frame body.

2. The front body frame according to claim 1, characterized by The main frame includes a transverse support extending in the transverse direction and two longitudinal supports extending in the longitudinal direction intersecting the transverse direction. The two longitudinal supports are spaced apart in the transverse direction. One end of the two longitudinal supports is connected to the transverse support. The other end of the two longitudinal supports and both ends of the transverse support are connected to the vehicle frame through the first shock absorption component. The integrated module is connected to the two longitudinal supports.

3. The front body frame according to claim 2, characterized in that, The transverse support includes an upper wall and a lower wall that are vertically opposite and spaced apart. The upper wall has a clearance notch that penetrates the two opposing surfaces of the upper wall and passes through one end of the upper wall near the vehicle frame. The first shock absorber is located at the clearance notch and penetrates the lower wall. A portion of the first shock absorber is located on one side of the lower wall, and a portion of the first shock absorber is located on the other side of the lower wall. The vertical direction, the transverse direction, and the longitudinal direction intersect each other.

4. The front body frame according to claim 3, characterized in that, The two longitudinal supports have an overlap notch at one end near the transverse support. The transverse support is embedded in the overlap notch and is connected to the two longitudinal supports through the overlap notch.

5. The front body frame according to claim 1, characterized by The first shock absorption assembly includes a shock absorption rubber ring and a fixing member. The shock absorption rubber ring is sleeved on the fixing member, and the fixing member is connected to the vehicle body frame. The shock absorption rubber ring includes two serrated shock absorption parts, which are located on two opposite surfaces of the mounting frame, and the two serrated shock absorption parts face away from the main body of the frame.

6. The front body frame according to claim 5, characterized in that, The sawtooth damping part includes a plurality of damping teeth spaced apart around the end of the damping rubber ring in the circumferential direction. A first through hole is provided between each pair of adjacent damping teeth, and the plurality of first through holes penetrate the sawtooth damping part in the axial direction of the damping rubber ring.

7. The front body frame according to claim 6, characterized in that The damping rubber ring has a second through hole that penetrates the opposite end faces of the damping rubber ring in the axial direction. The axis of the second through hole is located at the center of a plurality of first through holes. The fixing member passes through the second through hole. The damping rubber ring includes a plurality of damping protrusions extending in the axial direction. The plurality of damping protrusions are spaced apart in the circumferential direction of the damping rubber ring on the inner wall of the second through hole.

8. The front body frame according to claim 7, characterized in that, In the direction from the end of the shock-absorbing protrusion near the fixing member to the end near the inner wall of the second through hole, the size of the shock-absorbing protrusion gradually increases in the circumferential direction.

9. The front body frame of claim 2, wherein, The mounting frame includes a pipe clamp, one end of which clamps the pipe, and the other end of which is connected to the frame body via the first shock-absorbing component.

10. A vehicle characterized by comprising: The vehicle includes a front body frame as described in any one of claims 1 to 9.

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