A front wall assembly and vehicle

Abstract

The application relates to the technical field of vehicle manufacturing, and provides a front wall assembly and a vehicle, which can improve the structural strength of the front wall assembly. The front wall assembly comprises a first front wall plate, a second front wall plate and a front wall cross beam. The first front wall plate is provided with a first connecting part and a second connecting part in opposite positions, wherein the first connecting part is used for being connected with a drainage assembly. The second front wall plate is provided with a third connecting part and a fourth connecting part in opposite positions, the third connecting part is connected with the second connecting part, and the fourth connecting part is used for being connected with a bottom bearing assembly. The front wall cross beam is connected with at least one of the first front wall plate and the second front wall plate, and at least part of the front wall cross beam is arranged in an overlapping mode with the connecting areas of the third connecting part and the second connecting part.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and more particularly to a front fascia assembly and a vehicle. Background Technology

[0002] As the vehicle industry continues to demand higher safety performance, the optimization of the mechanical properties of the front engine compartment, a key load-bearing area of ​​the vehicle structure, is receiving increasing attention. In related technologies, the front bulkhead of the engine compartment is generally a thin-walled, flat, stamped structure, primarily responsible for sealing the space between the engine compartment and the passenger compartment, noise isolation, and the installation of some accessories. However, the front bulkhead has relatively poor structural strength and is difficult to function as an effective load-bearing unit in the overall stress distribution of the front engine compartment, thus affecting the overall structural strength of the front engine compartment. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a front bulkhead assembly and a vehicle that can improve the structural strength of the front bulkhead assembly.

[0004] This application provides a front bulkhead assembly, including a first front bulkhead panel, a second front bulkhead panel, and a front bulkhead crossbeam. The first front bulkhead panel has a first connecting portion and a second connecting portion disposed opposite to each other, wherein the first connecting portion is used to connect with a drainage assembly; the second front bulkhead panel has a third connecting portion and a fourth connecting portion disposed opposite to each other, the third connecting portion being connected to the second connecting portion, and the fourth connecting portion being used to connect with a bottom support assembly; the front bulkhead crossbeam is connected to at least one of the first front bulkhead panel and the second front bulkhead panel, and at least a portion of the front bulkhead crossbeam overlaps with the connection area of ​​the third connecting portion and the second connecting portion.

[0005] The front bulkhead assembly provided in this application includes a first front bulkhead panel, a second front bulkhead panel, and a front bulkhead crossbeam. The first and second front bulkhead panels are separately connected via a second connecting portion and a third connecting portion. In the overall vehicle structure, the upper part of the first front bulkhead panel is connected to the drainage assembly, primarily undertaking the space sealing function; while the lower part of the second front bulkhead panel is connected to the bottom load-bearing component, serving as an important component of the front engine compartment's load-bearing structure, playing a crucial role in transmitting collision forces to the vehicle's longitudinal beams and floor. Designing the first and second front bulkhead panels as separate connected structures allows for independent targeted reinforcement of the second front bulkhead panel, such as locally increasing the panel thickness, using ultra-high-strength steel, or optimizing its cavity cross-sectional shape, thereby significantly improving its mechanical performance. In this way, by improving structural strength in critical areas and optimizing weight and cost in non-critical areas, a synergistic optimization of lightweight, high safety, and low cost is achieved overall. The connection area between the first and second front bulkhead panels constitutes a critical force transmission node in the structure, but its interface discontinuity also makes it a potential weak point in mechanical structure. The front bulkhead crossbeam is configured to connect to at least one of the first and second front bulkhead panels, with at least a portion of its structure spatially overlapping the connection area formed by the second and third connecting portions. This design, through the direct bridging and covering of the connection area by the front bulkhead crossbeam, significantly enhances the out-of-plane stiffness and integrity of the node, effectively suppressing cracking that may occur under collision or continuous vibration conditions. This ensures continuous and efficient force flow from the first to the second front bulkhead panel, improving the structural integrity and reliability of the front bulkhead assembly under extreme loads.

[0006] In some implementations, a reinforcing cavity is formed inside the front bulkhead beam, and the reinforcing cavity has an opening that faces the first front bulkhead panel.

