A front assembly and a vehicle

Abstract

This utility model provides a front bulkhead assembly and vehicle, belonging to the field of automotive front bulkhead technology, including a front bulkhead panel, a lower windshield crossbeam, and a front bulkhead reinforcement structure. The lower windshield crossbeam is located in front of the front bulkhead panel, with its upper edge connected to the upper edge of the front bulkhead panel; the lower windshield crossbeam extends forward at an angle from top to bottom; the front bulkhead reinforcement structure is arranged along the vertical direction of the vehicle body and is located in front of the front bulkhead panel, with its upper edge connected to the lower edge of the lower windshield crossbeam, the upper half of which protrudes forward from the front of the front bulkhead panel, and the lower half connected to the front bulkhead panel; wherein, the front bulkhead panel, the lower windshield crossbeam, and the front bulkhead reinforcement structure form a reinforcement cavity. This utility model can attenuate vibrations and structural noise transmitted to the passenger compartment, improve driving comfort, protect the integrity of the passenger compartment space, and enhance vehicle safety.

Description

Technical Field

[0001] This utility model belongs to the field of automotive front panel technology, and more specifically, relates to a front panel assembly and a vehicle. Background Technology

[0002] The front bulkhead is located between the passenger compartment and the engine compartment. It is used to isolate the passenger compartment and the engine compartment and to attenuate the excitation from the powertrain to a certain extent, thereby achieving the effect of vibration reduction and noise reduction. It also has the functions of heat insulation, force transmission and protection of the cockpit space.

[0003] In the existing technology, because the front bulkhead has a plate-like structure, its rigidity is relatively weak, which can easily cause noise and vibration inside the vehicle, thereby affecting driving safety and comfort. Utility Model Content

[0004] The purpose of this utility model is to provide a front bulkhead assembly and vehicle, which aims to solve the technical problem of weak rigidity of the front bulkhead in the prior art.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is: to provide a front assembly, comprising: Front bulkhead; The lower crossbeam of the front windshield is located above the front half of the front bulkhead, with its upper edge connected to the upper edge of the front bulkhead; the lower crossbeam of the front windshield extends forward at an angle from top to bottom. The front bulkhead reinforcement structure is arranged along the vertical direction of the vehicle body, with its upper edge connected to the lower edge of the lower crossbeam of the front windshield, and its lower half connected to the front bulkhead panel. The front bulkhead, the lower crossbeam of the front windshield, and the front bulkhead reinforcement structure form a reinforced cavity.

[0006] The beneficial effects of the front bulkhead assembly provided by this utility model are as follows: Compared with the prior art, the front bulkhead assembly of this utility model utilizes the space in front of the front bulkhead panel to combine the lower crossbeam of the front windshield with the newly added front bulkhead reinforcement structure. The three of them form a closed reinforcement cavity. When the reinforcement cavity is excited by the engine compartment, its bending and torsional stiffness is much greater than that of a single-layer plate. It can significantly suppress the local deformation and resonance of the plate, attenuate the vibration and structural noise transmitted to the passenger compartment, improve the NVH performance of the vehicle, and improve driving comfort. In addition, when a vehicle is involved in a frontal collision, the impact force can be effectively dispersed and transmitted through the reinforced cavity, guiding the impact force more evenly to the main body structure such as the A-pillar and door sill beam, reducing the direct collapse of the front bulkhead itself, thereby better protecting the integrity of the passenger compartment and improving passive safety.

[0007] In one possible implementation, the front reinforcement structure includes: A lower crossbeam reinforcement plate is located in front of the upper half of the front bulkhead and extends forward at an angle from top to bottom; the upper edge of the lower crossbeam reinforcement plate connects to the lower edge of the lower crossbeam of the front windshield; and The front bulkhead reinforcement plate extends along the vertical direction of the vehicle body and is fastened to the front bulkhead plate, with its upper edge connected to the lower edge of the lower crossbeam reinforcement plate.

[0008] The lower crossbeam reinforcement plate serves to connect the front bulkhead reinforcement plate and the lower crossbeam of the windshield, acting as a connecting hub. Because the upper edge of the lower crossbeam reinforcement plate connects to the lower edge of the lower crossbeam of the windshield, it also increases the rigidity of the lower crossbeam of the windshield, making the lower crossbeam of the windshield deform less when subjected to vibration and impact.

[0009] The front bulkhead reinforcement plate has a large coverage area and high rigidity. It is directly fastened to the front bulkhead, which is equivalent to increasing the thickness and bending rigidity of the front bulkhead, and can most directly suppress the resonance of the plate caused by engine excitation.

[0010] In some embodiments, the lower edge of the lower crossbeam reinforcing plate is folded forward to form a first flange, and the upper edge of the front bulkhead reinforcing plate is folded forward to form a second flange, with the first flange and the second flange overlapping along the vertical direction of the vehicle body.

