Front engine compartment structure and vehicle

Abstract

The application relates to a front engine compartment structure and a vehicle, and relates to the technical field of automobile parts, and aims to solve the problems of a large number of front engine compartment assembly parts, complex structure and poor energy absorption and protection effect. The front engine compartment structure comprises a front wall, a first wheel cover assembly, a second wheel cover assembly, a first front longitudinal beam and a second front longitudinal beam, the front wall is arranged for separation between the front engine compartment and the cockpit, and the first wheel cover assembly and the second wheel cover assembly are arranged on opposite sides of the front wall along the wheel track direction. On the side of the front wall facing the front engine compartment, the first front longitudinal beam is connected with the front wall and the first wheel cover assembly, and the second front longitudinal beam is connected with the front wall and the second wheel cover assembly. The front wall, the first wheel cover assembly, the second wheel cover assembly, the first front longitudinal beam and the second front longitudinal beam are magnesium alloy components integrally pressure-cast.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, specifically to a front engine compartment structure and vehicle. Background Technology

[0002] The front engine compartment structure is an important component of the vehicle's lower body frame. It supports various components within the front engine compartment and also plays a role in absorbing and transferring energy during a collision, as well as providing sufficient rigidity to the vehicle body frame. Currently, the front engine compartment structure is typically welded together from dozens of parts, including front longitudinal beams, shock absorber towers, and front bulkhead crossbeams. This complex structure affects collision safety and results in significant front bulkhead intrusion. Utility Model Content

[0003] To address the issues of a large number of components, complex structure, and poor energy absorption protection in the front engine compartment assembly, this application provides a front engine compartment structure and vehicle.

[0004] On one hand, this application provides a forward engine compartment structure, including a front bulkhead, a first wheel arch assembly, a second wheel arch assembly, a first front longitudinal beam, and a second front longitudinal beam. The front bulkhead serves as a partition between the forward engine compartment and the cockpit. The first wheel arch assembly and the second wheel arch assembly are disposed on opposite sides of the front bulkhead along the wheel track direction. On the side of the front bulkhead facing the forward engine compartment, the first front longitudinal beam is connected to the front bulkhead and the first wheel arch assembly, and the second front longitudinal beam is connected to the front bulkhead and the second wheel arch assembly. The front bulkhead, the first wheel arch assembly, the second wheel arch assembly, the first front longitudinal beam, and the second front longitudinal beam are all integrally die-cast magnesium alloy components.

[0005] According to the aforementioned technical means, the front bulkhead, as the main dividing component, is connected to the first wheel arch assembly and the second wheel arch assembly on both sides to form a lateral support frame. The first and second front longitudinal beams extend forward from the wheel arch assemblies and connect to the front bulkhead, forming a longitudinal force transmission channel. The first and second front longitudinal beams connect the left and right damping towers, and their front sides support and connect structures such as the anti-collision beam and energy-absorbing box. Thus, through the integrated die-casting structure of the front engine compartment, the magnesium alloy material is seamlessly connected to the components using the die-casting process, eliminating stress concentration points associated with traditional welding or bolted connections. While reducing the overall number of parts and simplifying the front engine compartment connection structure, this facilitates the integrated and modular design of key structural components in the front engine compartment, thereby improving the overall structural strength of the front engine compartment. This allows the first and second front longitudinal beams to provide stable lateral, longitudinal, and vertical support forces to structures such as the damping towers, anti-collision beams, and energy-absorbing boxes.

[0006] Furthermore, compared to aluminum alloy die-cast components in related technical solutions, the forward engine compartment structure of this application is formed by die-casting magnesium alloy. Magnesium alloy has a density approximately two-thirds that of aluminum alloy, resulting in a weight reduction of over 30% for the same volume. Moreover, during the die-casting process, the molten magnesium alloy exhibits better fluidity, which helps reduce casting defects in the die-casting process, thereby improving the overall strength and yield of the component. Numerous casting defects can lead to stress cracking or lower overall strength in the parts. Simultaneously, magnesium alloy die-cast components have higher strength and better toughness than aluminum alloy die-cast components. This superior toughness allows the forward engine compartment structure to effectively disperse stress and reduce the risk of fracture upon impact, resulting in better vibration damping, noise reduction, energy absorption, and cost advantages.

[0007] Optionally, the first wheel cover assembly includes a first wheel cover and a third front longitudinal beam, the first wheel cover being connected to the front bulkhead and the first front longitudinal beam, and the third front longitudinal beam being connected to the front bulkhead and the first wheel cover.

[0008] According to the above technical means, the third front longitudinal beam is used to connect the frame support structure on the left side of the cockpit, and is reinforced in conjunction with the connection between the front bulkhead and the first wheel arch, so that the support frame of the front engine compartment is connected to the support frame of the cockpit and forms an integral load-bearing structure.

[0009] Optionally, on the side of the first wheel arch and the first front longitudinal beam facing the wheel hub, at least one of the first wheel arch and the first front longitudinal beam is provided with a plurality of fourth reinforcing ribs, a plurality of fifth reinforcing ribs, and a plurality of second truss ribs. The plurality of fourth reinforcing ribs and the plurality of fifth reinforcing ribs are staggered to form a plurality of second grids. At least a portion of the second grids are provided with second truss ribs, and the second truss ribs are connected to at least one of the fourth reinforcing ribs and the fifth reinforcing ribs.

[0010] Based on the aforementioned technical means, by embedding a composite structure connecting the second truss ribs within part or all of the second grid, the first wheel arch and the first front longitudinal beam possess multi-directional load transfer capabilities while maintaining the advantages of the integrated die-casting process. Compared to the traditional solution of simply increasing wall thickness, this structure can significantly improve the collision energy absorption efficiency at the same weight. Alternatively, it can significantly reduce the overall structural weight of the component while maintaining the same performance. This significantly improves the safety performance of the front engine compartment assembly while maintaining the advantage of lightweight design.