[0007] In some implementations, the front beam has a first flange and a second flange. Along the arrangement direction of the first connecting part and the second connecting part, the first flange and the second flange are located on both sides of the opening. The first flange is attached and fixed to the first front panel, and the second flange overlaps with the connecting area.

[0008] In some implementations, the depth of the reinforcing cavity gradually decreases along the direction from the second connecting part to the first connecting part.

[0009] In some implementations, the third connecting part overlaps with and is fixed to the second connecting part.

[0010] In some implementations, the front beam is a plate-like structure, and the front beam is attached and fixed to the first front panel.

[0011] In some implementations, the thickness of the second front bulkhead is greater than the thickness of the first front bulkhead.

[0012] In some implementations, the ratio of the thickness of the second front bulkhead to the thickness of the first front bulkhead is greater than or equal to 1.6.

[0013] In some implementations, the second connecting part is provided with a first clearance opening, and the third connecting part is provided with a second clearance opening. When the third connecting part is connected to the second connecting part, the first clearance opening and the second clearance opening together form a clearance hole for the steering column to pass through.

[0014] Secondly, this application provides a vehicle including the front bulkhead assembly of the first aspect.

[0015] In the vehicle of this application, since the front bulkhead assembly of the first aspect is included, the same beneficial effect can be achieved, namely, the structural strength of the front bulkhead assembly is improved. Attached Figure Description

[0016] 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.

[0017] 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.

[0018] Figure 1 A partial structural schematic diagram of the vehicle provided in an embodiment of this application; Figure 2 A schematic diagram showing the connection between the front enclosure assembly, the drainage assembly, and the bottom support assembly provided in an embodiment of this application; Figure 3 for Figure 2 Enlarged view of point A in the middle; Figure 4 A schematic diagram of the structure of the first front bulkhead panel of the front bulkhead assembly provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of the second front bulkhead panel of the front bulkhead assembly provided in an embodiment of this application.

[0019] Explanation of reference numerals in the attached figures: 1-Front bulkhead assembly; 11-First front bulkhead panel; 111-First connecting part; 112-Second connecting part; 1121-First clearance opening; 12-Second front bulkhead panel; 121-Third connecting part; 1211-Second clearance opening; 122-Fourth connecting part; 13-Connecting area; 14-Front bulkhead crossbeam; 141-Reinforcing cavity; 142-First flange; 143-Second flange; 2-Drainage assembly; 3-Bottom load-bearing assembly; 31-Lower crossbeam of the engine compartment; 32-Rear section assembly of the left front longitudinal beam; 33-Rear section assembly of the right front longitudinal beam; 4-Inner panel assembly of the left A-pillar; 5-Inner panel assembly of the right A-pillar. Detailed Implementation

[0020] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0021] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0023] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0024] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0025] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0026] In the description of the embodiments of this application, the technical terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0027] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0028] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0029] The following is a detailed description of this application.

[0030] As the vehicle industry continues to demand higher safety performance, the optimization of the mechanical properties of the front engine compartment, a key load-bearing area of ​​the vehicle structure, is receiving increasing attention. In related technologies, the front bulkhead of the engine compartment is generally a thin-walled, flat, stamped structure, primarily responsible for sealing the space between the engine compartment and the passenger compartment, noise isolation, and the installation of some accessories. However, the front bulkhead has relatively poor structural strength and is difficult to function as an effective load-bearing unit in the overall stress distribution of the front engine compartment, thus affecting the overall structural strength of the front engine compartment.

[0031] To improve the structural strength of the front engine compartment, the relevant technologies mainly involve localized reinforcement of key load-bearing components such as the rear section of the front longitudinal beam, the central crossbeam of the front bulkhead, and the lower crossbeam of the engine compartment. Specific reinforcement methods include increasing the cross-sectional area, increasing the thickness of sheet metal, and using higher-strength steel. While these reinforcement strategies can improve the structural strength of the front engine compartment to some extent, they also lead to an increase in the weight of the front engine compartment and higher material costs, which is clearly contradictory to the current automotive industry's design philosophy of "lightweight, low-cost, and high-performance."

