Front engine compartment architecture, front engine compartment structural assembly and vehicle

Abstract

This application provides a front engine compartment architecture, a front engine compartment structural assembly, and a vehicle, belonging to the technical field of front engine compartment architecture. By setting up a ventilation cover mounting bracket, force transmission channels are formed in both the left-right and front-back directions, resulting in rich force transmission paths and more effective decomposition of collision energy, significantly improving spatial force transmission performance. Since the ventilation cover mounting bracket is located below the ventilation cover, its arrangement does not encroach on the space above the powertrain, thus reducing the design complexity of the front engine compartment. Because the ventilation cover mounting bracket is a single, integrated structure, it has strong integration, a simple and compact structure, meeting the design requirements of lightweighting and miniaturization, and also helping to reduce operating costs. By segmenting the diagonal bracing beam, the second diagonal bracing section, the cross bracing section, and the central support cross beam are approximately the same as the front contour of the ventilation cover, effectively supporting the front of the ventilation cover.

Description

Technical Field

[0001] This application belongs to the field of front engine compartment architecture technology, and more specifically, relates to a front engine compartment architecture, a front engine compartment structural assembly, and a vehicle. Background Technology

[0002] The front engine compartment (also known as the engine compartment) is an important component of a car's body structure, playing a crucial role in the vehicle's safety, handling, comfort, and ensuring the efficiency of the powertrain. The front engine compartment can affect the vehicle's torsional and bending stiffness. A well-designed engine compartment structure can distribute collision forces to other parts of the vehicle body (such as the A-pillar and door sill beams), preventing excessive localized stress that could lead to deformation of the passenger compartment.

[0003] The existing power transmission path in the front engine compartment has limitations, making it difficult to further improve the spatial power transmission effect. Furthermore, the architecture of the front engine compartment affects the internal space, resulting in insufficient space for the powertrain to be arranged vertically, which has an adverse impact on the overall vehicle design. Utility Model Content

[0004] The purpose of this application is to provide a front engine compartment architecture, a front engine compartment structural assembly, and a vehicle, which aims to solve the problem that the existing front engine compartment force transmission path design is unreasonable and affects the powertrain layout space.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a forward cabin architecture, including: Two sets of wheel arch side beams are arranged opposite each other in the left-right direction; The lower crossbeam of the front windshield is supported and connected between the two sets of wheel arch side beams; The ventilation cover mounting bracket includes a central support beam and two sets of diagonal bracing beams; the two sets of diagonal bracing beams are arranged opposite each other in the left-right direction, the rear end of the diagonal bracing beam is connected to the middle of the lower crossbeam of the front windshield, and the front end is connected to the wheel arch side beam on the corresponding side; the two ends of the central support beam are respectively connected to the middle of the two sets of diagonal bracing beams. The diagonal bracing beam and the central support beam are both supported and connected to the bottom of the ventilation cover.

[0006] Existing front engine compartment reinforcement structures typically feature a horizontally extending beam at the center of the top opening of the front engine compartment, achieving lateral continuity. This design only enables force transmission in the lateral direction, not the front-rear direction, resulting in limited force transmission paths and hindering further improvements in spatial force transmission efficiency. Furthermore, the horizontally extending beam also encroaches on the space above the powertrain, compromising the vertical arrangement of the powertrain. This necessitates adjustments to the powertrain's layout and various components in the lower part of the front engine compartment, impacting the overall vehicle design and contributing to high design and manufacturing costs.

[0007] To address the aforementioned issues, the solution presented in this application, compared to existing technologies, utilizes a central support beam and two sets of diagonal braces in the ventilation cover mounting bracket to form an A-type force transmission structure. Taking a frontal collision as an example: the impact energy received by the wheel arch side beam, during its rearward transmission, first reaches the diagonal braces. Part of the impact energy is transmitted diagonally rearward via the diagonal braces, while the remaining impact energy continues to be transmitted rearward along the wheel arch side beam. After reaching the lower crossbeam of the front windshield, the impact energy is transmitted along the lower crossbeam of the front windshield to the other side of the vehicle. The impact energy transmitted diagonally rearward via the diagonal braces first reaches the central support beam. Part of the impact energy is transmitted through the central support beam to the diagonal braces on the other side, while the remaining impact energy continues to be transmitted diagonally rearward. After reaching the lower crossbeam of the front windshield, the impact energy is transmitted along the lower crossbeam of the front windshield to the other side of the vehicle. As can be seen, the front nacelle structure of this application forms effective lateral support between the wheel arch side beams on both sides by setting ventilation cover mounting brackets. After a collision, the central support beam and the lower beam of the front windshield can transmit the collision force along the left and right directions, while the wheel arch side beams can transmit the collision force along the front and rear directions. The force components along the left and right directions and the force components along the front and rear directions formed by the collision force on the diagonal bracing beams at the same time constitute force transmission channels in the left and right directions and in the front and rear directions. The force transmission paths are rich, the collision energy can be more effectively decomposed, and the spatial force transmission effect is significantly improved.

[0008] In addition, considering that the powertrain (such as the engine, motor, battery, etc.) is usually the main heat source and will generate high-temperature exhaust gas or hot air during operation, if the ventilation cover is directly facing the heat source, the hot air may be directly re-inhaled into the system, forming a thermal cycle and reducing the heat dissipation efficiency. In this case, the ventilation cover needs to be designed to be offset from the powertrain in the front-rear direction to ensure that cold air enters from the low-temperature area (such as the front or side of the vehicle) and hot air is discharged from a higher position or a position away from the heat source (such as the rear of the vehicle), forming a directional airflow path and enhancing the heat dissipation effect. Furthermore, considering that the powertrain area usually contains precision components (such as circuits, sensors, transmission components), if the ventilation cover is directly placed above the powertrain, rainwater, dust, or road debris may fall in through the opening, causing damage to precision components. The design of the ventilation cover being offset from the powertrain can achieve the filtering of impurities through structures such as deflectors and detour channels, while maintaining the ventilation function. It is evident that the staggered design of the ventilation cover and the powertrain in the longitudinal direction is a relatively reasonable front engine compartment design. Based on this, since the diagonal bracing beam and the central support beam are both connected to the lower part of the ventilation cover to provide installation support for the ventilation cover, the ventilation cover mounting bracket is also staggered from the powertrain in the longitudinal direction. The arrangement of the ventilation cover mounting bracket will not encroach on the arrangement space above the powertrain, thereby reducing the design difficulty of the front engine compartment.