[0011] Optionally, the first front longitudinal beam is provided with at least one first connecting hole for connecting the vibration damping tower.

[0012] According to the above technical means, the first connecting hole refers to a through hole or threaded hole provided on the first front longitudinal beam, so that the first front longitudinal beam can be connected to the vibration damping tower through the first connecting hole for stable bearing of the vehicle body weight.

[0013] Optionally, the first wheel cover is provided with at least one second connection hole.

[0014] According to the above technical means, the second connecting hole refers to the positioning hole set at the edge of the first wheel cover, which is used for assembly and positioning with components such as the vehicle side panel, body covering or front engine compartment side beam.

[0015] Optionally, the third front longitudinal beam is provided with at least one third connecting hole.

[0016] Based on the above technical means, by setting the third connection hole, the rear end of the front engine compartment structure is connected to the body longitudinal beam at the bottom of the cockpit, so that the front and rear connections of the body to the front engine compartment and the cockpit are integrated into a whole structure, thereby forming a stable force transmission path.

[0017] Optionally, the second wheel cover assembly includes a second wheel cover and a fourth front longitudinal beam, the second wheel cover being connected to the front bulkhead and the second front longitudinal beam, and the fourth front longitudinal beam being connected to the front bulkhead and the second wheel cover.

[0018] According to the above technical means, the fourth front longitudinal beam is used to connect the frame support structure on the right side of the cockpit, and is reinforced in conjunction with the connection of the front bulkhead and the second wheel arch, so that the support frame of the front engine compartment is connected to the support frame of the cockpit and forms an integral load-bearing structure.

[0019] Optionally, on the side of the second wheel arch and the second front longitudinal beam facing the wheel hub, at least one of the second wheel arch and the second front longitudinal beam is provided with a plurality of sixth reinforcing ribs, a plurality of seventh reinforcing ribs, and a plurality of third truss ribs. The plurality of sixth reinforcing ribs and the plurality of seventh reinforcing ribs are staggered to form a plurality of third grids. At least a portion of the third grids are provided with third truss ribs, and the third truss ribs are connected to at least one of the sixth reinforcing ribs and the seventh reinforcing ribs.

[0020] Based on the aforementioned technical methods, by embedding a composite structure connecting the third truss ribs within part or all of the third grid, the second wheel arch and the second front longitudinal beam possess multi-directional load transfer capabilities while maintaining the advantages of the integrated die-casting process. Compared to the traditional solution of simply increasing wall thickness, this structure can significantly improve the collision energy absorption efficiency at the same weight. Alternatively, it can significantly reduce the overall structural weight of the component while maintaining the same performance. This significantly improves the safety performance of the front engine compartment assembly while maintaining the advantages of lightweight design.

[0021] Optionally, the second front longitudinal beam is provided with at least one fourth connecting hole for connecting the vibration damping tower.

[0022] According to the above technical means, the fourth connecting hole refers to a through hole or threaded hole provided on the second front longitudinal beam, so that the second front longitudinal beam can be connected to the vibration damping tower through the fourth connecting hole for stable bearing of the vehicle body weight.

[0023] Optionally, the second wheel cover has at least one fifth connection hole.

[0024] According to the above technical means, the fifth connecting hole refers to the positioning hole set at the edge of the second wheel cover, which is used for assembly and positioning with components such as the body side panel, body covering parts or front engine compartment side beam.

[0025] Optionally, the fourth front longitudinal beam is provided with at least one sixth connecting hole.

[0026] Based on the aforementioned technical means, the sixth connecting hole is used to connect the rear end of the front engine compartment structure to the longitudinal beam of the body at the bottom of the cockpit, so that the front and rear connections of the body to the front engine compartment and the cockpit are integrated into a whole structure, thereby forming a stable force transmission path.

[0027] Optionally, on the side of the front bulkhead facing the cockpit, the front bulkhead is provided with a plurality of first reinforcing ribs, which extend from the cockpit toward the front engine compartment.

[0028] Based on the above-mentioned technical means, the longitudinal bending resistance of the front bulkhead is improved by setting multiple first reinforcing ribs, while reducing the risk of local deformation caused by stress concentration.

[0029] Optionally, on the side of the front bulkhead facing the forward engine compartment, the front bulkhead is provided with a plurality of second reinforcing ribs, a plurality of third reinforcing ribs, and a plurality of first truss ribs, the plurality of second reinforcing ribs and the plurality of third reinforcing ribs being staggered to form a plurality of first grids. At least a portion of the first grids are provided with first truss ribs, the first truss ribs being connected to at least one of the second reinforcing ribs and the third reinforcing ribs.

[0030] Based on the aforementioned technical means, by embedding a composite structure connecting the first truss ribs within part or all of the first grid, the front bulkhead possesses multi-directional load transfer capabilities while maintaining the advantages of the integrated die-casting process. Compared to the traditional solution of simply increasing wall thickness, this structure can significantly improve the energy absorption efficiency of collisions while maintaining the same weight. Alternatively, it can significantly reduce the overall structural weight of the component while maintaining the same performance.

[0031] On the other hand, this application provides a vehicle including the front engine compartment structure described in the previous aspect.

[0032] Since the vehicle in the second aspect includes the front engine compartment structure in the first aspect, the vehicle possesses all the beneficial effects of the aforementioned front engine compartment structure, which will not be elaborated further here.