[0011] Simple butt welding of flat plates results in weak connection rigidity and bending strength, while the flange design is equivalent to adding reinforcing ribs to the edge of the part. When the impact force from the front is transmitted through the lower crossbeam reinforcement plate, the overlap of the first and second flanges forms a strong connection point, effectively resisting bending and tearing. This allows the impact force or vibration energy to be transmitted very smoothly and directly from the lower crossbeam reinforcement plate to the front bulkhead reinforcement plate, and then diffused throughout the entire front bulkhead area, optimizing the force flow path and avoiding stress concentration or deformation caused by weak connection points.

[0012] In some embodiments, the front bulkhead reinforcement includes: The main body of the panel is located in front of the front bulkhead; and Two connecting edges are formed on the left and right sides of the main body of the plate, respectively, and are connected to the front panel.

[0013] By increasing the total thickness and moment of inertia of the front bulkhead, the main body of the panel improves the bending stiffness and modal frequency of the front bulkhead area, making it less susceptible to excitation by engine vibration, thereby effectively reducing the transmission of structural noise into the vehicle.

[0014] The two connecting edges act as lateral connecting bridges between the main body panel and the front bulkhead. They effectively transfer and distribute the forces (whether vibration or impact forces) borne by the main body panel to a larger area of ​​the front bulkhead.

[0015] In some embodiments, in the left-right direction of the vehicle body, the lower crossbeam reinforcement plate is located in the middle of the lower crossbeam of the windshield; The front bulkhead reinforcement plate is provided in at least two and is distributed at intervals along the left and right direction of the vehicle body. The upper edge of each front bulkhead reinforcement plate is connected to the lower edge of the lower crossbeam reinforcement plate.

[0016] The lower crossbeam reinforcement plate extends laterally, serving as a lateral load distribution beam. In the event of a frontal collision, the lower crossbeam reinforcement plate can quickly transfer the impact force laterally from the impact side to the non-impact side, achieving overall coordinated energy absorption of the vehicle body and preventing premature collapse failure of a single-sided structure.

[0017] The two front bulkhead reinforcement plates are spaced apart, which is equivalent to establishing two main core longitudinal force transmission paths directly in front of the passenger compartment. The collision force is transmitted from the lower crossbeam of the windshield, the lower crossbeam reinforcement plate, and the two front bulkhead reinforcement plates to the front bulkhead, and finally to the A-pillar and door sill beam. This ensures that no matter whether the impact force comes from the front or off-center, it can be efficiently and evenly distributed throughout the entire body frame, reducing the dent deformation in the front bulkhead area and protecting the driver's foot space.

[0018] In some embodiments, the lower edge of the front windshield lower crossbeam has an overlapping edge at the middle, and the upper edge of the lower crossbeam reinforcing plate is located behind and below the overlapping edge, and overlaps with the overlapping edge.

[0019] An overlapping edge is added to the middle of the lower crossbeam of the windshield, and the upper edge of the lower crossbeam reinforcement plate is welded to the overlapping edge. The upper edge of the lower crossbeam reinforcement plate is located below and behind the overlapping edge, meaning the overlapping edge is angled forward from top to bottom. This overlapping layout creates two transmission paths: part of the force is directed backward, and part of the force is guided downward, avoiding excessive force concentration in a localized area of ​​the lower crossbeam of the windshield, thus achieving efficient force diversion and unloading.

[0020] In one possible implementation, the upper edge of the lower crossbeam of the front windshield is folded back to form a third flange, and the upper edge of the front bulkhead is folded back to form a fourth flange, with the third flange and the fourth flange overlapping along the vertical direction of the vehicle body.

[0021] The overlapping area formed by the third and fourth flanges increases the welding area and extends the weld length, making it less prone to cracking and failure in severe collisions. This ensures that the force transmitted from the lower crossbeam of the windshield can be smoothly and efficiently transferred to the front bulkhead through the overlapping part, avoiding deformation or abnormal noise caused by insufficient connection rigidity.

[0022] In one possible implementation, the front bulkhead includes an upper inclined portion and a lower vertical portion connected sequentially from top to bottom; the upper inclined portion is arranged inclined forward from top to bottom, and the lower vertical portion extends along the vertical direction of the vehicle body.

[0023] During a collision, the impact force is transmitted to the front bulkhead through the front reinforcement structure. The upward-sloping section guides the force down from the upper structure (such as the lower crossbeam of the windshield), while the downward-vertical section efficiently transmits the received force rearward and downward to the main body structure. This design achieves a smooth transition and efficient dispersion of force flow, avoiding stress concentration.

[0024] In some embodiments, in the vertical direction of the vehicle body, the lower edge of the front bulkhead reinforcement structure is located below the lower vertical portion.