[0009] In conjunction with the first aspect, in one possible implementation, the forward nacelle architecture further includes a support connector, which includes a main connecting portion and an intermediate limiting portion. The intermediate limiting portion is disposed on the main connecting portion and divides the upper surface of the main connecting portion into a windshield connecting area and a diagonal brace connecting area located in front of the windshield connecting area. The windshield connecting area is fitted and connected to the lower side of the front windshield lower crossbeam, and the diagonal brace connecting area is fitted and connected to the lower side of the diagonal brace beam.

[0010] In the above technical solution, the connection with the lower crossbeam and the diagonal brace of the windshield is achieved through the main connecting part, and the connection structure is simple. On this basis, the main connecting part is divided into areas by the intermediate limiting part to avoid the lower crossbeam of the windshield encroaching on the installation space of the diagonal brace, or the diagonal brace encroaching on the installation space of the lower crossbeam of the windshield, thereby improving the convenience and reliability of installation.

[0011] In conjunction with the first aspect, in one possible implementation, both the diagonal bracing beam and the central support beam are plate-shaped components, the rear ends of the two sets of diagonal bracing beams are integrally connected, and the two ends of the central support beam are integrally connected to the corresponding diagonal bracing beams.

[0012] In the above technical solution, both the diagonal bracing beam and the central support beam are set as plate-like components, further compressing the size of the ventilation cover mounting frame in the vertical direction. This ensures reliable force transmission while supporting the ventilation cover. Furthermore, since the ventilation cover mounting frame is a single, integrated structure, it has strong integration, a simple and compact structure, meets the design requirements of lightweighting and miniaturization, and also helps reduce operating costs.

[0013] In conjunction with the first aspect, in one possible implementation, the diagonal bracing beam includes: The rear end of the first diagonal brace section is connected to the lower crossbeam of the front windshield. The second diagonal brace is connected to the first diagonal brace at its rear end. The second diagonal brace and the first diagonal brace are set at an angle. The middle support beam is connected at the intersection of the first diagonal brace and the second diagonal brace. The horizontal brace extends in the left-right direction. The outer end of the horizontal brace is connected to the wheel cover side beam, and the inner end is connected to the front end of the second diagonal brace.

[0014] In the above technical solution, by segmenting the diagonal bracing beam, the second diagonal bracing section, the cross bracing section, and the middle support cross beam are roughly the same as the front contour of the ventilation cover, providing all-round support for the front of the ventilation cover. That is, the included angle between the second diagonal bracing section and the first diagonal bracing section is designed according to the contour shape of the ventilation cover, and the first diagonal bracing section forms a connection with the lower cross beam of the front windshield.

[0015] In conjunction with the first aspect, in one possible implementation, a shock absorber tower connection area connected to the front shock absorber tower is formed on the wheel arch side beam, and on a plane perpendicular to the vertical direction, the orthographic projection of the front end of the diagonal brace beam overlaps with the orthographic projection of the shock absorber tower connection area.

[0016] In the above technical solution, the diagonal bracing beam overlaps with the connection area of ​​the shock absorber tower, so that the force on the front shock absorber tower can be quickly transferred to the ventilation cover mounting frame, shortening the force transmission path, accelerating the decomposition speed of impact energy, and further optimizing the spatial force transmission effect. In some embodiments, a bracing bracket is used to support the diagonal bracing beam and the front shock absorber tower.

[0017] In the above technical solution, the diagonal brace can rigidly connect the two, reducing local deformation of the vehicle when turning, bumping, or braking urgently. It can also more effectively disperse the impact force transmitted by the suspension system. In addition, steering wheel commands can be transmitted to the wheels more directly, reducing steering delay and making wheel positioning more precise when cornering, thus improving grip. Furthermore, the rigid connection achieved by the diagonal brace can reduce the displacement of the shock absorber tower when the suspension is working, ensuring the stability of parameters such as wheel camber and toe, extending tire life, and also reducing the relative displacement between components, avoiding noise caused by metal friction or cracking of weld points.

[0018] In conjunction with the first aspect, in one possible implementation, the forward nacelle architecture further includes an A-pillar plate, the upper end of which is connected to the intersection of the lower crossbeam of the windshield and the wheel arch side beam.

[0019] In the above technical solution, the collision energy is diverted at the end of the wheel arch side beam during the transmission process. Part of the collision energy is transmitted to the other side of the vehicle body along the lower crossbeam of the front windshield, and the other part of the collision energy is transmitted downward along the A-pillar to the longitudinal beam of the vehicle body, which further enriches the force transmission path and optimizes the spatial force transmission effect.

[0020] Secondly, this application embodiment also provides a front engine compartment structure assembly, including a ventilation cover and the aforementioned front engine compartment architecture, wherein the front windshield lower crossbeam, diagonal brace beam and central support crossbeam in the front engine compartment architecture are all supported and connected to the lower part of the ventilation cover.

[0021] Compared with the prior art, the solution shown in this application embodiment, by adopting the above-mentioned front engine compartment architecture, forms a force transmission channel in the left and right directions and a force transmission channel in the front engine compartment. The force transmission path is rich, the collision energy can be more effectively decomposed, the spatial force transmission effect is significantly improved, and the arrangement of the ventilation cover mounting bracket will not encroach on the arrangement space above the powertrain, thereby reducing the design difficulty of the front engine compartment.