[0033] The beneficial effects of this application are: Compared to aluminum alloy die-cast components in related technical solutions, the forward engine compartment structure of this application is formed by die-casting magnesium alloy. Magnesium alloy has a density approximately two-thirds that of aluminum alloy, resulting in a weight reduction of over 30% for the same volume. Furthermore, during die-casting, the molten magnesium alloy exhibits better fluidity, which helps reduce casting defects in the die-casting process, thereby improving the overall strength and yield of the component. Numerous casting defects can lead to stress cracking or lower overall strength in the parts. Simultaneously, magnesium alloy die-cast components possess higher strength and better toughness than aluminum alloy die-cast components. This superior toughness allows the forward engine compartment structure to effectively disperse stress and reduce the risk of fracture upon impact, resulting in better vibration damping, noise reduction, energy absorption, and cost advantages. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 A three-dimensional structural diagram of a forward engine compartment structure provided in this application embodiment; Figure 2 for Figure 1 A top view of the forward cabin structure shown; Figure 3 for Figure 2 A left view of the forward cabin structure shown; Figure 4 for Figure 2 A right view of the forward cabin structure shown; Figure 5 for Figure 1 A bottom view of the forward cabin structure shown.

[0037] Icon labels: 100. Forward cabin structure; 10. Front bulkhead; 11. First reinforcing rib; 12. First mesh; 121. Second reinforcing rib; 122. Third reinforcing rib; 123. First truss rib; 20. First wheel arch assembly; 21. First wheel arch; 22. Third front longitudinal beam; 23. Second connecting hole; 24. Third connecting hole; 30. Second wheel cover assembly; 31. Second wheel cover; 32. Fourth front longitudinal beam; 33. Fifth connecting hole; 34. Sixth connecting hole; 40. First front longitudinal beam; 41. First connecting hole; 50. Second front longitudinal beam; 51. Fourth connecting hole; 61. Second grid; 611. Fourth reinforcing rib; 612. Fifth reinforcing rib; 613. Second truss rib; 62. Third grid; 621. Sixth reinforcing rib; 622. Seventh reinforcing rib; 623. Third truss rib. Detailed Implementation

[0038] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0039] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0040] The front engine compartment structure is an important component of the vehicle's lower body frame. It supports various components within the front engine compartment and also plays a role in absorbing and transferring energy during a collision, as well as providing sufficient rigidity to the vehicle frame. Currently, the front engine compartment structure is typically welded together from dozens of parts, including front longitudinal beams, shock absorber towers, and front bulkhead crossbeams. This complex structure results in poor collision safety, leading to large intrusions into the front bulkhead and causing significant injury to occupants.

[0041] In relevant technical solutions, integrated molding technology is used to simplify the production process, with integrated die-cast aluminum alloy front engine compartment already in mass production. However, there are problems such as insufficient supply and significant price fluctuations of aluminum alloy raw materials used for die casting, and aluminum alloy die-cast parts have limited energy absorption capacity during collisions.

[0042] Based on this, please refer to Figures 1 to 5 This application provides a front engine compartment structure and vehicle to solve the problems of a large number of front engine compartment assembly components, complex structure, and poor energy absorption and protection effect.

[0043] On the one hand, such as Figure 1 and Figure 2 As shown, the forward engine compartment structure 100 includes a front bulkhead 10, a first wheel arch assembly 20, a second wheel arch assembly 30, a first front longitudinal beam 40, and a second front longitudinal beam 50. The front bulkhead 10 serves as a partition between the forward engine compartment and the cockpit. The first wheel arch assembly 20 and the second wheel arch assembly 30 are disposed on opposite sides of the front bulkhead 10 along the wheel track direction (i.e., the first direction X). On the side of the front bulkhead 10 facing the forward engine compartment, the first front longitudinal beam 40 is connected to the front bulkhead 10 and the first wheel arch assembly 20, and the second front longitudinal beam 50 is connected to the front bulkhead 10 and the second wheel arch assembly 30. The front bulkhead 10, the first wheel arch assembly 20, the second wheel arch assembly 30, the first front longitudinal beam 40, and the second front longitudinal beam 50 are integrally die-cast magnesium alloy components.

[0044] Reference Figure 1 and Figure 2 The first direction X can be left or right, and the second direction Y can be front or back. For example, the driver's seat is located on the left side and close to the first wheel arch assembly 20 and the first front longitudinal beam 40. Since the front engine compartment is located in front of the cockpit along the second direction Y, that is, the first front longitudinal beam 40 and the second front longitudinal beam 50 are located in front of the front bulkhead 10.

[0045] The front bulkhead 10 refers to a plate-like structure located at the front of the vehicle that isolates the engine compartment from the passenger compartment (i.e., the driver's cabin). The shape of the front bulkhead 10 can be flexibly adjusted according to the placement of components within the front engine compartment and the installation requirements of the center console in the driver's cabin. For example, the front bulkhead 10 can be designed as a wave-shaped or concave curved surface to increase bending stiffness. The first wheel cover assembly 20 and the second wheel cover assembly 30 refer to the structural components covering the top of the wheels at the left and right front wheels, respectively. The first wheel cover assembly 20 at the left front wheel can correspond to the side where the driver's seat is located.