[0025] By extending the lower edge of the front bulkhead reinforcement structure downwards into a vertical section, the downward transmission path is increased, directly transferring the force from the front bulkhead reinforcement structure to the door sill beam. This improves the vehicle's frontal collision performance and enhances the overall rigidity of the body frame, effectively suppressing torsional and bending deformations of the body on bumpy roads or when cornering, resulting in a stronger overall body structure and more agile response.

[0026] This utility model also provides a vehicle including the aforementioned front assembly.

[0027] The vehicle provided by this utility model, by adopting the aforementioned front bulkhead assembly, can attenuate vibrations and structural noise transmitted to the passenger compartment, improve driving comfort, protect the integrity of the cockpit space, and enhance vehicle safety. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this utility model, 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 utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the front assembly provided in an embodiment of the present utility model; Figure 2 for Figure 1 The main view; Figure 3 For along Figure 2 Simplified cross-sectional view of line AA in the middle; Figure 4 For along Figure 2 Simplified cross-sectional view of the middle BB line; Figure 5 for Figure 1 Enlarged structural diagram of point A in the middle circle; Figure 6 for Figure 1 Enlarged structural diagram of point B in the middle circle.

[0030] In the picture: 1. Front panel; 11. Upper sloping section; 12. Lower vertical section; 13. Fourth flange; 2. Lower crossbeam of the front windshield; 21. Overlapping edge; 22. Third flange; 3. Front bulkhead reinforcement structure; 31. Lower crossbeam reinforcement plate; 311. First flange; 32. Front bulkhead reinforcement plate; 321. Plate body; 322. Connecting edge; 323. Second flange; 4. Strengthen the cavity. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0032] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and 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, and therefore should not be construed as a limitation of this utility model.

[0033] 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 utility model, "a number" means two or more, unless otherwise explicitly specified.

[0034] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "up", and "down" in this embodiment are based on the vehicle's own orientation. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", the bottom of the vehicle represents "down", the "inner" side refers to the side facing the driver's cab, and the "outer" side refers to the side facing the driver's cab.

[0035] In addition, the front-rear direction of the vehicle body defined in the embodiments of this utility model refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body defined refers to the up-down direction of the vehicle's forward direction during driving.

[0036] The front bulkhead of a car is the partition between the engine compartment and the passenger compartment. It connects to the floor and front pillars, and is installed under the front bulkhead cover, forming part of the front of the vehicle. The front bulkhead isolates the passenger compartment from the engine compartment, preventing exhaust fumes, high temperatures, and noise from the engine compartment from entering the passenger compartment. It typically features sealing measures and heat insulation devices to create a relatively clean and comfortable environment inside the vehicle. The front bulkhead also serves a safety function; in the event of a frontal collision, it can withstand a certain amount of impact force, preventing components from the engine compartment from intruding into the passenger compartment and causing secondary injuries to the occupants.

[0037] The front bulkhead is a crucial component in a vehicle's structure, bearing a significant portion of its torsional stiffness and playing a key role in maintaining the overall stability of the vehicle body. It is also a significant factor affecting a vehicle's NVH (noise, vibration, and harshness) performance, as its vibration damping capabilities directly impact ride comfort. Currently, the front bulkhead exhibits a plate-like structure with relatively weak rigidity, making it prone to causing noise and vibration within the vehicle, and negatively impacting driving safety and comfort.

[0038] To resolve the above issues, please refer to the following: Figures 1 to 3 The front bulkhead assembly provided by this utility model will now be described. The front bulkhead assembly includes a front bulkhead panel 1, a lower windshield crossbeam 2, and a front bulkhead reinforcing structure 3. The lower windshield crossbeam 2 is located at the upper front of the upper half of the front bulkhead panel 1, and its upper edge is connected to the upper edge of the front bulkhead panel 1; the lower windshield crossbeam 2 extends forward at an angle from top to bottom; the front bulkhead reinforcing structure 3 is arranged along the vertical direction of the vehicle body, and its upper edge is connected to the lower edge of the lower windshield crossbeam 2, and its lower half is connected to the front bulkhead panel 1; wherein, the front bulkhead panel 1, the lower windshield crossbeam 2, and the front bulkhead reinforcing structure 3 form a reinforcing cavity 4.

[0039] The front bulkhead 1 is a plate-like structure that connects to the floor and front pillars and is installed on the front bulkhead cover. The front bulkhead 1 is used to separate the engine compartment from the passenger compartment.

[0040] The lower windshield crossbeam 2 is also a plate-like structure, located below the windshield glass. Its two ends connect to the two A-pillars of the vehicle body, forming a lateral support structure. The lower windshield crossbeam 2 provides stable support for the windshield glass, ensuring that it does not loosen or detach due to vibration, wind pressure, or other factors during vehicle operation.

[0041] It should be noted that in this embodiment, both the front bulkhead 1 and the lower windshield crossbeam 2 can adopt structures commonly found in the prior art. The difference from the prior art is that the upper edge of the lower windshield crossbeam 2 is connected to the upper edge of the front bulkhead 1. This connection is preferably welded. Since the front bulkhead 1 is also connected to the floor, the lower end of the front bulkhead 1 is significantly lower than the lower end of the lower windshield crossbeam 2.