[0032] To solve the above problems, refer to Figure 1 , Figure 2 and Figure 3 This application provides a front enclosure assembly 1, which includes a first front enclosure panel 11, a second front enclosure panel 12, and a front enclosure crossbeam 14. The first front enclosure panel 11 has a first connecting portion 111 and a second connecting portion 112 disposed opposite to each other. The first connecting portion 111 is used to connect with a drainage assembly 2. The second front enclosure panel 12 has a third connecting portion 121 and a fourth connecting portion 122 disposed opposite to each other. The third connecting portion 121 is connected to the second connecting portion 112, and the fourth connecting portion 122 is used to connect with a bottom support assembly 3. The front enclosure crossbeam 14 is connected to at least one of the first front enclosure panel 11 and the second front enclosure panel 12, and at least a portion of the front enclosure crossbeam 14 overlaps with the connection area 13 of the third connecting portion 121 and the second connecting portion 112.

[0033] The front bulkhead assembly 1 includes a first front bulkhead panel 11, a second front bulkhead panel 12, and a front bulkhead crossbeam 14, meaning that the front bulkhead assembly 1 is not a complete plate structure, but rather adopts a split design.

[0034] The first front panel 11 has a first connecting part 111 and a second connecting part 112 arranged opposite to each other. The first connecting part 111 is used to connect with the drainage component 2. This means that the two sides of the first front panel 11 are designed with connecting parts (first connecting part 111 and second connecting part 112) with specific functions. The first connecting part 111 is used to connect with the drainage component 2, and the second connecting part 112 is used to connect with the second front panel 12.

[0035] It should be noted that the structure of the drainage component 2 can be varied. For example, the drainage component 2 may include a water trough assembly or a drain pipe. This application does not limit the specific form of the drainage component 2.

[0036] The second front bulkhead 12 has a third connecting part 121 and a fourth connecting part 122 arranged opposite to each other. The third connecting part 121 is connected to the second connecting part 112, and the fourth connecting part 122 is used to connect to the bottom support component 3. This means that the two opposite sides of the second front bulkhead 12 are designed with specific function connecting parts (the third connecting part 121 and the fourth connecting part 122). The third connecting part 121 is connected to the second connecting part 112 of the first front bulkhead 11, and the fourth connecting part 122 is used to connect to the bottom support component 3.

[0037] It should be noted that the structural form of the bottom load-bearing component 3 can be varied. For example, the bottom load-bearing component 3 may include the lower crossbeam 31 of the cabin, or the rear section assembly of the left front longitudinal beam 32 and the rear section assembly of the right front longitudinal beam 33, or simultaneously include the lower crossbeam 31 of the cabin, the rear section assembly of the left front longitudinal beam 32 and the rear section assembly of the right front longitudinal beam 33.

[0038] Furthermore, when the front bulkhead assembly 1 is installed on the vehicle body, the first front bulkhead 11 is located above the second front bulkhead 12 along the height direction of the vehicle body.

[0039] The connection between the front beam 14 and at least one of the first front panel 11 and the second front panel 12 means that there are multiple possible connection schemes between the front beam 14 and the first front panel 11 and the second front panel 12. For example, the front beam 14 can be connected only to the first front panel 11, only to the second front panel 12, or simultaneously to both the first front panel 11 and the second front panel 12.

[0040] At least a portion of the front bulkhead beam 14 overlaps with the connection area 13 of the third connecting portion 121 and the second connecting portion 112. Here, the connection area 13 refers to the seam or interface formed by the connection between the third connecting portion 121 of the second front bulkhead 12 and the second connecting portion 112 of the first front bulkhead 11. At least a portion of the front bulkhead beam 14 overlaps with the connection area 13, and the projection of the front bulkhead beam 14 can cover the connection area 13 along the direction perpendicular to the plane where the connection area 13 is located.

