Front end module and vehicle

Abstract

The application provides a front engine compartment assembly and a vehicle. The front engine compartment assembly comprises a front wall upper transverse beam, two shock towers, two wheel cover upper side beams and a reinforcing beam. The end of the wheel cover upper side beam is connected to the front wall upper transverse beam, and the shock towers are connected to the wheel cover upper side beam one by one. The reinforcing beam comprises a beam main body, a first corner rod and a second corner rod. The beam main body is connected between the two shock towers, the first corner rod and the second corner rod protrude from the beam main body towards the front wall upper transverse beam and are connected to the front wall upper transverse beam. In this way, the stability and stiffness of the shock towers and the wheel cover upper side beam can be increased, the vibration amplitude can be reduced, and the NVH performance of the front engine compartment assembly can be improved. At the same time, when the vehicle collides, the shock towers are more stable and are not easy to deform, and the safety performance of the front engine compartment assembly and the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of transportation vehicles, and more particularly to a front engine compartment assembly and a vehicle. Background Technology

[0002] In recent years, with the rapid development of the automotive industry, energy-saving and environmentally friendly manufacturing concepts have gradually become the main trend in vehicle development. Among these trends, lightweight design of the vehicle body structure is a key design direction for achieving energy conservation and environmental protection in vehicles. As a crucial part of vehicle body development, the front engine compartment structure, under the lightweight design concept, currently largely still uses the traditional simple crossbeam structure mounted on the shock absorber towers. This design easily leads to NVH (Noise, Vibration, Harshness) problems due to insufficient rigidity, as well as safety issues such as deformation of the shock absorber towers during collisions. This ultimately reduces the overall comfort and safety attributes of the vehicle, hindering its market competitiveness.

[0003] Therefore, it is necessary to provide an improved front cabin assembly to solve some or all of the above problems. Utility Model Content

[0004] This application provides a front engine compartment assembly and vehicle that are both highly rigid and safe.

[0005] This application provides a front nacelle assembly, including a front bulkhead upper crossbeam, two shock absorber towers, two wheel arch upper side beams, and a reinforcing beam; the ends of the wheel arch upper side beams are connected to the front bulkhead upper crossbeam, and the shock absorber towers are connected to the wheel arch upper side beams in a corresponding manner.

[0006] The reinforcing beam includes a beam body, a first angled rod, and a second angled rod; the beam body is connected between the two damping towers, and the first angled rod and the second angled rod protrude from the beam body toward the upper crossbeam of the front enclosure and are connected to the upper crossbeam of the front enclosure.

[0007] Furthermore, the two ends of the first angled rod are respectively connected to the main body of the beam, and the first angled rod and part of the main body of the beam form a triangular frame; the angled part of the first angled rod is connected to the upper crossbeam of the front enclosure.

[0008] Furthermore, the main beam includes a central beam portion and connecting ends; the first angled rod is connected to the central beam portion, and the connecting ends are located at opposite ends of the central beam portion and are connected to the damping tower package one-to-one;

[0009] The connecting end includes a first side and a second side that is inclined relative to the first side. The distance between the first side and the second side increases along the direction from the middle beam to the connecting end.

[0010] Furthermore, the connecting end includes a first connecting end, a second connecting end, a first guide rib, and a second guide rib; the first connecting end and the second connecting end are located at opposite ends of the middle beam portion, the first guide rib is disposed at the first connecting end and is inclined from the middle beam portion along a direction deviating from the upper crossbeam of the front fascia; the second guide rib is disposed at the second connecting end and is inclined from the middle beam portion along a direction deviating from the upper crossbeam of the front fascia.

[0011] Furthermore, the first angled rod includes a first support rod and a second support rod connected at an angle. Along the axial direction of the first support rod, the first support rod and the first guide rib are on the same axis; along the axial direction of the second support rod, the second support rod and the second guide rib are on another coaxial direction.

[0012] Furthermore, one end of the second angle rod is connected to the first angle rod, and the other end is connected to the beam body, and is disposed adjacent to the end of the first angle rod; the angled portion of the second angle rod is connected to the upper crossbeam of the front enclosure.

[0013] Furthermore, it also includes a crossbeam, which is connected between the two upper side beams of the wheel cover and is spaced apart from the reinforcing beam.

[0014] Furthermore, it also includes a baffle plate connected to the reinforcing crossbeam and the upper side beam of the wheel cover, and at least covering the shock-absorbing tower package and part of the reinforcing beam.

[0015] Furthermore, it also includes a windshield crossbeam, a first wiper bracket, and a second wiper bracket; the windshield crossbeam is located above the baffle, the first wiper bracket is fixed to the windshield crossbeam; the second wiper bracket is fixed to the baffle and is disposed adjacent to the windshield crossbeam.

[0016] This application also provides a vehicle including the front engine compartment assembly as described above.