[0022] In conjunction with the second aspect, in one possible implementation, the front nacelle structure assembly further includes a small front bulkhead, the upper side of which is bent to form a small front bulkhead connecting flange, and the small front bulkhead connecting flange is fitted and connected to the lower side of the diagonal brace beam and the lower side of the central support beam.

[0023] In the above technical solution, the ventilation cover mounting bracket is used to connect with the small front bulkhead, which not only enhances the integration of the ventilation cover mounting bracket with the front engine compartment, but also improves the functional integration of the ventilation cover mounting bracket, which helps to reduce the number of assembly parts in the front engine compartment and simplify the installation structure.

[0024] Thirdly, embodiments of this application also provide a vehicle including the aforementioned front engine compartment structure assembly.

[0025] Compared with the prior art, the solution shown in this application improves the force transmission performance of the front engine compartment by adopting the aforementioned front engine compartment structure assembly, which in turn enhances the safety of driving and riding. Furthermore, the ventilation cover mounting bracket, which plays a major reinforcing role, does not occupy the installation space of the powertrain, thus reducing the design difficulty of the front engine compartment and also helping to reduce the design and manufacturing cost of the entire vehicle. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art 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.

[0027] Figure 1 Schematic diagram of the forward nacelle structure assembly provided in the embodiments of this application Figure 1 ; Figure 2 Schematic diagram of the forward nacelle structure assembly provided in the embodiments of this application Figure 2 The arrows indicate the force transmission path on one side; Figure 3 This is an assembly diagram of the diagonal bracing beam, front shock absorber tower, and diagonal bracing support used in the embodiments of this application; Figure 4 Schematic diagram of the forward nacelle structure assembly provided in the embodiments of this application Figure 3 The ventilation cover mounting bracket is not shown. Figure 5 Schematic diagram of the forward nacelle structure assembly provided in the embodiments of this application Figure 4 The ventilation cover mounting bracket and the small front bulkhead side panel are not shown. Figure 6 The assembly three-dimensional form of the front windshield lower crossbeam, ventilation cover mounting bracket, and support connector used in the embodiments of this application. Figure 1 ; Figure 7 The assembly three-dimensional form of the front windshield lower crossbeam, ventilation cover mounting bracket, and support connector used in the embodiments of this application. Figure 2 ; Figure 8 This is a schematic diagram of the structure of the support connector used in the embodiments of this application; Figure 9 This is a side sectional view of the assembly of the front windshield lower crossbeam, ventilation cover mounting bracket, support connector and small front bulkhead used in the embodiments of this application.

[0028] In the diagram: 1. Wheel arch side beam; 2. Lower crossbeam of the front windshield; 3. Ventilation cover mounting bracket; 310. Central support crossbeam; 320. Diagonal brace beam; 321. First diagonal brace section; 322. Second diagonal brace section; 323. Horizontal brace section; 4. Support connector; 410. Main body connection part; 411. Windshield connection area; 412. Diagonal brace connection area; 420. Central limiting part; 5. Front shock absorber tower; 6. Diagonal brace bracket; 7. A-pillar plate; 8. Engine hood hinge mounting plate; 9. Cover plate support frame; 10. Small front bulkhead plate; 1010. Small front bulkhead connecting flange; 1020. Small front bulkhead middle plate; 1021. Middle plate connecting flange; 1030. Small front bulkhead side connecting plate; 1031. Side plate connecting flange; 1040. Small front bulkhead side sealing plate; 11. Rear reinforcement of the side beam. Detailed Implementation

[0029] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0030] It should be noted that when a component is referred to as being "set on" another component, it can be directly on the other component or indirectly on that other component.

[0031] It should be understood that the terms "upper" and "lower" refer to the vertical direction of the vehicle body, "front" and "rear" refer to the front-rear direction of the vehicle body, "left" and "right" refer to the left-right direction of the vehicle body, "inner" refers to the direction towards the XZ plane of the vehicle body, and "outer" refers to the direction away from the XZ plane of the vehicle body. The XZ plane refers to the plane containing the front-rear axis and the vertical axis of the vehicle body. Other directional terms, unless otherwise explicitly defined, such as "length," "width," "top," and "bottom," indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplifying the description, and do not 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 this application.

[0032] 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. Therefore, 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 two or more, unless otherwise explicitly specified.

[0033] The term "bonding connection" can be implemented in ways including but not limited to bonding welding, bonding followed by connection with threaded fasteners, etc.

[0034] Please refer to the following: Figures 1 to 9 The forward engine compartment architecture provided in this application is described below. The forward engine compartment architecture includes wheel arch side beams 1, a lower windshield crossbeam 2, and a ventilation cover mounting bracket 3. Two sets of wheel arch side beams 1 are provided, arranged opposite each other in the left-right direction. The lower windshield crossbeam 2 is supported and connected between the two sets of wheel arch side beams 1. The ventilation cover mounting bracket 3 includes a central support crossbeam 310 and two sets of diagonal bracing beams 320. The two sets of diagonal bracing beams 320 are arranged opposite each other in the left-right direction. The rear end of the diagonal bracing beam 320 is connected to the middle of the lower windshield crossbeam 2, and the front end is connected to the corresponding side wheel arch side beam 1. Both ends of the central support crossbeam 310 are connected to the middle of the two sets of diagonal bracing beams 320. Both the diagonal bracing beams 320 and the central support crossbeam 310 are supported and connected below the ventilation cover.