[0041] The front bulkhead assembly 1 provided in this embodiment includes a first front bulkhead 11, a second front bulkhead 12, and a front bulkhead crossbeam 14. The first front bulkhead 11 and the second front bulkhead 12 are separately connected via a second connecting portion 112 and a third connecting portion 121. In the overall vehicle structure, the upper part of the first front bulkhead 11 is connected to the drainage assembly 2, primarily serving a space sealing function; while the lower part of the second front bulkhead 12 is connected to the bottom load-bearing component, forming an important component of the front engine compartment's load-bearing structure, playing a crucial role in transmitting collision forces to the vehicle's longitudinal beams and floor. Designing the first front bulkhead 11 and the second front bulkhead 12 as a separate connection structure allows for independent targeted reinforcement of the second front bulkhead 12, such as locally increasing the sheet thickness, using ultra-high-strength steel, or optimizing its cavity cross-sectional shape, thereby significantly improving its mechanical properties. Thus, by enhancing structural strength in critical areas and optimizing weight and cost in non-critical areas, a synergistic optimization of lightweight, high safety, and low cost is achieved overall.

[0042] The connection area 13 between the first front bulkhead 11 and the second front bulkhead 12 constitutes a key force transmission node in the structure, but it also becomes a potential weak point in mechanical structure due to its interface discontinuity. The front bulkhead crossbeam 14 is configured to connect to at least one of the first front bulkhead 11 and the second front bulkhead 12, and at least a portion of the structure of the front bulkhead crossbeam 14 is spatially overlapped with the connection area 13 formed by the second connecting portion 112 and the third connecting portion 121. This design, through the front bulkhead crossbeam 14, provides a direct bridging and covering effect on the connection area 13, enhancing the out-of-plane stiffness and integrity of the node, effectively suppressing cracking phenomena that may occur under collision or continuous vibration conditions, thereby ensuring that the force flow from the first front bulkhead 11 to the second front bulkhead 12 can be continuously and efficiently transmitted, improving the structural integrity and reliability of the front bulkhead assembly 1 under extreme loads.

[0043] Reference Figure 2 and Figure 3 In some embodiments of this application, a reinforcing cavity 141 is formed in the front beam 14, and the reinforcing cavity 141 has an opening that faces the first front panel 11.

[0044] The front crossbeam 14 has a reinforcing cavity 141, meaning that the front crossbeam 14 is not a solid structure, but is designed as a hollow cavity structure (reinforcing cavity 141) that can increase the moment of inertia of the cross section. The reinforcing cavity 141 has an opening facing the first front panel 11, meaning that the reinforcing cavity 141 is not a closed cavity, and the opening of the reinforcing cavity 141 faces the first front panel 11.

[0045] Here, a reinforcing cavity 141 is formed inside the front bulkhead beam 14, and the opening of the reinforcing cavity 141 faces the first front bulkhead panel 11. This structural design allows the first front bulkhead panel 11 to act as a cover plate after assembly, together with the reinforcing cavity 141, to form a closed box-shaped cross-section structure. This box-shaped cross-section can improve the torsional stiffness and bending moment of inertia of the front bulkhead beam 14 under complex loads, thereby effectively improving the force transmission efficiency between the front and rear bulkhead panels and the front bulkhead beam 14. This design can achieve lightweighting while also enhancing the overall structural strength of the front bulkhead assembly 1.

[0046] Of course, in some embodiments, the front crossbeam 14 may also be a solid structure; or, the front crossbeam 14 may also be a hollow structure. This application does not limit the embodiments in this regard.

[0047] Reference Figure 2 In some embodiments of this application, a cavity structure may also be formed inside the lower crossbeam 31 of the cabin. The opening of the cavity structure is set towards the second front bulkhead 12 to jointly enclose and form a closed box-shaped cross-section structure.

[0048] Reference Figure 2 and Figure 3 In some embodiments of this application, the front crossbeam 14 is provided with a first flange 142 and a second flange 143. Along the arrangement direction of the first connecting part 111 and the second connecting part 112, the first flange 142 and the second flange 143 are respectively located on both sides of the opening. The first flange 142 is attached and fixed to the first front panel 11, and the second flange 143 overlaps with the connection area 13 of the third connecting part 121 and the second connecting part 112.

[0049] The front crossbeam 14 is provided with a first flange 142 and a second flange 143. Along the arrangement direction of the first connecting part 111 and the second connecting part 112, the first flange 142 and the second flange 143 are located on both sides of the opening. This means that along the arrangement direction of the first connecting part 111 and the second connecting part 112, the side wall of the reinforcing cavity 141 extends outward to form a horizontal or angled mounting edge (first flange 142 and second flange 143).