[0042] The front bulkhead reinforcement structure 3 is a new addition to the front bulkhead assembly, used to increase the rigidity and strength of the assembly itself. The upper edge of the front bulkhead reinforcement structure 3 connects to the lower edge of the lower crossbeam 2 of the front windshield. In addition, the front bulkhead reinforcement structure 3 is partially fastened to the front bulkhead panel 1. It should be noted that the dividing line between the upper and lower halves of the aforementioned front bulkhead reinforcement structure 3 in the vertical direction is not the center line in the vertical direction; it can be any line perpendicular to the vertical direction. In other words, as long as a portion of the front bulkhead reinforcement structure 3 protrudes forward from the upper half of the front bulkhead panel 1, the remaining portion can be fastened to the front bulkhead panel 1.

[0043] Compared with the prior art, the front bulkhead reinforcement structure 3 provided by this utility model utilizes the space in front of the front bulkhead panel 1 to combine the lower crossbeam 2 of the front windshield with the newly added front bulkhead reinforcement structure 3. The three form a closed reinforcement cavity 4. When the reinforcement cavity 4 is excited by the engine compartment, its bending and torsional stiffness is much greater than that of a single-layer plate. It can significantly suppress the local deformation and resonance of the plate, attenuate the vibration and structural noise transmitted to the passenger compartment, improve the NVH performance of the vehicle, and improve driving comfort. In addition, when a vehicle is involved in a frontal collision, the impact force can be effectively dispersed and transmitted through the reinforced cavity 4, guiding the impact force more evenly to the main body structure such as the A-pillar and sill beam, reducing the direct collapse of the front bulkhead 1 itself, thereby better protecting the integrity of the passenger compartment and improving passive safety. The front assembly of this utility model does not simply increase the stiffness by increasing the thickness of the front panel 1, but achieves the stiffness improvement by optimizing the structural topology, thus achieving a balance between lightweight and high stiffness, and has extremely high structural efficiency.

[0044] In some embodiments, the aforementioned front reinforcement structure 3 may adopt the following... Figure 1 and Figure 3 The structure shown is described in the following document. Figure 1 and Figure 3 The front bulkhead reinforcement structure 3 includes a lower crossbeam reinforcement plate 31 and a front bulkhead reinforcement plate 32. The lower crossbeam reinforcement plate 31 is located in front of the upper half of the front bulkhead 1 and extends forward at an angle from top to bottom; the upper edge of the lower crossbeam reinforcement plate 31 is connected to the lower edge of the lower crossbeam 2 of the front windshield; the front bulkhead reinforcement plate 32 extends along the vertical direction of the vehicle body and is fastened to the front bulkhead 1, with its upper edge connected to the lower edge of the lower crossbeam reinforcement plate 31.

[0045] The lower crossbeam reinforcement plate 31 serves to connect the front bulkhead reinforcement plate 32 and the lower crossbeam 2 of the front windshield, acting as a connecting hub. Since the upper edge of the lower crossbeam reinforcement plate 31 is connected to the lower edge of the lower crossbeam 2 of the front windshield, it can also improve the rigidity of the lower crossbeam 2 of the front windshield, making the lower crossbeam 2 of the front windshield deform less when subjected to vibration and impact.

[0046] In the vertical direction, the lower crossbeam reinforcement plate 31 is inclined forward from top to bottom. On the one hand, this layout plays a role in force transmission. In a frontal collision, after the impact force is transmitted through the front anti-collision beam and longitudinal beam, the inclined layout of the lower crossbeam reinforcement plate 31 can disperse the force backward and downward, and guide it to the robust front bulkhead reinforcement plate 32 and front bulkhead 1 area, and then transmit it to the sill beam and other structures under the passenger compartment, avoiding stress concentration and improving force transmission efficiency. On the other hand, this layout can reserve more installation and operation space for the brake and accelerator pedal mechanisms inside.

[0047] The front bulkhead reinforcement plate 32 has a large coverage area and high rigidity. It is directly fastened to the front bulkhead plate 1, which is equivalent to increasing the thickness and bending rigidity of the front bulkhead plate 1. This can most directly suppress plate resonance caused by engine excitation. Even if there is a small gap between the front bulkhead reinforcement plate 32 and the front bulkhead plate 1, it forms an additional sound insulation and heat insulation cavity, further blocking the heat and noise of the engine compartment and improving local dent resistance, so that the front bulkhead plate 1 assembly can withstand greater local loads.

[0048] The lower crossbeam reinforcement plate 31 and the front bulkhead reinforcement plate 32 work together. The lower crossbeam reinforcement plate 31 is mainly responsible for lateral linear reinforcement related to collision force transmission; the front bulkhead reinforcement plate 32 is responsible for longitudinal surface reinforcement related to NVH performance. Each performs its own function, thereby significantly improving efficiency and effectiveness.