[0017] Compared with existing technologies, the front engine compartment assembly of this application increases the stability and rigidity of the shock absorber towers and the upper side beams of the wheel arches by adding a first and a second angled rod to the reinforcing beam, connecting the upper crossbeam of the front bulkhead and the shock absorber towers, thereby reducing vibration amplitude and improving the NVH performance of the front engine compartment assembly. Furthermore, in the event of a vehicle collision, the shock absorber towers are more stable and less prone to deformation, improving the safety performance of the front engine compartment assembly and the vehicle.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this specification and, together with the description, serve to explain the principles of this specification.

[0020] Figure 1 This is a perspective view of the front nacelle assembly of this application with the baffle and the first and second wiper brackets removed.

[0021] Figure 2 yes Figure 1 A 3D view of the front and middle engine compartment assembly without the crossbeams.

[0022] Figure 3 yes Figure 1 Side view of the reinforcing beam in the forward engine compartment assembly.

[0023] Figure 4 yes Figure 1 A 3D view of the reinforcing beams in the forward engine compartment assembly.

[0024] Figure 5 This is a perspective view of the front cabin assembly of this application.

[0025] Explanation of reference numerals: 1-Front upper crossbeam; 2-Shock absorber tower; 3-Wheel cover upper side beam; 4-Reinforcing beam; 41-Beam body; 411-Middle beam section; 412-Connecting end; 4121-First connecting end; 4122-Second connecting end; 4123-First guide rib; 4124-Second guide rib; 413-First side; 414-Second side; 42-First angle rod; 421-Angle of the first angle rod; 422-First support rod; 423-Second support rod; 43-Second angle rod; 431-Angle of the second angle rod; 432-Third support rod; 433-Fourth support rod; 44-Triangular frame; 5-Crossbeam component; 6-Baffle; 7-Windshield crossbeam; 8-First wiper bracket; 9-Second wiper bracket. Detailed Implementation

[0026] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0027] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0028] like Figure 1 and Figure 2 As shown, the front nacelle assembly of this application includes a front bulkhead upper crossbeam 1, two shock absorber towers 2, two wheel arch upper side beams 3, and a reinforcing beam 4. The ends of the wheel arch upper side beams 3 are connected to the front bulkhead upper crossbeam 1, and the two wheel arch upper side beams 3 are spaced apart. The shock absorber towers 2 are connected to the wheel arch upper side beams 3 in a one-to-one correspondence, and the opposite ends of the reinforcing beam 4 are connected to the two shock absorber towers 2 respectively to improve the stability and rigidity of the shock absorber towers 2.

[0029] The reinforcing beam 4 includes a beam body 41, a first angled rod 42, and a second angled rod 43. The beam body 41 is connected between the two damping towers 2. The first angled rod 42 and the second angled rod 43 protrude from the beam body 41 toward the upper crossbeam 1 of the front enclosure and are connected to the upper crossbeam 1 of the front enclosure.

[0030] This configuration, via the reinforcing beam 4, indirectly connects the shock absorber tower 2 to the upper front beam 1, forming a ring-shaped integrated structure with the wheel arch upper beam 3, the reinforcing beam 4, and the upper front beam 1. This increases the stiffness and strength of the shock absorber tower 2 and the upper wheel arch upper beam 3. Furthermore, the presence of the first angled rod 42 and the second angled rod 43 provides multiple connection points between the reinforcing beam 4 and the upper front beam 1, reducing the vibration amplitude of the shock absorber tower 2 and the upper wheel arch upper beam 3, improving the stability of the shock absorber tower 2, and thus enhancing the stiffness, strength, and NVH performance of the front nacelle frame structure.

[0031] Meanwhile, when a vehicle collides, the impact force on the shock absorber tower 2 and the upper side beam 3 of the wheel arch can be transmitted to the stronger upper crossbeam 1 of the front bulkhead through the first angle bar 42 and the second angle bar 43. Moreover, the first angle bar 42 and the second angle bar 43 can provide multiple transmission paths for the impact force to disperse the impact force and avoid the impact force concentration, thereby making the shock absorber tower 2 less prone to deformation, thus improving the safety performance of the front engine compartment assembly and the vehicle.

[0032] Further integration Figure 3 and Figure 4As shown, in some embodiments, the beam body 41 includes a middle beam portion 411 and connecting ends 412. Connecting ends 412 are located at opposite ends of the middle beam portion 411 and are connected to the damping tower package 2 in a corresponding manner. Connecting ends 412 include a first side surface 413 and a second side surface 414 inclined relative to the first side surface 413. The first side surface 413 and the second side surface 414 are opposite to each other and are approximately flat surfaces. The distance between the first side surface 413 and the second side surface 414 increases along the direction from the middle beam portion 411 to the connecting ends 412. Specifically, along the direction from the middle beam portion 411 to the connecting ends 412, the dimension of the connecting ends 412 gradually increases in the direction from the beam body 41 to the front upper crossbeam 1.