[0046] Specifically, the front bulkhead 10, as the main dividing component, connects to the first wheel arch assembly 20 and the second wheel arch assembly 30 on both sides to form a lateral support frame. The first front longitudinal beam 40 and the second front longitudinal beam 50 extend forward from the wheel arch assembly and connect to the front bulkhead, forming a longitudinal force transmission channel. The first and second front longitudinal beams 40 and 50 connect the left and right damping towers, and their front sides along the second direction Y support and connect structures such as the anti-collision beam and energy-absorbing box. Thus, through the integrated die-cast structure of the front engine compartment, the magnesium alloy material is seamlessly connected to the components via die-casting, eliminating stress concentration points associated with traditional welding or bolted connections. This reduces the number of overall parts and simplifies the front engine compartment connection structure, while facilitating the integrated and modular design of key structural components in the front engine compartment, thereby improving the overall structural strength of the front engine compartment. This allows the first and second front longitudinal beams 40 and 50 to provide stable lateral, longitudinal, and vertical support forces to structures such as the damping towers, anti-collision beams, and energy-absorbing boxes.

[0047] Furthermore, compared to aluminum alloy die-cast components in related technical solutions, the forward engine compartment structure of this application is formed by die-casting magnesium alloy. Magnesium alloy has a density approximately two-thirds that of aluminum alloy, resulting in a weight reduction of over 30% for the same volume. Moreover, during the die-casting process, the molten magnesium alloy exhibits better fluidity, which helps reduce casting defects in the die-casting process, thereby improving the overall strength and yield of the component. Numerous casting defects can lead to stress cracking or lower overall strength in the parts. Simultaneously, magnesium alloy die-cast components have higher strength and better toughness than aluminum alloy die-cast components. This superior toughness allows the forward engine compartment structure to effectively disperse stress and reduce the risk of fracture upon impact, resulting in better vibration damping, noise reduction, energy absorption, and cost advantages.

[0048] The connection between the first wheel cover assembly 20, the first front longitudinal beam 40, and the front bulkhead 10 can be provided with a gradually changing cross section. For example, the thickness gradually increases from the first wheel cover assembly 20 towards the first front longitudinal beam 40 to smoothly transmit the collision force and energy.

[0049] Correspondingly, a gradually changing cross-section can be provided at the connection between the second wheel arch assembly 30, the second front longitudinal beam 50, and the front bulkhead 10. For example, the thickness gradually increases from the second wheel arch assembly 30 towards the second front longitudinal beam 50 to smoothly transmit the collision force and energy.

[0050] like Figure 1 and Figure 2 As shown, the first wheel cover assembly 20 includes a first wheel cover 21 and a third front longitudinal beam 22. The first wheel cover 21 is connected to the front bulkhead 10 and the first front longitudinal beam 40, and the third front longitudinal beam 22 is connected to the front bulkhead 10 and the first wheel cover 21.

[0051] The first wheel cover 21 refers to the arc-shaped shell structure located above the left wheel hub, used to cover the wheel and form a side support for the engine compartment, thus isolating the wheel space from the front engine compartment space and reducing noise transmission. The third front longitudinal beam 22 refers to the load-bearing component extending along the longitudinal direction of the vehicle (i.e., the second direction Y). The first front longitudinal beam 40 connects the front bumper beam, energy-absorbing box, and shock absorber tower of the vehicle body and supports the components mounted on the front engine compartment. The third front longitudinal beam 22 connects to the bottom support structure of the vehicle body's driver's compartment, so that the front and rear of the vehicle body form an integrated load-bearing structure.

[0052] Continue to refer to Figure 1 and Figure 2 The second wheel cover assembly 30 includes a second wheel cover 31 and a fourth front longitudinal beam 32. The second wheel cover 31 is connected to the front bulkhead 10 and the second front longitudinal beam 50, and the fourth front longitudinal beam 32 is connected to the front bulkhead 10 and the second wheel cover 31.

[0053] The second wheel cover 31 refers to the arc-shaped shell structure located above the right wheel hub, used to cover the wheel and form a side support for the engine compartment, thus isolating the wheel space from the front engine compartment space and reducing noise transmission. The fourth front longitudinal beam 32 refers to a load-bearing component extending along the longitudinal direction of the vehicle (i.e., the second direction Y). The second front longitudinal beam 50 connects the front bumper beam, energy-absorbing box, and shock absorber tower of the vehicle body and supports the components mounted on the front engine compartment. The fourth front longitudinal beam 32 connects to the bottom support structure of the vehicle body's passenger compartment, so that the front and rear of the vehicle body form an integrated load-bearing structure.

[0054] Thus, the first front longitudinal beam 40 and the second front longitudinal beam 50 serve as the frame support structures on the left and right sides of the forward engine compartment to improve the structural strength of the forward engine compartment. Correspondingly, the third front longitudinal beam 22 and the fourth front longitudinal beam 32 are used to connect the frame support structures on the left and right sides of the cockpit, and are reinforced by the connection of the front bulkhead 10, the first wheel arch 21 and the second wheel arch 31 located between the left and right longitudinal beams, so that the support frame of the forward engine compartment is connected to the support frame of the cockpit and forms an integral load-bearing structure.

[0055] When a vehicle experiences a frontal lateral collision (such as at the first front longitudinal beam 40), the collision force is transmitted through the first front longitudinal beam 40, via the first wheel arch 21, the front bulkhead 10, and the second wheel arch 31, to the third and fourth front longitudinal beams 22. The third and fourth front longitudinal beams 22 then distribute the load across the load-bearing frame of the passenger compartment. If the collision occurs at the second front longitudinal beam 50, the collision force is transmitted through the second front longitudinal beam 50, via the second wheel arch 31, the front bulkhead 10, and the first wheel arch 21, to the fourth and third front longitudinal beams 22. The third and fourth front longitudinal beams 22 then distribute the load across the load-bearing frame of the passenger compartment, thus forming a multi-path load transfer mechanism.