[0049] In addition, compared to using a large, complex steel plate to achieve all the above functions, dividing it into at least two plates makes it easier to stamp and form, reduces the complexity of the mold and the difficulty of production, and improves the production yield.

[0050] In some embodiments, the lower crossbeam reinforcing plate 31 and the front bulkhead reinforcing plate 32 can be connected by, for example, Figure 3 and Figure 5 The structure shown is described in the following document. Figure 3 and Figure 5 The lower edge of the lower crossbeam reinforcing plate 31 is folded forward to form a first flange 311, and the upper edge of the front bulkhead reinforcing plate 32 is folded forward to form a second flange 323. The first flange 311 and the second flange 323 overlap along the vertical direction of the vehicle body. Specifically, the first flange 311 is stacked on the second flange 323, and the two are welded together.

[0051] Simple flat plate butt welding results in weak connection rigidity and bending strength, while the flange design is equivalent to adding reinforcing ribs to the edge of the part. When the impact force from the front is transmitted through the lower crossbeam reinforcing plate 31, the overlap of the first flange 311 and the second flange 323 forms a strong connection point, which can effectively resist bending and tearing. This allows the impact force or vibration energy to be transmitted very smoothly and directly from the lower crossbeam reinforcing plate 31 to the front bulkhead reinforcing plate 32, and then diffused to the entire front bulkhead 1 area, optimizing the force flow path and avoiding stress concentration or deformation caused by weak connection points.

[0052] Furthermore, the lap joint design allows welding to be performed along the entire length of the flange (i.e., the left-right direction of the vehicle body), extending the weld length. A longer weld means higher connection strength and greater reliability, making it less prone to cracking and failure in severe collisions. Moreover, in automated welding production, the overlapping of the two flanges makes them easier to clamp with welding clamps, resulting in more accurate positioning. This ensures the stability and consistency of weld quality, reduces the requirements for component manufacturing precision, and even if there are minor deviations, the lap area can be absorbed by adjusting the lap amount, making production and assembly easier.

[0053] In some embodiments, the aforementioned front bulge reinforcement 32 may be adopted as follows: Figure 4 The structure shown is described in the following document. Figure 4 The front bulkhead reinforcement plate 32 includes a plate body 321 and two connecting edges 322; the plate body 321 is located in front of the front bulkhead plate 1; the two connecting edges 322 are respectively formed on the left and right sides of the plate body 321 and connected to the front bulkhead plate 1.

[0054] The main body 321 covers a large area of ​​the front bulkhead 1, directly providing additional rigidity to the weak front bulkhead 1. The main body 321 and the front bulkhead 1 together constitute the lower half of the aforementioned reinforcing cavity 4.

[0055] By increasing the total thickness and moment of inertia of the front bulkhead 1, the main body 321 of the plate increases the bending stiffness and modal frequency of the front bulkhead 1 area, making it less susceptible to excitation by engine vibration, thereby effectively reducing the transmission of structural noise into the vehicle.

[0056] Because the main body 321 has high rigidity, the mounting points of heavy components such as air conditioning unit and steering column bracket can be arranged in the area of ​​the main body 321 to ensure that the mounting points are stable and to avoid abnormal noise or operation feel problems caused by deformation of the plate.

[0057] The two connecting edges 322 act as lateral connecting bridges between the main body 321 and the front bulkhead 1. They effectively transfer and distribute the forces (whether vibration or impact forces) borne by the main body 321 to a larger area of ​​the front bulkhead 1. The main body 321 and the two connecting edges 322 form the structure described above that is fastened to the front bulkhead 1. If the front bulkhead reinforcing plate 32 were simply attached to the front bulkhead 1 in a planar manner and connected by spot welding, its reinforcing effect would be limited. However, by laterally welding the two connecting edges 322, the front bulkhead reinforcing plate 32 resembles a tubular beam structure. The tubular beam structure has extremely high torsional and bending stiffness, which allows the entire front bulkhead assembly to resist forces and moments from all directions with remarkable effectiveness.

[0058] In a collision, the force from the front is transmitted to the front bulkhead 32 through the lower crossbeam reinforcement plate 31. The two connecting edges 322 can quickly diffuse the force laterally to the left and right sides of the front bulkhead 1, and then transmit it to the A-pillar and sill beam through the front bulkhead 1, forming a more efficient and stable force transmission path, maximizing the use of materials and improving safety.

[0059] In some embodiments, the aforementioned front reinforcement structure 3 may also employ, as shown in the following example: Figure 1 and Figure 2 The structure shown is described in the following document. Figure 1 and Figure 2 In the left-right direction of the vehicle body, the lower crossbeam reinforcement plate 31 is located in the middle of the lower crossbeam 2 of the front windshield; there are at least two front bulkhead reinforcement plates 32, which are distributed at intervals along the left-right direction of the vehicle body, and the upper edge of each front bulkhead reinforcement plate 32 is connected to the lower edge of the lower crossbeam reinforcement plate 31.