[0050] It should be noted that when the second flange 143 overlaps with the connection area 13 of the third connecting portion 121 and the second connecting portion 112, the positional relationship between the second flange 143, the third connecting portion 121 and the second connecting portion 112 can be varied. For example, the second flange 143 can be located on the side of the third connecting portion 121 facing away from the second connecting portion 112; or, the second flange 143 can also be located on the side of the second connecting portion 112 facing away from the third connecting portion 121; or, the second flange 143 can also be located between the second connecting portion 112 and the third connecting portion 121.

[0051] Here, the front beam 14 is fixed to the first front panel 11 over a large area via the first flange 142, effectively increasing the connection interface between the two and improving their connection strength. The front beam 14 overlaps with the connection area 13 formed by the second flange 143, the third connecting part 121, and the second connecting part 112. On the one hand, this directly enhances the structural rigidity and load-bearing capacity of the connection area 13, suppressing its deformation and failure risk under extreme loads; on the other hand, it can connect the mechanical connection between the first front panel 11 and the second front panel 12, optimizing the continuity of force flow transmission between the first front panel 11 and the second front panel 12.

[0052] Reference Figure 2 In some embodiments of this application, the depth of the reinforcing cavity 141 gradually decreases along the direction from the second connecting portion 112 to the first connecting portion 111.

[0053] Along the direction from the second connecting part 112 to the first connecting part 111, the depth of the reinforcing cavity 141 gradually decreases, meaning that the reinforcing cavity 141 is not a groove of uniform depth, but its depth becomes shallower and shallower along the aforementioned direction.

[0054] Under actual operating conditions, the stress on each region of the front bulkhead assembly 1 is non-uniformly distributed. The area near the second connection 112, which is directly connected to the bottom load-bearing structure, is a high-stress zone, forming the main force input and output channel; while the stress level gradually decreases along the direction from the second connection 112 to the first connection 111. Based on this mechanical characteristic, this application designs the reinforcing cavity 141 with a depth-reducing configuration, ensuring its cross-sectional dimensions are positively matched to the stress distribution gradient. Specifically, a deeper cavity is provided near the second connection 112, which bears higher stress, to enhance local stiffness and load-bearing capacity; while the cavity depth is gradually reduced in the direction of the first connection 111, where stress is lower, to rationally remove redundant material. In this way, sufficient strength and stiffness are ensured in the high-stress area, while the weight of the component is effectively controlled by removing excess mass in the low-stress area, thus optimizing the material configuration of the front bulkhead beam 14.

[0055] In actual operating conditions, the stress on different areas of the front assembly 1 is not uniformly distributed. Typically, the area directly connected to the main load-bearing structure (such as the bottom assembly connected to the second connection 112) experiences higher stress and is the primary force input / output zone. Along the direction from the second connection 112 to the first connection 111, the depth of the reinforcing cavity 141 gradually decreases, allowing the depth of the reinforcing cavity 141 to match the expected stress distribution gradient. More material is placed in high-stress areas (near the second connection 112) (making the reinforcing cavity 141 deeper), while less material is used in low-stress areas (near the first connection 111) (making the reinforcing cavity 141 shallower). This achieves optimal lightweighting while maintaining overall structural strength, reducing unnecessary material usage.

[0056] Of course, in some embodiments, the reinforcing cavity 141 may also adopt a uniform depth design along the direction from the second connecting portion 112 to the first connecting portion 111. This application does not limit this aspect.

[0057] Reference Figure 2 and Figure 3 In some embodiments of this application, the third connecting portion 121 overlaps with and is fixed to the second connecting portion 112.

[0058] The third connecting part 121 overlaps and fits with the second connecting part 112, meaning that the third connecting part 121 of the second front panel 12 and the second connecting part 112 of the first front panel 11 cover each other in space, forming an overlapping relationship. At the same time, the surfaces of the third connecting part 121 and the second connecting part 112 are in close contact and are fixed together by welding, riveting, bonding or a combination thereof.