[0033] Because the impact force is concentrated at the connection between the shock absorber tower 2 and the main beam 41 when it is impacted, the width and strength of the connecting end 412 of the reinforcing beam 4 are gradually increased to better transmit the impact force and prevent failure. Furthermore, the increasing width of the connecting end 412 results in a larger contact area between the connecting end 412 and the shock absorber tower 2, further improving the stability and stiffness of the shock absorber tower 2.

[0034] The connecting end 412 includes a first connecting end 4121, a second connecting end 4122, a first guiding rib 4123, and a second guiding rib 4124. Specifically, the two connecting ends 412 are divided into a first connecting end 4121 and a second connecting end 4122, and the first connecting end 4121 and the second connecting end 4122 are located at opposite ends of the middle beam 411.

[0035] The first guide rib 4123 is located at the first connecting end 4121 and is inclined from the middle beam portion 411 in a direction deviating from the upper crossbeam 1 of the front fascia. The second guide rib 4124 is located at the second connecting end 4122 and is inclined from the middle beam portion 411 in a direction deviating from the upper crossbeam 1 of the front fascia. The first guide rib 4123 and the second guide rib 4124 are inclined so that the width of the connecting end 412 gradually increases, and the first guide rib 4123 and the second guide rib 4124 can increase the strength of the connecting end 412. The first guide rib 4123 and the second guide rib 4124 are located on the same side of the beam body 41 and are opposite to the first angle bar 42 located on the side of the beam body 41 facing the upper crossbeam 1 of the front fascia.

[0036] In some embodiments, the two ends of the first angled rod 42 are respectively connected to the beam body 41, and the first angled rod 42 and part of the beam body 41 form a triangular frame 44. The angled portion 421 of the first angled rod 42 is connected to the upper crossbeam 1 of the front fascia. This arrangement increases the strength of the reinforcing beam 4, enabling the reinforcing beam 4 to effectively transmit a greater degree of impact force. Moreover, the triangular frame 44 can also disperse the impact force, preventing the impact force from being transmitted in an overly concentrated manner.

[0037] Specifically, the first angled rod 42 is connected to the middle beam portion 411, and both ends of the first angled rod 42 are respectively adjacent to the connection points of the middle beam portion 411 and the connecting end 412. The first angled rod 42 includes a first support rod 422 and a second support rod 423. The first support rod 422 and the second support rod 423 are connected at an angle, and the connection point of the first support rod 422 and the second support rod 423 forms an angled portion 421 that connects to the upper crossbeam 1 of the front fascia. The end of the first support rod 422 facing away from the second support rod 423 is connected to the middle beam portion 411, and the end of the second support rod 423 facing away from the first support rod 422 is also connected to the middle beam portion 411. The first support rod 422, the second support rod 423, and the middle beam portion 411 form a triangular frame 44.

[0038] Along the axial direction of the first support rod 421, the first support rod 422 and the first guide rib 4123 are on the same axis. Along the axial direction of the second support rod 423, the second support rod 423 and the second guide rib 4124 are on another coaxial axis. In other words, the first guide rib 4123 can be considered as an extension of the first support rod 422, and the second guide rib 4124 can be considered as an extension of the second support rod 423. This arrangement improves the overall strength of the first angled rod 42 and the beam body 41, and facilitates the transmission of impact forces.

[0039] One end of the second angled rod 43 is connected to the first angled rod 42, and the other end is connected to the beam body 41, and it is disposed adjacent to the end of the first angled rod 42. The angled portion 431 of the second angled rod 43 is connected to the upper crossbeam 1 of the front fascia. Specifically, the second angled rod 43 includes a third support rod 432 and a fourth support rod 433. The third support rod 432 and the fourth support rod 433 are connected at an angle, and the connection between the third support rod 432 and the fourth support rod 433 forms an angled portion 431 that connects to the upper crossbeam 1 of the front fascia. The end of the third support rod 432 facing away from the fourth support rod 433 is connected to the second support rod 423, and the end of the fourth support rod 433 facing away from the third support rod 432 is connected to the middle beam portion 411.

[0040] Further integration Figure 5As shown, in some embodiments, the front engine compartment assembly may further include a crossbeam 5, a baffle 6, a windshield crossbeam 7, a first wiper bracket 8, and a second wiper bracket 9. The crossbeam 5 connects the two upper wheel arch beams 3 and is spaced apart from the reinforcing beam 4. Specifically, the crossbeam 5, together with the upper wheel arch beams 3 and the front bulkhead crossbeam 1, forms another ring structure, improving the stability of the upper wheel arch beams 3, thereby enhancing the rigidity and strength of the front engine compartment assembly, resulting in superior NVH and safety performance.