[0060] Preferably, the lower crossbeam reinforcing plate 31 is located at the center of the lower crossbeam 2 of the front windshield in the left-right direction and extends along the left-right direction of the vehicle body. There are two front bulkhead reinforcing plates 32, which are spaced apart along the left-right direction of the vehicle body. Each front bulkhead reinforcing plate 32 is fastened to the front bulkhead plate 1.

[0061] The lower crossbeam reinforcement plate 31 extends laterally and can serve as a lateral load distribution beam. In the event of a frontal collision, the lower crossbeam reinforcement plate 31 can quickly transfer the impact force laterally from the impact side to the non-impact side, achieving overall coordinated energy absorption of the vehicle body and preventing premature collapse failure of the unilateral structure.

[0062] The two front bulkhead reinforcement plates 32 are spaced apart, which is equivalent to establishing two main core longitudinal force transmission paths in front of the passenger compartment. The collision force is transmitted from the lower crossbeam 2 of the windshield, the lower crossbeam reinforcement plate 31, and the two front bulkhead reinforcement plates 32 to the front bulkhead 1, and finally to the A-pillar and sill beam. This ensures that no matter whether the impact force comes from the front or the offset direction, it can be efficiently and evenly distributed to the entire body frame, reducing the dent deformation in the front bulkhead 1 area and protecting the driver's foot space.

[0063] The transversely arranged lower crossbeam reinforcement plate 31 acts like a belt, effectively constraining the bending deformation of the lower crossbeam 2 of the front windshield in the left and right directions, and improving its own stiffness and modal characteristics. The two spaced longitudinal front bulkhead reinforcement plates 32, like two spines, provide two high-rigidity support bars for the front bulkhead 1, which can further suppress the torsional vibration of the front bulkhead 1 in the vertical and horizontal directions of the vehicle body.

[0064] It should be noted that each front bulkhead reinforcing plate 32, together with the front bulkhead plate 1, the lower crossbeam reinforcing plate 31, and the lower crossbeam of the windshield 2, forms the aforementioned reinforcing cavity 4. Therefore, the front bulkhead assembly has at least two reinforcing cavities 4. Compared with a large single cavity, this multi-cavity structure has higher overall modal and local stiffness, and can more effectively resist excitations of different frequencies, providing better isolation effects against engine vibration and road surface excitation.

[0065] In some embodiments, the lower crossbeam 2 of the windshield and the lower crossbeam reinforcing plate 31 can be connected by, for example, Figure 3 and Figure 5 The structure shown is described in the following document. Figure 3 and Figure 5 The lower edge of the front windshield lower crossbeam 2 has an overlapping edge 21 in the middle. The upper edge of the lower crossbeam reinforcing plate 31 is located behind and below the overlapping edge 21 and overlaps with the overlapping edge 21. Specifically, the connection between the two is by welding.

[0066] In a frontal collision, the enormous impact force is transmitted upwards through the front bumper beam and longitudinal beams to the area of ​​the lower crossbeam 2 of the windshield. If the lower crossbeam reinforcement plate 31 is connected directly from the front or directly below, the force transmission path will be relatively direct, but it will not be able to optimally guide the force to diffuse to the more rigid body frame (such as the A-pillar and door sill beam).

[0067] In this embodiment, an overlapping edge 21 is added to the middle of the lower crossbeam 2 of the windshield, and the upper edge of the lower crossbeam reinforcing plate 31 is welded to the overlapping edge 21. The upper edge of the lower crossbeam reinforcing plate 31 is located below and behind the overlapping edge 21, meaning that the overlapping edge 21 is inclined forward from top to bottom. The above-mentioned overlapping layout creates two transmission paths: part of the force is directly directed backward, and part of the force is guided downward, avoiding excessive force concentration in a local area of ​​the lower crossbeam 2 of the windshield, and achieving efficient force diversion and unloading.

[0068] Furthermore, the overlapping edge 21 design increases the connection stability between the lower crossbeam 2 of the front windshield and the lower crossbeam reinforcing plate 31. The overlapping edge 21 itself increases the local material thickness and moment of inertia at the connection of the lower crossbeam 2 of the front windshield, making it less prone to deformation. The overlapping welding from the rear lower part forms a connection point with a shear-resistant section, which can resist the shear force and bending moment generated by the impact from the front, preventing the connection point from failing at this critical moment and ensuring the integrity of the force transmission path.

[0069] The lap joint design also provides a natural and easy-to-operate platform for welding. The welding torch can easily weld the lap area from the side or below. This structure has relatively relaxed requirements for the fit tolerances between parts, and even if manufacturing deviations exist, they can be absorbed by adjusting the lap amount, ensuring the feasibility and consistency of assembly.