[0059] Here, the third connecting part 121 overlaps and is fixedly fitted to the second connecting part 112, which increases the effective connection area between the third connecting part 121 and the second connecting part 112. By expanding the welding or bonding area, the load-bearing capacity and peel strength of the connection interface are directly enhanced. In addition, the increased bonding surface can form a complete and continuous contact interface between the third connecting part 121 and the second connecting part 112, improving the sealing performance of the front bulkhead assembly 1 between the engine compartment and the passenger compartment, and effectively preventing liquid leakage and airflow.

[0060] Of course, in some embodiments, the third connecting part 121 and the second connecting part 112 can also be connected to each other, that is, the end of the third connecting part 121 is connected to the end of the second connecting part 112.

[0061] In some embodiments of this application, the front beam 14 is a plate-like structure, and the front beam 14 is attached and fixed to the first front panel 11.

[0062] Here, the front beam 14 adopts a plate-like structure design and is fitted and fixed to the first front panel 11. This structural form significantly enhances the bending stiffness and overall stability of the first front panel 11 by forming a composite cross section, effectively suppressing its deformation under load. On the other hand, the plate-like structure has good adaptability to stamping processes, making it easy to achieve one-time forming, improving material utilization and production efficiency, thereby effectively reducing the manufacturing cost of the front assembly 1.

[0063] In some embodiments of this application, the thickness of the second front panel 12 is greater than the thickness of the first front panel 11.

[0064] In actual operation, the first front bulkhead 11 mainly serves as the space sealing and sound insulation between the engine compartment and the passenger compartment, while the second front bulkhead 12 is an important component of the main load-bearing structure of the front engine compartment. Here, the thickness of the second front bulkhead 12 is set to be greater than that of the first front bulkhead 11, which allows for localized reinforcement of key areas for collision force transmission while meeting the requirements of lightweighting and functionality.

[0065] Of course, in some embodiments, the second front bulkhead 12 may also be made of a higher strength material, such as high-strength steel, compared to the first front bulkhead 11.

[0066] In some embodiments of this application, the ratio of the thickness of the second front panel 12 to the thickness of the first front panel 11 is greater than or equal to 1.6.

[0067] The ratio of the thickness of the second front bulkhead 12 to the thickness of the first front bulkhead 11 is greater than or equal to 1.6, meaning that the thickness of the second front bulkhead 12 is at least the thickness of the first front bulkhead 11. For example, the thickness of the first front bulkhead 11 can be 0.7 mm, and the thickness of the second front bulkhead 12 can be 1.2 mm.

[0068] Through calculation and experimental verification, the thickness ratio of the second front panel 12 to the first front panel 11 is set to be no less than 1.6. This ensures that the second front panel 12, as the main load-bearing structure, has the necessary stiffness and strength reserves. It also sets a quantifiable, verifiable and process-feasible engineering design benchmark for the performance of this key area.

[0069] Reference Figure 1 , Figure 4 and Figure 5 In some embodiments of this application, the second connecting part 112 is provided with a first clearance opening 1121, and the third connecting part 121 is provided with a second clearance opening 1211. When the third connecting part 121 is connected to the second connecting part 112, the first clearance opening 1121 and the second clearance opening 1211 together form a clearance hole for the steering column to pass through.

[0070] During vehicle assembly, the steering column needs to pass through the front engine compartment, front bulkhead assembly 1, and into the passenger compartment to connect to the steering wheel. Therefore, a corresponding through structure needs to be provided in the front bulkhead assembly 1. To this end, this application provides a first clearance opening 1121 in the second connecting part 112 and a second clearance opening 1211 in the third connecting part 121. When the second connecting part 112 and the third connecting part 121 are assembled and connected, the first clearance opening 1121 and the second clearance opening 1211 together form a complete clearance hole for the steering column to pass through. This split opening design has two advantages: firstly, it splits the complete through hole into partial openings on two parts, avoiding the creation of large-area holes on a single plate, thereby maximizing the preservation of the integrity of the main structure of the plate and reducing the weakening of the overall rigidity and strength; secondly, the first clearance opening 1121 and the second clearance opening 1211 can serve as positioning references for each other during assembly, assisting in the rapid and accurate alignment of the first front bulkhead 11 and the second front bulkhead 12, improving assembly efficiency and accuracy.