[0035] In this embodiment, the wheel arch side beam 1 extends in the front-rear direction, the lower windshield crossbeam 2 extends in the left-right direction, and the central support crossbeam 310 extends in the left-right direction. The two sets of wheel arch side beams 1 are symmetrically arranged left and right, and the two sets of diagonal bracing beams 320 are symmetrically arranged left and right. The symmetry of the structure is conducive to achieving symmetrical and uniform force transmission paths, which is beneficial to improving the reliability and stability of collision energy decomposition and transmission, and improving the overall structural stability of the front cabin architecture.

[0036] Existing front engine compartment reinforcement structures typically feature a horizontally extending beam at the center of the top opening of the front engine compartment, achieving lateral continuity. This design only enables force transmission in the lateral direction, not the front-rear direction, resulting in limited force transmission paths and hindering further improvements in spatial force transmission efficiency. Furthermore, the horizontally extending beam also encroaches on the space above the powertrain, compromising the vertical arrangement of the powertrain. This necessitates adjustments to the powertrain's layout and various components in the lower part of the front engine compartment, impacting the overall vehicle design and contributing to high design and manufacturing costs.

[0037] To address the aforementioned issues, the forward nacelle architecture provided in this application offers the following advantages compared to existing technologies: 1) The central support beam 310 and the two sets of diagonal braces 320 in the ventilation cover mounting bracket 3 cooperate to form an A-type force transmission structure. Based on this, taking the case of a frontal collision as an example: the collision energy received by the wheel arch side beam 1 is transmitted to the diagonal braces 320 first during the rearward transmission process. Part of the collision energy is transmitted diagonally to the rear through the diagonal braces 320, and the rest of the collision energy continues to be transmitted to the rear along the wheel arch side beam 1. After reaching the lower crossbeam 2 of the front windshield, the collision energy is transmitted to the other side of the vehicle body along the lower crossbeam 2 of the front windshield. The collision energy transmitted diagonally to the rear through the diagonal braces 320 first reaches the central support beam 310. Part of the collision energy is transmitted to the diagonal braces 320 on the other side through the central support beam 310, and the rest of the collision energy continues to be transmitted diagonally to the rear. After reaching the lower crossbeam 2 of the front windshield, the collision energy is transmitted to the other side of the vehicle body along the lower crossbeam 2 of the front windshield. As can be seen, the front nacelle structure of this application forms effective lateral support between the wheel arch side beams 1 on both sides by setting the ventilation cover mounting bracket 3. After a collision, the central support beam 310 and the front windshield lower beam 2 can transmit the collision force along the left and right directions, and the wheel arch side beams 1 can transmit the collision force along the front and rear directions. The collision force simultaneously forms force components along the left and right directions and force components along the front and rear directions on the diagonal brace beam 320, which constitute force transmission channels in the left and right directions and force transmission channels in the front and rear directions. The force transmission paths are rich, the collision energy can be more effectively decomposed, and the spatial force transmission effect is significantly improved.

[0038] 2) Typically, considering that the powertrain (such as the engine, motor, and battery) is the main heat source, it will generate high-temperature exhaust gas or hot air during operation. If the ventilation cover is directly facing the heat source, the hot air may be directly re-inhaled into the system, forming a thermal cycle and reducing the heat dissipation efficiency. In this case, the ventilation cover needs to be designed to be offset from the powertrain in the front-rear direction to ensure that cold air enters from the low-temperature area (such as the front or side of the vehicle) and hot air is discharged from a higher position or a position away from the heat source (such as the rear of the vehicle), forming a directional airflow path and enhancing the heat dissipation effect. In addition, considering that the powertrain area usually contains precision components (such as circuits, sensors, and transmission components), if the ventilation cover is directly above the powertrain, rainwater, dust, or road debris may fall in through the opening, causing damage to the precision components. The design of the ventilation cover being offset from the powertrain can achieve the filtering of impurities through structures such as deflectors and detour channels, while maintaining the ventilation function. It is evident that the staggered design of the ventilation cover and the powertrain in the longitudinal direction is a relatively reasonable front engine compartment design. Based on this, since the diagonal brace beam 320 and the central support beam 310 are both connected to the lower part of the ventilation cover to provide installation support for the ventilation cover, the ventilation cover mounting bracket 3 is also staggered from the powertrain in the longitudinal direction. The arrangement of the ventilation cover mounting bracket 3 will not encroach on the arrangement space above the powertrain, thereby reducing the design difficulty of the front engine compartment.

[0039] 3) The existing exposed front engine compartment crossbeam not only occupies space but also affects the aesthetics of the front engine compartment when it is opened. This application places the ventilation cover mounting bracket 3 under the ventilation cover to achieve a hidden design of the ventilation cover mounting bracket 3, avoids the ventilation cover mounting bracket 3 being exposed, and makes the front engine compartment structure more aesthetically pleasing.

[0040] In some embodiments, see Figure 1 , Figures 6 to 9 The forward nacelle structure also includes a support connector 4, which comprises a main connecting portion 410 and a middle limiting portion 420. The middle limiting portion 420 is located on the main connecting portion 410 and divides the upper surface of the main connecting portion 410 into a windshield connecting area 411 and a diagonal brace connecting area 412 located in front of the windshield connecting area 411. The windshield connecting area 411 is fitted and connected to the lower side of the front windshield lower crossbeam 2, and the diagonal brace connecting area 412 is fitted and connected to the lower side of the diagonal brace beam 320. In this embodiment, the main connecting portion 410 achieves the connection with the front windshield lower crossbeam 2 and the diagonal brace beam 320, resulting in a simple connection structure. Furthermore, the middle limiting portion 420 divides the main connecting portion 410 into areas to prevent the front windshield lower crossbeam 2 from encroaching on the installation space of the diagonal brace beam 320, or vice versa, thus improving installation convenience and reliability.