[0070] In some embodiments, the aforementioned lower crossbeam 2 of the windshield and the front bulkhead 1 can be connected by, for example, Figure 3 and Figure 6 The structure shown is described in the following document. Figure 3 and Figure 6 The upper edge of the lower crossbeam 2 of the front windshield is folded back to form a third flange 22, and the upper edge of the front bulkhead 1 is folded back to form a fourth flange 13. The third flange 22 and the fourth flange 13 overlap along the vertical direction of the vehicle body. Specifically, the third flange 22 is stacked on the fourth flange 13, and the two are connected by welding.

[0071] The front bulkhead 1 serves as a firewall separating the engine compartment and the passenger compartment, with its upper edge being the highest risk point for leakage. Simple butt joints or notches are insufficient to guarantee a seal. In this embodiment, the fourth flange 13 overlaps with the third flange 22 to extend the sealing path. Preferably, sealant can be applied to the overlapping surface to form a sealing barrier, ensuring the quietness and cleanliness of the passenger compartment.

[0072] In addition, the flange structure itself acts as a reinforcing rib, increasing the rigidity and strength of the parts' edges. The overlapping area formed after the joint also increases the welding area and extends the weld length. A longer weld means higher connection strength and greater reliability, making it less prone to cracking and failure in severe collisions. This ensures that the force transmitted from the lower crossbeam 2 of the windshield (whether vibration or impact force) can be smoothly and efficiently transferred to the front bulkhead 1 through the overlapping part, avoiding deformation or abnormal noise caused by insufficient connection rigidity.

[0073] In automated welding production, the two flanges overlap, making them easier to clamp with welding clamps and more accurately positioned. This ensures the stability and consistency of welding quality, reduces the requirements for the precision of parts manufacturing, and even if there are slight deviations, the overlap area can be absorbed by adjusting the overlap amount, making it easier to produce and assemble.

[0074] In some embodiments, the aforementioned front bulkhead 1 may be adopted as follows: Figure 1 and Figure 3 The structure shown is described in the following document. Figure 1 and Figure 3 The front bulkhead 1 includes an upper inclined portion 11 and a lower vertical portion 12 connected sequentially from top to bottom; the upper inclined portion 11 is arranged in a forward inclined manner from top to bottom, and the lower vertical portion 12 is arranged along the vertical direction of the vehicle body.

[0075] If the front bulkhead 1 were entirely vertical, the legroom in the passenger compartment would be severely restricted in order to make room for the engine compartment. In this embodiment, the front bulkhead 1 is designed with an upwardly sloping portion 11 and a downwardly vertical portion 12, and the upwardly sloping portion 11 is tilted forward from top to bottom, which is equivalent to freeing up some space on the side of the engine compartment, thereby creating more ample and comfortable space for the driver's foot pedal area and leg movement, and improving driving comfort.

[0076] Specifically, the lower windshield crossbeam 2 is located in front of the upper inclined section 11. The inclined shape of the upper inclined section 11 matches the layout of the lower windshield crossbeam 2. The wiper shaft is usually mounted on the lower windshield crossbeam 2, and its motor and connecting mechanism occupy the space between the upper inclined section 11 and the lower windshield crossbeam 2. At the same time, the washer fluid line from the engine compartment to the hood spray nozzle is also usually arranged along the front inclined surface of the upper inclined section 11, making the path smoother.

[0077] The lower vertical section 12 is the main load-bearing area of ​​the front bulkhead assembly. Its vertical shape allows for a more direct and efficient force transmission path when subjected to frontal collision forces, effectively transferring the force downwards to the sill beam and rearwards to the passenger compartment floor, making it a core area for dispersing collision forces. The lower vertical section 12 also provides a robust mounting surface for heavy components. The flat, sturdy vertical surface provides a stable and reliable base for the installation of heavier components, preventing abnormal noises caused by vibration and ensuring installation accuracy.

[0078] During a collision, the impact force is transmitted to the front bulkhead 1 through the front bulkhead reinforcement structure 3. The upper inclined section 11 is responsible for guiding the force down from the upper structure (such as the lower crossbeam 2 of the windshield), while the lower vertical section 12 is responsible for efficiently transmitting the received force rearward and downward to the main body structure. This styling design achieves a smooth transition and efficient dispersion of force flow, avoiding stress concentration.

[0079] In addition, the change in shape from slanted to straight allows the front bulkhead 1 to exhibit suitable stiffness characteristics in different areas. The upper slanted part 11 obtains better lateral stability through slant, while the lower vertical part 12 obtains better longitudinal load-bearing capacity through verticality, together forming a front bulkhead 1 with a reasonable stiffness distribution.

[0080] In some embodiments, the aforementioned front bulkhead reinforcement structure 3 and the front bulkhead panel 1 may also employ a method such as Figure 1 and Figure 2 The structure shown is described in the following document. Figure 1 and Figure 2 In the vertical direction of the vehicle body, the lower edge of the front bulkhead reinforcement structure 3 is located below the lower vertical part 12.