[0056] Thus, the first wheel cover 21 forms a continuous transition connection with the side of the front bulkhead 10 and the front end of the first front longitudinal beam 40 through die casting. The second wheel cover 31 forms a continuous transition connection with the side of the front bulkhead 10 and the front end of the second front longitudinal beam 50 through die casting. The third front longitudinal beam 22 extends from the inside of the first wheel cover 21 to the bottom area of ​​the front bulkhead 10, and the fourth front longitudinal beam 32 extends from the inside of the second wheel cover 31 to the bottom area of ​​the front bulkhead 10, forming a multi-directional support structure. This layout allows collision energy to be dispersed and transferred through the triangular area formed by the front bulkhead 10, the first front longitudinal beam 40 (or the second front longitudinal beam 50), and the third front longitudinal beam 22 (or the fourth front longitudinal beam 32), while eliminating stress concentration points caused by traditional welding or bolted connections through integrated molding.

[0057] Through the above technical solutions, this application can improve the structural stability of the connection node between the wheel arch area and the longitudinal beam, reduce the risk of fracture caused by local stress concentration during collision, and improve the assembly dimensional accuracy through the continuous support structure formed by integrated die casting, thus avoiding assembly interference caused by component misalignment.

[0058] Among them, such as Figure 1 and Figure 3 As shown, the first front longitudinal beam 40 is provided with at least one first connecting hole 41. The first connecting hole 41 refers to a through hole or threaded hole provided on the first front longitudinal beam 40, so that the first front longitudinal beam 40 can be connected to the vibration damping tower through the first connecting hole 41, such as by bolts or riveting, for the purpose of stably bearing the weight of the vehicle body.

[0059] In addition, the first front longitudinal beam 40 can also be connected to components such as the energy-absorbing box and the anti-collision beam through the first connecting hole 41, so that the energy-absorbing box and the anti-collision beam at the front engine compartment can disperse the impact force through the first front longitudinal beam 40, the front bulkhead 10 and the first wheel arch assembly 20.

[0060] Correspondingly, such as Figure 1 and Figure 4 As shown, the second front longitudinal beam 50 is provided with at least one fourth connecting hole 51. The fourth connecting hole 51 refers to a through hole or threaded hole provided on the second front longitudinal beam 50, so that the second front longitudinal beam 50 can be connected to the vibration damping tower through the fourth connecting hole 51, such as by bolts or riveting, for the purpose of stably bearing the weight of the vehicle body.

[0061] In addition, the second front longitudinal beam 50 can also be connected to components such as the energy-absorbing box and the anti-collision beam through the fourth connecting hole 51, so that the energy-absorbing box and the anti-collision beam at the front cabin can disperse the impact force through the second front longitudinal beam 50, the front bulkhead 10 and the second wheel arch assembly 30.

[0062] In some embodiments, such as Figure 2As shown, the first wheel cover 21 is provided with at least one second connecting hole 23. The second connecting hole 23 refers to the positioning hole provided at the edge of the first wheel cover 21. It can be opened by laser or drill bit, or the hole position can be reserved in the die casting process. The second connecting hole 23 can be a through hole structure or a threaded hole, used for assembly and positioning with components such as the vehicle side panel, body covering parts or front engine compartment side beam.

[0063] Correspondingly, such as Figure 1 and Figure 2 As shown, the second wheel cover 31 is provided with at least one fifth connecting hole 33. The fifth connecting hole 33 refers to the positioning hole provided at the edge of the second wheel cover 31. It can be opened by laser or drill bit, or the hole position can be reserved during the die casting process. The fifth connecting hole 33 can be a through hole structure or a threaded hole, used for assembly and positioning with components such as the body side panel, body covering parts or front engine compartment side beam.

[0064] In some embodiments, such as Figure 2 and Figure 3 As shown, the third front longitudinal beam 22 is provided with at least one third connecting hole 24. Correspondingly, as... Figure 2 and Figure 4 As shown, the fourth front longitudinal beam 32 is provided with at least one sixth connecting hole 34.

[0065] The third connecting hole 24 refers to the mounting hole located at the third front longitudinal beam 22. The third connecting hole 24 can be a through hole or a threaded hole. It can be opened using a laser or a drill bit, or the hole position can be reserved during the die casting process. The sixth connecting hole 34 refers to the mounting hole located at the fourth front longitudinal beam 32. The sixth connecting hole 34 can be a through hole or a threaded hole. It can be opened using a laser or a drill bit, or the hole position can be reserved during the die casting process.

[0066] By setting the third connecting hole 24 and the sixth connecting hole 34, the rear end of the front engine compartment structure 100 is connected to the body longitudinal beam at the bottom of the cockpit, so that the front and rear connections of the body to the front engine compartment and the cockpit are integrated into a whole structure, thereby forming a stable force transmission path.

[0067] In some embodiments, such as Figure 1 and Figure 2 As shown, on the side of the front bulkhead 10 facing the cockpit (i.e., the rear side along the second direction Y), the front bulkhead 10 is provided with a plurality of first reinforcing ribs 11, which extend from the cockpit toward the front engine compartment.

[0068] The first reinforcing rib 11 refers to a longitudinal protrusion structure formed on the upper surface (i.e., the rear surface) of the front bulkhead 10, which can be formed simultaneously with the die-casting of the front engine compartment structure 100. Multiple first reinforcing ribs 11 are distributed at intervals along the width direction (i.e., the first direction X) of the front bulkhead 10 to enhance the longitudinal bending resistance of the front bulkhead 10 and reduce the risk of localized deformation due to stress concentration.