[0041] Optionally, the intermediate limiting part 420 is inclined towards the windshield connection area 411, so that the intermediate limiting part 420 and the main body connection part 410 form an assembly limiting groove that fits with the front end of the front windshield lower crossbeam 2. The assembly limiting groove can play a role in pre-positioning the assembly with the front windshield lower crossbeam 2, ensuring the accuracy of the assembly between the support connector 4 and the front windshield lower crossbeam 2, thereby ensuring the accuracy of the subsequent assembly with the diagonal brace beam 320 and reducing assembly errors. In addition, the design of the intermediate limiting part 420 fitting with the front windshield lower crossbeam 2 also keeps the intermediate limiting part 420 as far away from the ventilation cover as possible, avoiding the problem of the support connector 4 affecting the assembly of the ventilation cover.

[0042] Optionally, the main connecting part 410 and the intermediate limiting part 420 are integrally connected, reducing the seam between them, improving the overall structural strength of the supporting connecting part 4, avoiding deformation and breakage of the supporting connecting part 4, and thus improving the reliability of the connection between the lower crossbeam 2 of the windshield and the diagonal brace beam 320. The integral connection between the main connecting part 410 and the intermediate limiting part 420 can be achieved in ways including but not limited to integral casting and extrusion molding, and is not limited to one method here.

[0043] Optionally, to improve assembly convenience, the windshield connection area 411 is welded to the lower side of the front windshield lower crossbeam 2 for a close fit; the diagonal brace connection area 412 and the diagonal brace beam 320 are connected by threaded fasteners for a close fit. The diagonal brace connection area 412 and the diagonal brace beam 320 are detachably connected, allowing the ventilation cover mounting bracket 3 to be installed and removed as needed. In some specific embodiments, the diagonal brace connection area 412 is provided with multiple mounting holes (e.g., two) in the left-right direction, each adapted to one of the two sets of diagonal brace beams 320.

[0044] In some embodiments, see Figures 1 to 3 , Figure 6 , Figure 7 and Figure 9 Both the diagonal bracing beam 320 and the central support beam 310 are plate-shaped components. The rear ends of the two sets of diagonal bracing beams 320 are integrally connected, and the two ends of the central support beam 310 are integrally connected to the corresponding diagonal bracing beams 320. In this embodiment, both the diagonal bracing beam 320 and the central support beam 310 are set as plate-shaped components, further compressing the size of the ventilation cover mounting bracket 3 in the vertical direction. This ensures the reliability of force transmission while supporting the ventilation cover. In addition, traditional front engine compartment crossbeams are generally assembled by welding multiple sheet metal parts, resulting in a complex structure that is difficult to meet the requirements of lightweight design. In this embodiment, since the ventilation cover mounting bracket 3 is an integrally connected structure, it has strong integration and a simple and compact structure, meeting the requirements of lightweight and miniaturization design, and also helping to reduce usage costs.

[0045] Based on the above embodiments, in order to connect the diagonal bracing beam 320 with the support connector 4, mounting holes are provided in the intersection area at the rear end of the two sets of diagonal bracing beams 320 and the diagonal bracing connection area 412, and the connection is achieved by threaded fasteners that penetrate the mounting holes.

[0046] In some embodiments, the aforementioned diagonal bracing beam 320 may be adopted as follows: Figure 1 , Figure 6 and Figure 7 The structure shown. See also Figure 1 , Figure 6 and Figure 7The diagonal bracing beam 320 includes a first diagonal bracing section 321, a second diagonal bracing section 322, and a transverse bracing section 323. The rear end of the first diagonal bracing section 321 is connected to the lower crossbeam 2 of the front windshield. The rear end of the second diagonal bracing section 322 is connected to the first diagonal bracing section 321. The second diagonal bracing section 322 and the first diagonal bracing section 321 are set at an angle. The middle support crossbeam 310 is connected at the intersection of the first diagonal bracing section 321 and the second diagonal bracing section 322. The transverse bracing section 323 extends in the left and right direction. The outer end of the transverse bracing section 323 is connected to the wheel arch side beam 1, and the inner end is connected to the front end of the second diagonal bracing section 322. By segmenting the diagonal bracing beam 320, the second diagonal bracing segment 322, the cross bracing segment 323, and the central support cross beam 310 are made to have roughly the same front profile as the ventilation cover, providing all-around support for the front of the ventilation cover. Specifically, the angle between the second diagonal bracing segment 322 and the first diagonal bracing segment 321 is designed according to the contour shape of the ventilation cover, and the first diagonal bracing segment 321 forms a connection with the lower cross beam 2 of the front windshield. This embodiment exemplifies an example where the angle between the second diagonal bracing segment 322 and the first diagonal bracing segment 321 is obtuse.

[0047] In some specific embodiments, the angle between the second diagonal brace section 322 and the vehicle body XZ plane is smaller than the angle between the first diagonal brace section 321 and the vehicle body XZ plane, which conforms to the design that the two ends of the ventilation cover are wider than the middle, so that the second diagonal brace section 322 can better conform to the front contour of the ventilation cover.

[0048] Optionally, on the XZ plane of the vehicle body, the orthographic projection of the first inclined support section 321 and the orthographic projection of the second inclined support section 322 are set at an angle to create a height difference between the rear end of the first inclined support section 321 and the front end of the second inclined support section 322, accommodating the connection with the lower crossbeam 2 of the windshield and the wheel arch side beam 1. In specific implementation, the orthographic projection of the first inclined support section 321 and the orthographic projection of the second inclined support section 322 are set at an obtuse angle, and the first inclined support section 321 gradually tilts upward in the direction from front to back.