[0081] In a frontal collision, the force is transmitted downwards through the front bulkhead reinforcement plate 32. If the reinforcement structure terminates only at the edge of the lower vertical portion 12 of the front bulkhead plate 1, then the force must be transmitted to the sill beam entirely by the front bulkhead plate 1 itself, which would reduce the transmission efficiency.

[0082] In this embodiment, the lower edge of the front bulkhead reinforcing structure 3 extends downward to the lower vertical part 12, which is equivalent to increasing the downward transmission path and directly transferring the force from the front bulkhead reinforcing structure 3 to the door sill beam. This improves the vehicle's performance in frontal collisions and enhances the overall rigidity of the vehicle frame. It effectively suppresses torsional and bending deformation of the vehicle body on bumpy roads or when cornering, making the vehicle body more integrated and responsive.

[0083] Preferably, the lower edge of the front reinforcement structure 3 can be connected to the reinforcement plate or inner plate of the sill beam.

[0084] Based on the same inventive concept, this application also provides a vehicle including the aforementioned front assembly.

[0085] The vehicle provided by this utility model, by adopting the aforementioned front bulkhead assembly, can attenuate vibrations and structural noise transmitted to the passenger compartment, improve driving comfort, protect the integrity of the cockpit space, and enhance vehicle safety.

[0086] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A front wall assembly characterized by, include: Front panel (1); The lower crossbeam (2) of the front windshield is located above the upper part of the upper half of the front bulkhead (1), and its upper edge is connected to the upper edge of the front bulkhead (1); the lower crossbeam (2) of the front windshield extends forward at an angle from top to bottom; The front bulkhead reinforcement structure (3) is arranged along the vertical direction of the vehicle body. Its upper edge is connected to the lower edge of the lower crossbeam (2) of the front windshield, and its lower half is connected to the front bulkhead panel (1). The front bulkhead (1), the lower crossbeam of the front windshield (2), and the front bulkhead reinforcing structure (3) form a reinforcing cavity (4).

2. The front wall assembly of claim 1, wherein, The front reinforcement structure (3) includes: The lower crossbeam reinforcement plate (31) is located in front of the upper half of the front bulkhead (1) and extends forward at an angle from top to bottom; the upper edge of the lower crossbeam reinforcement plate (31) is connected to the lower edge of the lower crossbeam (2) of the front windshield; and The front bulkhead reinforcement plate (32) extends along the vertical direction of the vehicle body and is fastened to the front bulkhead plate (1), with its upper edge connected to the lower edge of the lower crossbeam reinforcement plate (31).

3. The front wall assembly of claim 2, wherein, The lower edge of the lower crossbeam reinforcing plate (31) is folded forward to form a first flange (311), and the upper edge of the front bulkhead reinforcing plate (32) is folded forward to form a second flange (323). The first flange (311) and the second flange (323) overlap along the vertical direction of the vehicle body.

4. The front wall assembly of claim 2, wherein, The front reinforcement plate (32) includes: The main body of the panel (321) is located in front of the front panel (1); and Two connecting edges (322) are formed on the left and right sides of the main body of the plate (321) and are connected to the front panel (1).

5. The front wall assembly of claim 2, wherein, In the left-right direction of the vehicle body, the lower crossbeam reinforcement plate (31) is located in the middle part of the lower crossbeam (2) of the front windshield; At least two front bulkhead reinforcing plates (32) are provided and are distributed at intervals along the left and right direction of the vehicle body. The upper edge of each front bulkhead reinforcing plate (32) is connected to the lower edge of the lower crossbeam reinforcing plate (31).

6. The front wall assembly of claim 2, wherein The lower edge of the front windshield lower crossbeam (2) has an overlapping edge (21) in the middle. The upper edge of the lower crossbeam reinforcing plate (31) is located behind and below the overlapping edge (21) and overlaps with the overlapping edge (21).

7. A front wall assembly as claimed in any one of claims 1 to 6, wherein, The upper edge of the lower crossbeam (2) of the front windshield is folded back to form a third flange (22), and the upper edge of the front bulkhead (1) is folded back to form a fourth flange (13). The third flange (22) and the fourth flange (13) overlap along the vertical direction of the vehicle body.

8. A dashboard assembly as claimed in any one of claims 1 to 6, wherein, The front bulkhead (1) includes an upper inclined portion (11) and a lower vertical portion (12) connected sequentially from top to bottom; the upper inclined portion (11) is arranged in a forward inclined manner from top to bottom, and the lower vertical portion (12) is arranged along the vertical direction of the vehicle body.

9. A front wall assembly as defined in claim 8, wherein, In the vertical direction of the vehicle body, the lower edge of the front bulkhead reinforcement structure (3) is located below the lower vertical part (12).

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

Images