[0041] The baffle 6 is connected to the crossbeam 5 and the upper side beam 3 of the wheel arch, and at least covers the shock absorber tower 2 and part of the reinforcing beam 4. The baffle 6 is used to conceal some components inside the front engine compartment assembly, thereby improving the aesthetics of the front engine compartment assembly. The baffle 6 is preferably, but not limited to, a plastic sheet to reduce manufacturing costs.

[0042] The windshield crossbeam 7 is located above the baffle 6, and both ends of the windshield crossbeam 7 are connected to the A-pillars. The first wiper bracket 8 is fixed to the windshield crossbeam 7, and the second wiper bracket 9 is fixed to the baffle 6 and positioned adjacent to the windshield crossbeam 7. This configuration allows the wipers to be mounted on both the first wiper bracket 8 and the second wiper bracket 9, avoiding direct mounting of the wipers on the windshield crossbeam 7. This addresses the issue of insufficient rigidity at the wiper mounting point and on the windshield crossbeam 7, thereby improving the rigidity of the front engine compartment assembly.

[0043] This application also provides a vehicle including the front engine compartment assembly as described above. The front engine compartment assembly of this application, through multiple annular structures formed by the shock absorber tower 2, the wheel arch upper side beam 3, the reinforcing beam 4, the front bulkhead upper crossbeam 1, and the crossbeam member 5, improves the stiffness and strength of the shock absorber tower 2 itself, thereby enhancing the stiffness and strength of the front engine compartment assembly. This addresses the problem of insufficient dynamic stiffness of the left and right shock absorbers and their attachments, thereby improving the bending and torsional modes and stiffness of the entire vehicle, and further enhancing the vehicle's safety performance.

[0044] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A front nacelle assembly, characterized by, include: The front upper crossbeam, two shock absorber towers, two wheel arch upper side beams, and a reinforcing beam; the ends of the wheel arch upper side beams are connected to the front upper crossbeam, and the shock absorber towers are connected to the wheel arch upper side beams one by one; The reinforcing beam includes a beam body, a first angled rod, and a second angled rod; the beam body is connected between the two damping towers, and the first angled rod and the second angled rod protrude from the beam body toward the upper crossbeam of the front enclosure and are connected to the upper crossbeam of the front enclosure.

2. The fore-empennage assembly of claim 1, wherein, The two ends of the first angled rod are respectively connected to the main body of the beam, and the first angled rod and part of the main body of the beam form a triangular frame; the angled part of the first angled rod is connected to the upper crossbeam of the front enclosure.

3. The fore-empirical assembly of claim 1, wherein, The main beam includes a central beam section and connecting ends; the first angled rod is connected to the central beam section, and the connecting ends are located at opposite ends of the central beam section and are connected to the shock absorber tower package one by one; The connecting end includes a first side and a second side that is inclined relative to the first side. The distance between the first side and the second side increases along the direction from the middle beam to the connecting end.

4. The fore-empirical assembly of claim 3, wherein, The connecting end includes a first connecting end, a second connecting end, a first guide rib, and a second guide rib; the first connecting end and the second connecting end are located at opposite ends of the middle beam, the first guide rib is disposed at the first connecting end and is inclined from the middle beam in a direction deviating from the upper crossbeam of the front fascia; the second guide rib is disposed at the second connecting end and is inclined from the middle beam in a direction deviating from the upper crossbeam of the front fascia.

5. The fore-empennage assembly of claim 4, wherein, The first angled rod includes a first support rod and a second support rod connected at an angle. Along the axial direction of the first support rod, the first support rod and the first guide rib are on the same axis; along the axial direction of the second support rod, the second support rod and the second guide rib are on another coaxial direction.

6. The fore- compartment assembly of claim 1, wherein, One end of the second angle rod is connected to the first angle rod, and the other end is connected to the main beam body, and is disposed adjacent to the end of the first angle rod; the angled part of the second angle rod is connected to the upper crossbeam of the front enclosure.

7. The fore- compartment assembly of claim 1, wherein, It also includes a crossbeam, which is connected between the two upper side beams of the wheel cover and is spaced apart from the reinforcing beam.

8. The fore-empennage assembly of claim 7, wherein, It also includes a baffle plate connected to the crossbeam and the upper side beam of the wheel cover, and at least covering the shock absorber tower and part of the reinforcing beam.

9. The fore-empennage assembly of claim 8, wherein, It also includes a windshield crossbeam, a first wiper bracket, and a second wiper bracket; the windshield crossbeam is located above the baffle, the first wiper bracket is fixed to the windshield crossbeam; the second wiper bracket is fixed to the baffle and is disposed adjacent to the windshield crossbeam.

10. A vehicle characterized by comprising: Includes the forward nacelle assembly as described in any one of claims 1 to 9.

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