[0049] In some embodiments, see Figures 1 to 5A shock absorber tower connection area is formed on the wheel arch side beam 1, which connects to the front shock absorber tower 5. On a plane perpendicular to the vertical direction, the orthographic projection of the front end of the diagonal brace beam 320 overlaps with the orthographic projection of the shock absorber tower connection area. The front shock absorber tower 5 is the base for mounting the front shock absorber, directly connected to the top of the shock absorber, fixing the shock absorber to the vehicle body. It bears the impact force (such as bumps and vibrations) transmitted by the shock absorber and distributes the force to the vehicle frame, ensuring the normal operation of the suspension system. In this embodiment, the diagonal brace beam 320 partially overlaps with the shock absorber tower connection area, allowing the force on the front shock absorber tower 5 to be quickly transmitted to the ventilation cover mounting bracket 3, shortening the force transmission path, accelerating the decomposition of impact energy, and further optimizing the spatial force transmission effect. In addition, the mounting positions of the diagonal brace beam 320 and the wheel arch side beam 1 are set close to the front shock absorber tower 5 (i.e., their orthographic projections overlap), increasing the concentration of mounting positions on the wheel arch side beam 1, avoiding multiple openings for connection, and reducing the weakening of the overall cross-section of the wheel arch side beam 1.

[0050] For details, see Figure 1 To facilitate the installation of the front shock absorber tower 5, the shock absorber tower connection area is located on the lower side of the wheel cover side beam 1.

[0051] In some specific embodiments, the connection area between the front end of the diagonal brace 320 and the wheel arch side beam 1 is located above the rear of the wheel arch side beam 1. In this way, the aforementioned effect of optimizing spatial force transmission and improving the concentration of installation positions can be achieved, while also reducing the length of the diagonal brace 320. This avoids the diagonal brace 320 being too long and affecting its bending and torsional resistance, and also avoids the problem of the diagonal brace 320 protruding too far forward and causing the ventilation cover to be unable to cover it.

[0052] Based on the above embodiments, see Figure 3 The diagonal brace 320 and the front shock absorber tower 5 are supported by a diagonal brace bracket 6. This design brings the following benefits: First, the front shock absorber tower 5 and the diagonal brace 320 are key areas of stress on the front of the vehicle. The diagonal brace bracket 6 can rigidly connect the two, reducing local deformation of the vehicle during cornering, bumps, or emergency braking. It can also more effectively disperse the impact force transmitted by the suspension system, avoid stress concentration, and delay metal fatigue of the suspension system. Second, the diagonal brace bracket 6 can reduce torsional deformation at the front. With the increased rigidity of the front of the vehicle, steering wheel commands can be transmitted to the wheels more directly, reducing steering delay, making wheel positioning more precise when cornering, and improving grip. Third, the rigid connection achieved by the diagonal brace bracket 6 can reduce the displacement of the shock absorber tower when the suspension is working, ensuring the stability of parameters such as wheel camber and toe, extending tire life, and also reducing the relative displacement between components, avoiding noise caused by metal friction or cracking of weld points.

[0053] Optionally, the diagonal brace 6 is a rectangular frame structure with an internal partition plate. The partition plate divides the inner cavity of the diagonal brace 6 into multiple force transmission channels parallel to the extension direction of the diagonal brace beam 320 (specifically the extension direction of the cross brace section 323), so that the force of the front shock absorber tower 5 can be transmitted to the diagonal brace beam 320 more quickly.

[0054] In some embodiments, see Figure 1 , Figure 2 , Figure 4 and Figure 5 The front engine compartment structure also includes an A-pillar panel 7, the upper end of which connects to the intersection of the lower windshield crossbeam 2 and the wheel arch side beam 1. The A-pillar refers to the pillar located on either side of the windshield, connecting the roof and the front of the vehicle. In a frontal or side collision, the A-pillar needs to withstand the impact force, prevent deformation of the passenger compartment, and ensure the survival space inside the vehicle. Specifically, the A-pillar panel 7 is the inner A-pillar panel. In this embodiment, the A-pillar panel 7 is connected to the intersection of the lower windshield crossbeam 2 and the wheel arch side beam 1. This not only allows for the installation of the windshield but also diverts the collision energy at the end of the wheel arch side beam 1 during transmission. Part of the collision energy is transmitted along the lower windshield crossbeam 2 to the other side of the vehicle body, while the other part is transmitted downwards along the A-pillar panel 7 to the longitudinal beams of the vehicle body, further enriching the force transmission path and optimizing the spatial force transmission effect.

[0055] Based on the above embodiments, see Figure 1 , Figure 2 , Figure 4 and Figure 5 The front engine compartment structure also includes an engine hood hinge mounting plate 8, which is supported and connected between the lower windshield crossbeam 2 and the corresponding wheel arch side beam 1. Both the engine hood hinge mounting plate 8 and the wheel arch side beam 1 are connected to the upper end of the A-pillar slab 7. The engine hood hinge mounting plate 8 serves as the mounting base for the hinge, fixing it to the vehicle body or frame structure and ensuring the stability of the engine hood hinge. During the opening and closing of the engine hood, the engine hood hinge mounting plate 8 must withstand the torque, impact force, and weight of the engine hood from the hinge. These forces are distributed to the lower windshield crossbeam 2 and the A-pillar slab 7, preventing deformation of the engine hood hinge mounting plate 8 due to localized stress concentration and improving the reliability of the hinge installation.

[0056] Based on the above embodiments, see Figure 1 , Figure 2 , Figure 4 and Figure 5A rear reinforcement member 11 is connected between the wheel arch side beam 1 and the A-pillar plate 7. The rear reinforcement member 11 is inclined, forming a force transmission path between the wheel arch side beam 1 and the A-pillar plate 7. During the rearward transmission of collision energy along the wheel arch side beam 1, some energy is first dispersed onto the rear reinforcement member 11, and this energy is eventually transferred to the bottom of the A-pillar plate 7. The remaining energy continues to be conducted rearward along the wheel arch side beam 1. The arrangement of the rear reinforcement member 11 further enriches the force transmission path of the forward engine compartment structure and improves the spatial force transmission effect of the forward engine compartment structure.