[0069] like Figure 1 and Figure 5 As shown, on the side of the front bulkhead 10 facing the forward engine compartment (i.e., the front side along the second direction Y), the front bulkhead 10 is provided with a plurality of second reinforcing ribs 121, a plurality of third reinforcing ribs 122, and a plurality of first truss ribs 123. The plurality of second reinforcing ribs 121 and the plurality of third reinforcing ribs 122 are staggered to form a plurality of first grids 12. At least a portion of the first grids 12 are provided with first truss ribs 123, and the first truss ribs 123 are connected to at least one of the second reinforcing ribs 121 and the third reinforcing ribs 122. For example, one first truss rib 123 can be provided in one first grid 12, or two or more first truss ribs 123 can be provided, or no first truss ribs 123 can be provided in the first grid 12, so that the number of first truss ribs 123 can be flexibly arranged according to the stress requirements.

[0070] Along the second direction Y, the front end of the front bulkhead 10 is inclined upwards, and the rear end is inclined downwards. Specifically, the first reinforcing rib 11 is located on the upper side of the front bulkhead 10, facilitating the installation of components at the center console within the cockpit. Multiple second reinforcing ribs 121, multiple third reinforcing ribs 122, and multiple first truss ribs 123 are located on the lower side of the front bulkhead 10 to further improve the structural strength and bending resistance of the front bulkhead 10 in both longitudinal and transverse directions, while also providing good concealment.

[0071] The second reinforcing rib 121 refers to a longitudinally extending protruding structure. Multiple second reinforcing ribs 121 can be arranged at intervals along the width direction of the front bulkhead 10 to improve the longitudinal bending resistance of the front bulkhead 10. The third reinforcing rib 122 refers to a transversely extending protruding structure. Multiple third reinforcing ribs 122 are arranged longitudinally at intervals on the lower side of the front bulkhead 10 so that the multiple third reinforcing ribs 122 and the multiple second reinforcing ribs 121 intersect each other and form multiple first grids 12. The first grids 12 are arranged in a diamond or rectangular shape, etc.

[0072] The first truss rib 123 refers to the diagonal support structure disposed within the first grid 12. Within part or all of the first grid 12, at least one first truss rib 123 is connected to at least one of the second reinforcing rib 121 and the third reinforcing rib 122 to further increase the density of the reinforcing ribs and to connect the second reinforcing rib 121, the third reinforcing rib 122, and the first truss rib 123 to form a reinforcing rib network. This network disperses local stress and suppresses grid deformation, thereby enhancing the lateral, longitudinal, and diagonal compressive and bending resistance of the front bulkhead 10. By providing one or more first truss ribs 123 within all the first grids 12 at the front bulkhead 10, the lateral, longitudinal, and diagonal compressive and bending resistance of the front bulkhead 10 is further enhanced, thus ensuring driving safety.

[0073] Specifically, the front bulkhead 10 has a grid-like support system formed by the longitudinal second reinforcing rib 121 and the transverse third reinforcing rib 122 on its front side, with each grid unit embedding a diagonal first truss rib 123. When a frontal collision occurs, the collision energy is evenly distributed to the front longitudinal beam and wheel arch assembly through the structure of the first grid 12, and the diagonal truss ribs can effectively prevent the grid unit from twisting and deforming under impact. For example, the first truss ribs 123 arranged diagonally in the first grid 12 can convert single-point impact into bidirectional tensile stress, avoiding stress concentration that could lead to structural cracking.

[0074] Thus, this solution, by embedding a composite structure connecting the first truss ribs 123 within part or all of the first grid 12, enables the front bulkhead 10 to possess multi-directional load transfer capabilities while maintaining the advantages of the integrated die-casting process. Compared to the traditional solution of simply increasing wall thickness, this structure can significantly improve the energy absorption efficiency of collisions at the same weight. Alternatively, it can significantly reduce the overall structural weight of the component while maintaining the same performance.

[0075] This application effectively solves the problem of stress concentration and cracking in existing integrated die-cast forward engine compartments by achieving multi-path dispersion of collision energy through the composite structure of the first grid 12 and the first truss rib 123. When the forward bulkhead 10 is subjected to a frontal impact, the coordinated deformation of the grid units, combined with the diagonal support of the truss ribs, ensures structural integrity while controlling the amount of deformation and avoiding assembly interference. This design significantly improves the safety performance of the forward engine compartment assembly while maintaining the advantages of lightweight design.

[0076] In some embodiments, such as Figure 2 and Figure 3As shown, on the side of the first wheel cover 21 and the first front longitudinal beam 40 facing the wheel hub, that is, on the side of the first wheel cover 21 away from the second wheel cover 31 along the first direction X, at least one of the first wheel cover 21 and the first front longitudinal beam 40 is provided with a plurality of fourth reinforcing ribs 611, a plurality of fifth reinforcing ribs 612, and a plurality of second truss ribs 613. The plurality of fourth reinforcing ribs 611 and the plurality of fifth reinforcing ribs 612 are staggered to form a plurality of second grids 61. At least a portion of the second grids 61 are provided with second truss ribs 613, and the second truss ribs 613 are connected to at least one of the fourth reinforcing ribs 611 and the fifth reinforcing ribs 612. For example, one second truss rib 613 can be provided in a second grid 61, or two or more second truss ribs 613 can be provided, or no second truss ribs 613 can be provided in the second grids 61, so that the number of second truss ribs 613 can be flexibly arranged according to the stress requirements.

[0077] The fifth reinforcing rib 612 refers to a longitudinally extending protruding structure. Multiple fifth reinforcing ribs 612 can be arranged at intervals along the first wheel cover 21 and the first front longitudinal beam 40 in the third direction Z (i.e., vertical direction) to improve the longitudinal bending resistance of the first front longitudinal beam 40 and enhance the structural strength of the first wheel cover 21. The fourth reinforcing rib 611 refers to a vertically extending protruding structure. Multiple fourth reinforcing ribs 611 are arranged at intervals along the first wheel cover 21 and the first front longitudinal beam 40 in the second direction Y (i.e., longitudinal direction) so that the multiple fourth reinforcing ribs 611 and the multiple fifth reinforcing ribs 612 intersect and form multiple second grids 61. The second grids 61 can be arranged in a rhomboid or rectangular shape, etc.