[0071] By adopting the solution of this application, the overall structural strength of the front cabin is significantly improved. Under frontal collision conditions, the maximum intrusion of the front bulkhead assembly 1 can be reduced by approximately 40 mm, and the maximum intrusion of the foot pedal area can be reduced by approximately 25 mm, effectively meeting the occupant protection requirements.

[0072] Furthermore, while ensuring overall performance, the improved overall structural strength of the forward nacelle allows for lightweight optimization of the front bulkhead crossbeam 14 and the lower nacelle crossbeam 31. For example, the thickness of the front bulkhead crossbeam can be reduced by 0.3mm, and its cross-sectional dimensions can be reduced accordingly; the thickness of the lower nacelle crossbeam 31 can be reduced by 0.4mm, and its cross-sectional dimensions can be reduced accordingly. Through these optimizations, production costs can be reduced while simultaneously decreasing weight, achieving a balance between safety, lightweight design, and economy.

[0073] This application also provides a vehicle, as shown in reference to Figure 1 The vehicle includes the front enclosure component 1 described in the above embodiments.

[0074] In the vehicle of this application, since the front bulkhead component 1 of the above embodiment is included, the same beneficial effects can be achieved. That is, the structural strength of the front bulkhead component 1 can be improved.

[0075] Additionally, refer to Figure 1 The vehicle also includes a left A-pillar inner panel assembly 4 and a right A-pillar inner panel assembly 5, which are respectively connected to both sides of the front bulkhead assembly 1.

[0076] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A front fascia assembly (1), characterized in that, include: A first front panel (11) has a first connecting portion (111) and a second connecting portion (112) disposed opposite to each other, wherein the first connecting portion (111) is used to connect with the drainage assembly (2); The second front panel (12) has a third connecting part (121) and a fourth connecting part (122) disposed opposite to each other. The third connecting part (121) is connected to the second connecting part (112), and the fourth connecting part (122) is used to connect to the bottom support assembly (3). A front beam (14) is connected to at least one of the first front panel (11) and the second front panel (12), and at least a portion of the front beam (14) overlaps with the connection area (13) of the third connecting part (121) and the second connecting part (112).

2. The front fascia assembly (1) according to claim 1, characterized in that, A reinforcing cavity (141) is formed inside the front beam (14), the reinforcing cavity (141) has an opening, the opening is disposed toward the first front panel (11).

3. The front fascia assembly (1) according to claim 2, characterized in that, The front crossbeam (14) is provided with a first flange (142) and a second flange (143). Along the arrangement direction of the first connecting part (111) and the second connecting part (112), the first flange (142) and the second flange (143) are respectively located on both sides of the opening. The first flange (142) is fitted and fixed to the first front panel (11), and the second flange (143) overlaps with the connecting area (13).

4. The front fascia assembly (1) according to claim 2, characterized in that, Along the direction from the second connecting portion (112) to the first connecting portion (111), the depth of the reinforcing cavity (141) gradually decreases.

5. The front fascia assembly (1) according to any one of claims 1-4, characterized in that, The third connecting part (121) overlaps with and is fixed to the second connecting part (112).

6. The front fascia assembly (1) according to any one of claims 1-4, characterized in that, The front beam (14) is a plate-like structure, and the front beam (14) is attached and fixed to the first front panel (11).

7. The front fascia assembly (1) according to any one of claims 1-4, characterized in that, The thickness of the second front panel (12) is greater than the thickness of the first front panel (11).

8. The front fascia assembly (1) according to claim 7, characterized in that, The ratio of the thickness of the second front panel (12) to the thickness of the first front panel (11) is greater than or equal to 1.

6.

9. The front fascia assembly (1) according to any one of claims 1-4, characterized in that, The second connecting part (112) is provided with a first clearance opening (1121), and the third connecting part (121) is provided with a second clearance opening (1211). When the third connecting part (121) is connected to the second connecting part (112), the first clearance opening (1121) and the second clearance opening (1211) together form a clearance hole for the steering column to pass through.

10. A vehicle, characterized in that, The vehicle includes the front bulkhead assembly (1) as described in any one of claims 1-9.

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