[0057] In practice, the upper end of the rear reinforcement member 11 of the side beam is connected to the middle part of the wheel cover side beam 1, and the rear end is connected to the lower part of the A-column plate 7.

[0058] In some embodiments, see Figures 1 to 3 Above the diagonal bracing beam 320, there is also a cover plate support frame 9, which supports the ventilation cover plate below to prevent the ventilation cover plate from collapsing.

[0059] Optionally, the cover plate support frame 9 is set on the horizontal support section 323 and close to the second diagonal support section 322. The position of the cover plate support frame 9 corresponds to the protruding areas at both ends of the ventilation cover. The protruding areas of the ventilation cover are prone to sagging, so the cover plate support frame 9 is used to support them and maintain the stability of the ventilation cover structure.

[0060] Optionally, the cover plate support frame 9 is an arched bracket with connecting edges at both ends that can fit and connect with the upper surface of the cross brace section 323. The cover plate support frame 9 arches upward, and the top plane is used to connect with the ventilation cover. The arched design of the cover plate support frame 9 gives it good load-bearing capacity in the vertical direction, and provides reliable support after being assembled with the ventilation cover.

[0061] Based on the same inventive concept, this application also provides a forward engine compartment structure assembly, see [link to previous application]. Figures 1 to 5 The front engine compartment structure assembly includes a ventilation cover and the aforementioned front engine compartment architecture. The front windshield lower crossbeam 2, the diagonal brace beam 320, and the central support crossbeam 310 in the front engine compartment architecture are all supported and connected to the lower part of the ventilation cover.

[0062] Compared with the prior art, the front engine compartment structure assembly provided in this application, by adopting the above-mentioned front engine compartment architecture, forms a force transmission channel in the left and right directions and a force transmission channel in the front and rear directions in the front engine compartment. The force transmission path is rich, the collision energy can be more effectively decomposed, the spatial force transmission effect is significantly improved, and the arrangement of the ventilation cover mounting bracket 3 will not encroach on the arrangement space above the powertrain, thereby reducing the design difficulty of the front engine compartment.

[0063] In some embodiments, see Figure 4 and Figure 5The forward engine compartment assembly also includes a small front bulkhead 10. The upper side of the small front bulkhead 10 is bent to form a small front bulkhead connecting flange 1010. The small front bulkhead connecting flange 1010 is fitted and connected to the lower side of the diagonal brace beam 320 and the lower side of the central support beam 310. The small front bulkhead 10 is located on the front side of the front bulkhead and is used to provide primary sealing to the rear side of the forward engine compartment, improving the aesthetics and airtightness of the forward engine compartment. In this embodiment, the ventilation cover mounting bracket 3 is moved back to achieve the connection with the small front bulkhead 10. This not only enhances the integration of the ventilation cover mounting bracket 3 with the forward engine compartment, but also improves the functional integration of the ventilation cover mounting bracket 3, which helps to reduce the number of assembly parts in the forward engine compartment and simplify the installation structure. In this embodiment, the small front bulkhead 10 is fitted and connected to the lower side of the diagonal brace beam 320 and the lower side of the central support beam 310 through the small front bulkhead connecting flange 1010. The connection method is simple and reliable.

[0064] In practice, the small front connecting flange 1010 is connected to the diagonal brace beam 320 and the central support beam 310 by threaded fasteners, which facilitates subsequent disassembly and maintenance.

[0065] In some embodiments, see Figure 4 and Figure 5 The small front bulkhead 10 includes a small front bulkhead center plate 1020 and two sets of small front bulkhead side connecting plates 1030. The small front bulkhead center plate 1020 is located below the central support beam 310, and a center plate connecting flange 1021 is formed on its upper side, which is fitted and connected to the lower surface of the central support beam 310. The two sets of small front bulkhead side connecting plates 1030 are respectively connected to the left and right sides of the small front bulkhead center plate 1020. The small front bulkhead side sealing plate 1040 is located below the second diagonal brace section 322 and the cross brace section 323, and a side plate connecting flange 1031 is formed on its upper side, which is fitted and connected to the lower surface of the second diagonal brace section 322 and the cross brace section 323. The center plate connecting flange 1021 and the side plate connecting flange 1031 cooperate to form the small front bulkhead connecting flange 1010. In this embodiment, the small front bulkhead 10 is divided into sections, and each section is manufactured according to the installation requirements of different positions, which reduces the difficulty of manufacturing and assembly.

[0066] Optionally, a small front bulkhead side sealing plate 1040 is provided at the front side of the intersection of the small front bulkhead side connecting plate 1030 and the small front bulkhead middle plate 1020. The small front bulkhead side sealing plate 1040 arches forward and can provide lateral support for the powertrain.

[0067] In some embodiments, the front edge of the ventilation cover forms a front connecting edge of the cover, which is in contact with the upper surface of the front of the second diagonal brace section 322, the upper surface of the front of the cross brace section 323, and the upper surface of the front of the central support beam 310.

[0068] Preferably, the front edge of the front connecting edge of the cover plate is bent downward to form a front limiting edge, which can contact the front edge of the front part of the second diagonal brace section 322, the front edge of the front part of the cross brace section 323, and the front edge of the middle support beam 310 to limit the displacement of the ventilation cover plate in the front-rear direction.

[0069] Based on the above embodiment, the rear edge of the ventilation cover forms a rear connecting edge that fits snugly against the upper surface of the lower crossbeam 2 of the front windshield. This sealing fit between the rear connecting edge and the lower crossbeam 2 prevents rainwater, dust, and other foreign objects from entering the engine compartment through gaps, protecting internal electrical components and mechanical parts from corrosion or short circuits. Simultaneously, the sealing design reduces noise generated by airflow through gaps during high-speed driving, improving driving quietness. It also reduces air turbulence, lowers wind resistance, and improves vehicle fuel economy and high-speed driving stability. Furthermore, concealing the seam maintains the overall integrity and aesthetics of the vehicle body. The sealing fit between the rear connecting edge of the cover and the lower crossbeam 2 includes, but is not limited to, placing a sealing gasket between them.