[0078] The second truss reinforcement 613 refers to the diagonal support structure disposed within the second grid 61. Within part or all of the second grid 61, at least one second truss reinforcement 613 is connected to at least one of the fourth reinforcing reinforcement 611 and the fifth reinforcing reinforcement 612 to further increase the arrangement density of the reinforcing reinforcement and to connect the fourth reinforcing reinforcement 611, the fifth reinforcing reinforcement 612 and the second truss reinforcement 613 to form a reinforcing reinforcement network, which is used to disperse local stress and suppress grid deformation, thereby enhancing the compressive and bending resistance of the first wheel cover 21 and the first front longitudinal beam 40 in the transverse, longitudinal, vertical and diagonal directions.

[0079] Thus, this solution, by embedding a composite structure connecting the second truss ribs 613 within part or all of the second grid 61, enables the first wheel arch 21 and the first front longitudinal beam 40 to transfer loads in multiple directions while maintaining the advantages of the integrated die-casting process. Compared to the traditional solution of simply increasing wall thickness, this structure can significantly improve the collision energy absorption efficiency at the same weight. Alternatively, it can significantly reduce the overall structural weight of the component while maintaining the same performance. While maintaining the advantage of lightweight design, it significantly improves the safety performance of the front engine compartment assembly.

[0080] In some embodiments, such as Figure 2 and Figure 4 As shown, on the side of the second wheel cover 31 and the second front longitudinal beam 50 facing the wheel hub, that is, on the side of the second wheel cover 31 away from the first wheel cover 21 along the first direction X, at least one of the second wheel cover 31 and the second front longitudinal beam 50 is provided with a plurality of sixth reinforcing ribs 621, a plurality of seventh reinforcing ribs 622, and a plurality of third truss ribs 623. The plurality of sixth reinforcing ribs 621 and the plurality of seventh reinforcing ribs 622 are staggered to form a plurality of third grids 62. At least a portion of the third grids 62 are provided with third truss ribs 623, and the third truss ribs 623 are connected to at least one of the sixth reinforcing ribs 621 and the seventh reinforcing ribs 622. For example, one third truss rib 623 can be provided in a third grid 62, or two or more third truss ribs 623 can be provided, or it can be that no third truss ribs 623 are provided in the third grids 62, so that the number of third truss ribs 623 can be flexibly arranged according to the stress requirements.

[0081] The seventh reinforcing rib 622 refers to a longitudinally extending protruding structure. Multiple seventh reinforcing ribs 622 can be arranged at intervals along the second wheel cover 31 and the second front longitudinal beam 50 in the third direction Z (i.e., vertical direction) to improve the longitudinal bending resistance of the second front longitudinal beam 50 and enhance the structural strength of the second wheel cover 31. The sixth reinforcing rib 621 refers to a vertically extending protruding structure. Multiple sixth reinforcing ribs 621 are arranged at intervals along the second wheel cover 31 and the second front longitudinal beam 50 in the second direction Y (i.e., longitudinal direction) so that the multiple sixth reinforcing ribs 621 and the multiple seventh reinforcing ribs 622 intersect and form multiple third grids 62. The third grids 62 can be arranged in a diamond or rectangular shape, etc.

[0082] The third truss rib 623 refers to the diagonal support structure set inside the third grid 62. In part or all of the third grid 62, at least one third truss rib 623 is connected to at least one of the sixth reinforcing rib 621 and the seventh reinforcing rib 622 to further increase the arrangement density of the reinforcing ribs, and to connect the sixth reinforcing rib 621, the seventh reinforcing rib 622 and the third truss rib 623 to form a reinforcing rib network, which is used to disperse local stress and suppress grid deformation, so as to enhance the compressive and bending resistance of the second wheel cover 31 and the second front longitudinal beam 50 in the transverse, longitudinal, vertical and diagonal directions.

[0083] Thus, this solution, by embedding a composite structure connecting the third truss ribs 623 within part or all of the third grid 62, enables multi-directional load transfer capabilities at the second wheel arch 31 and the second front longitudinal beam 50 while maintaining the advantages of the integrated die-casting process. Compared to the traditional solution of simply increasing wall thickness, this structure can significantly improve the collision energy absorption efficiency at the same weight. Alternatively, it can significantly reduce the overall structural weight of the component while maintaining the same performance. While maintaining the advantage of lightweight design, it significantly improves the safety performance of the front engine compartment assembly.

[0084] Based on this, the forward engine compartment structure 100 provided in this embodiment of the application provides lateral support and connection through the first front longitudinal beam 40 and the second front longitudinal beam 50. The lower side of the front bulkhead 10 is located in the middle and is the main central support structure in the forward engine compartment. Both the upper and lower surfaces of the front bulkhead 10 are provided with reinforcing ribs to improve structural strength. Reinforcing rib structures are provided at the corresponding locations of the first front longitudinal beam 40, the second front longitudinal beam 50, the first wheel arch 21, and the second wheel arch 31 to enhance the overall structural strength.

[0085] The surface of the front bulkhead 10 adopts a truss-like mesh reinforcement structure. Through the interweaving of multiple sets of diagonal, transverse, and longitudinal reinforcements, it can efficiently disperse and transfer loads (such as collision forces and forces generated during the installation of engine compartment components), significantly improving the structural strength and deformation resistance of the front engine compartment. In addition, the arrangement of multiple first connecting holes 41 to sixth connecting holes 34 facilitates the connection and installation of the front engine compartment structure with the front and rear vehicle bodies.