[0070] Optionally, to maintain the vehicle's aesthetics and prevent water accumulation at the lower crossbeam 2 of the windshield, the upper surface of the lower crossbeam 2 of the windshield gradually slopes downwards from rear to front, thereby directing water towards the ventilation cover. Correspondingly, the rear connecting edge of the cover is an inclined edge that can fit snugly against the upper surface of the lower crossbeam 2 of the windshield.

[0071] The front engine compartment structure assembly of this application features an A-shaped force transmission structure built in the upper part of the front engine compartment. This structure is integrated with the wheel arch side beam 1 and the lower crossbeam 2 of the front windshield to form a spatial force transmission structure with rich force transmission paths, thereby improving the force transmission effect. In addition, by placing the diagonal brace beam 320 and the wheel arch side beam 1 close to the front shock absorber tower 5, the dynamic stiffness of the front shock absorber tower 5 in the vertical direction and the torsional stiffness of the front engine compartment can be improved, providing better handling stability for the chassis. Furthermore, the ventilation cover mounting bracket 3 is moved back and hidden under the ventilation cover, providing support and mounting structure for the ventilation cover and the small front bulkhead 10. This results in higher functional integration, better weight reduction, and more ample space for the powertrain. Based on the same inventive concept, this application also provides a vehicle including the aforementioned front engine compartment structure assembly.

[0072] Compared with the prior art, the vehicle provided in this application improves the force transmission performance of the front engine compartment by adopting the aforementioned front engine compartment structure assembly, which in turn helps to improve the safety of driving and riding. Furthermore, the ventilation cover mounting bracket 3, which plays a major reinforcing role, does not occupy the installation space of the powertrain, which reduces the design difficulty of the front engine compartment and also helps to reduce the design and manufacturing cost of the whole vehicle.

[0073] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A front nacelle architecture, characterized in that, include: Two sets of wheel cover side beams (1) are set opposite each other in the left and right directions; The lower crossbeam (2) of the front windshield is supported and connected between the two sets of wheel arch side beams (1); The ventilation cover mounting bracket (3) includes a central support beam (310) and two sets of diagonal bracing beams (320); the two sets of diagonal bracing beams (320) are arranged opposite each other in the left and right direction, the rear end of the diagonal bracing beam (320) is connected to the middle of the front windshield lower beam (2), the front end is connected to the wheel arch side beam (1) on the corresponding side, and the two ends of the central support beam (310) are respectively connected to the middle of the two sets of diagonal bracing beams (320); The diagonal bracing beam (320) and the central support beam (310) are both supported and connected to the bottom of the ventilation cover.

2. The fore-empennage architecture of claim 1, wherein, The forward cabin architecture also includes a support connector (4), which includes a main body connection part (410) and an intermediate limiting part (420). The intermediate limiting part (420) is disposed on the main body connection part (410) and divides the upper surface of the main body connection part (410) into a windshield connection area (411) and a diagonal brace connection area (412) located in front of the windshield connection area (411). The windshield connection area (411) is fitted and connected to the lower side of the front windshield lower crossbeam (2), and the diagonal brace connection area (412) is fitted and connected to the lower side of the diagonal brace beam (320).

3. Forecabin architecture according to claim 1 or 2, characterized in that, Both the diagonal bracing beam (320) and the central support beam (310) are plate-shaped components. The rear ends of the two sets of diagonal bracing beams (320) are integrally connected, and the two ends of the central support beam (310) are integrally connected to the corresponding diagonal bracing beams (320).

4. The fore-empennage architecture of claim 1, wherein, The diagonal bracing beam (320) includes: The first diagonal brace section (321) is connected at its rear end to the lower crossbeam (2) of the front windshield; The second diagonal brace section (322) is connected to the first diagonal brace section (321) at its rear end. The second diagonal brace section (322) and the first diagonal brace section (321) are set at an angle. The middle support beam (310) is connected at the intersection of the first diagonal brace section (321) and the second diagonal brace section (322). The horizontal bracing section (323) extends in the left and right direction. The outer end of the horizontal bracing section (323) is connected to the wheel cover side beam (1), and the inner end is connected to the front end of the second diagonal bracing section (322).

5. The fore-empennage architecture of claim 1, wherein, The wheel cover side beam (1) has a shock absorber tower connection area that connects to the front shock absorber tower (5). On a plane perpendicular to the vertical direction, the orthographic projection of the front end of the diagonal brace beam (320) overlaps with the orthographic projection of the shock absorber tower connection area.

6. The fore-empennage architecture of claim 5, wherein, The diagonal bracing beam (320) and the front shock absorber tower (5) are supported by a diagonal bracing bracket (6).

7. The fore-empennage architecture of claim 1, wherein, The front nacelle structure also includes an A-pillar plate (7), the upper end of which is connected to the intersection of the lower crossbeam (2) of the front windshield and the wheel arch side beam (1).

8. A front nacelle structure assembly characterized by, The system includes a ventilation cover and a forward nacelle structure as described in any one of claims 1-7, wherein the front windshield lower crossbeam (2), the diagonal brace beam (320), and the central support crossbeam (310) of the forward nacelle structure are all supported and connected to the underside of the ventilation cover.

9. The fore-empennage structural assembly of claim 8, wherein, The front cabin structure assembly also includes a small front bulkhead (10), the upper side of which is bent to form a small front bulkhead connecting flange (1010), which is fitted and connected to the lower side of the diagonal brace beam (320) and the lower side of the central support beam (310).

10. A vehicle characterized by comprising: Includes the forward nacelle structure assembly as described in claim 8 or 9.

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