[0086] On both sides of the front bulkhead 10, the outer surfaces of the first wheel arch 21 and the second wheel arch 31 are provided with a large number of truss grid structures with a mesh layout composed of reinforcing ribs. This grid design can improve lightweighting while efficiently dispersing the load borne by the wheel arch area using the principles of structural mechanics, such as the impact force from the road surface during vehicle driving and the lateral force during steering, thereby improving the structural strength and deformation resistance of the wheel arch side.

[0087] On the other hand, this application embodiment also provides a vehicle that includes the front engine compartment structure 100 mentioned above, so that the vehicle has all the effects of the aforementioned front engine compartment structure 100, solving the problems of a large number of front engine compartment assembly components, complex structure, and poor energy absorption and protection effect, which will not be elaborated here.

[0088] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0089] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A forward engine compartment structure, characterized in that, The system includes a front bulkhead (10), a first wheel arch assembly (20), a second wheel arch assembly (30), a first front longitudinal beam (40), and a second front longitudinal beam (50). The front bulkhead (10) is used to separate the front engine compartment and the cockpit. The first wheel arch assembly (20) and the second wheel arch assembly (30) are arranged on opposite sides of the front bulkhead (10) along the wheel track direction. On the side of the front bulkhead (10) facing the front engine compartment, the first front longitudinal beam (40) is connected to the front bulkhead (10) and the first wheel arch assembly (20), and the second front longitudinal beam (50) is connected to the front bulkhead (10) and the second wheel arch assembly (30). The front bulkhead (10), the first wheel cover assembly (20), the second wheel cover assembly (30), the first front longitudinal beam (40), and the second front longitudinal beam (50) are all integrally die-cast magnesium alloy components.

2. The forward cabin structure according to claim 1, characterized in that, The first wheel cover assembly (20) includes a first wheel cover (21) and a third front longitudinal beam (22). The first wheel cover (21) is connected to the front bulkhead (10) and the first front longitudinal beam (40), and the third front longitudinal beam (22) is connected to the front bulkhead (10) and the first wheel cover (21).

3. The forward nacelle structure according to claim 2, characterized in that, On the side of the first wheel arch (21) and the first front longitudinal beam (40) facing the wheel hub, at least one of the first wheel arch (21) and the first front longitudinal beam (40) is provided with a plurality of fourth reinforcing ribs (611), a plurality of fifth reinforcing ribs (612) and a plurality of second truss ribs (613); the plurality of fourth reinforcing ribs (611) and the plurality of fifth reinforcing ribs (612) are staggered to form a plurality of second grids (61); at least a portion of the second grids (61) are provided with second truss ribs (613), and the second truss ribs (613) are connected to at least one of the fourth reinforcing ribs (611) and the fifth reinforcing ribs (612).

4. The forward nacelle structure according to claim 2, characterized in that, The first front longitudinal beam (40) is provided with at least one first connecting hole (41) for connecting the vibration damping tower; and / or, The first wheel cover (21) is provided with at least one second connection hole (23); and / or, The third front longitudinal beam (22) is provided with at least one third connecting hole (24).

5. The forward nacelle structure according to claim 2, characterized in that, The second wheel cover assembly (30) includes a second wheel cover (31) and a fourth front longitudinal beam (32). The second wheel cover (31) is connected to the front bulkhead (10) and the second front longitudinal beam (50), and the fourth front longitudinal beam (32) is connected to the front bulkhead (10) and the second wheel cover (31).

6. The forward nacelle structure according to claim 5, characterized in that, On the side of the second wheel arch (31) and the second front longitudinal beam (50) facing the wheel hub, at least one of the second wheel arch (31) and the second front longitudinal beam (50) is provided with a plurality of sixth reinforcing ribs (621), a plurality of seventh reinforcing ribs (622) and a plurality of third truss ribs (623); the plurality of sixth reinforcing ribs (621) and the plurality of seventh reinforcing ribs (622) are staggered to form a plurality of third grids (62); at least a portion of the third grids (62) are provided with third truss ribs (623), and the third truss ribs (623) are connected to at least one of the sixth reinforcing ribs (621) and the seventh reinforcing ribs (622).

7. The forward nacelle structure according to claim 5, characterized in that, The second front longitudinal beam (50) is provided with at least one fourth connecting hole (51) for connecting the vibration damping tower; and / or, The second wheel cover (31) is provided with at least one fifth connecting hole (33); and / or, The fourth front longitudinal beam (32) is provided with at least one sixth connecting hole (34).

8. The forward nacelle structure according to any one of claims 1-7, characterized in that, On the side of the front bulkhead (10) facing the cockpit, the front bulkhead (10) is provided with a plurality of first reinforcing ribs (11), which extend from the cockpit toward the front engine compartment.

9. The forward cabin structure according to any one of claims 1-7, characterized in that, On the side of the front bulkhead (10) facing the forward cabin, the front bulkhead (10) is provided with a plurality of second reinforcing ribs (121), a plurality of third reinforcing ribs (122) and a plurality of first truss ribs (123), the plurality of second reinforcing ribs (121) and the plurality of third reinforcing ribs (122) are staggered to form a plurality of first grids (12); at least a portion of the first grids (12) are provided with first truss ribs (123), the first truss ribs (123) are connected to at least one of the second reinforcing ribs (121) and the third reinforcing ribs (122).

10. A vehicle, characterized in that, Includes the forward cabin structure as described in any one of claims 1-9.

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