Front wall support and vehicle

Abstract

The application relates to the technical field of vehicles, and discloses a front wall support and a vehicle, wherein the front wall support comprises a first connecting part and a second connecting part; the first connecting part comprises a pair of support pieces; the support pieces are sequentially distributed along a second direction; the support pieces are respectively provided with opposite first ends and second ends along a first direction; the first ends of the support pieces are connected with the second connecting part; the support pieces are provided with a first surface along a third direction; the second connecting part is provided with a second surface along the third direction; the first surface and the second surface are connected, and the first surface and the second surface are arranged at an included angle. The support pieces are provided with curved parts; the two sides of the curved parts along the second direction respectively form convex structures and concave structures; the convex structure on one support piece is convex in a direction away from the other support piece; and the convex direction of the convex structure on the same support piece is consistent with the concave direction of the concave structure. The application can solve the problem of the contradiction between the collision safety and the riding comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a front bulkhead bracket and a vehicle. Background Technology

[0002] Small overlap frontal collisions (SAW) refer to a vehicle impacting a non-deformable rigid barrier or pole at high speed with a 25% or 15% overlap (on one side of the front). In SAWs, the concentrated collision load and complex transmission path place more stringent demands on the front compartment structure in terms of energy absorption efficiency and passenger compartment deformation suppression. Simultaneously, NVH (Noise, Vibration, and Harshness) performance, as a key factor affecting ride quality, also sets high limits on the stiffness and modal performance of the vehicle body structure, requiring structural components to meet both safety and comfort requirements under various operating conditions.

[0003] In existing technologies, to address the load transfer and intrusion control requirements in small offset collisions, the connecting bracket between the CCB (Cross CarBeam) and the front bulkhead is typically made of high-strength steel or cast aluminum to enhance overall connection stiffness and modal performance. This design aims to ensure that components such as the steering wheel do not experience significant vibrations due to insufficient structural stiffness during normal driving. However, in actual collisions, excessive bracket stiffness can limit its effective bending deformation and energy absorption capacity, thereby increasing the transfer of collision energy to the passenger compartment. This results in excessive intrusion into the steering wheel and pillar, compromising occupant safety. Conversely, deliberately reducing bracket strength to enhance collision energy absorption can easily lead to a decrease in structural modalities, causing steering wheel vibration during vehicle operation, and even numbness in the driver's hands, thus worsening the overall vehicle NVH experience.

[0004] Therefore, existing designs lack a precise guidance and control mechanism for the bending path of the support during a collision, preventing the structure from achieving the expected progressive crushing and energy absorption when needed. This uncertainty in bending behavior not only limits the occupant compartment protection in small offset collisions but also affects the vibration performance of the steering wheel system under normal operating conditions, thus hindering the synergistic improvement of overall vehicle safety and comfort. Utility Model Content

[0005] In view of this, this application provides a front bulkhead bracket and vehicle to solve the problem that existing CCB front bulkhead brackets are unable to achieve an effective balance between the bending energy absorption required for small offset collisions and the high rigidity and high modal characteristics of the whole vehicle, resulting in a contradiction between collision safety and ride comfort.

[0006] In a first aspect, this application provides a front support bracket having intersecting first, second, and third directions, including: The first connecting part and the second connecting part are distributed sequentially along the first direction, and the first connecting part and the second connecting part are connected. The first connecting part includes a pair of support members, which are distributed sequentially along the second direction. Each support member has a first end and a second end opposite to each other along the first direction. The first end of the support member is connected to the second connecting part. Each support member has a first surface along the third direction, and the second connecting part has a second surface along the third direction. The first surface and the second surface are connected, and the first surface and the second surface are set at an angle. The support member is provided with a curved portion, and the curved portion forms a protruding structure and a recessed structure on both sides along the second direction, respectively. The protruding structure on one support member protrudes in a direction away from the other support member, and the protruding direction of the protruding structure on the same support member is consistent with the recessed direction of the recessed structure.

[0007] Beneficial effects: By providing curved sections with specific protrusion and concavity directions on a pair of supports at the first connection, clear guidance is provided for the deformation of the support in a small offset collision. This allows the supports to undergo directional and controllable buckling deformation according to the preset curved section structure when subjected to collision loads, thereby transforming disordered crushing into an ordered bending energy absorption process. This effectively overcomes the defect of unpredictable bending paths in existing technologies, and can maintain the overall stability of the structure during deformation while absorbing collision energy and reducing occupant compartment intrusion, achieving collision safety and high stiffness with high modal compatibility.

[0008] In an optional embodiment, the support member has a groove on the side opposite to the first surface along the third direction, the groove has a first groove wall and a second groove wall opposite to each other along the second direction, the first groove wall and the second groove wall are respectively provided with a first collapse hole and a second collapse hole, and at least a portion of the collapse hole is located in the bend. The collapse hole and the bend form a collapse region.

[0009] Beneficial effects: By incorporating crumple holes within the bend in the groove wall of the support component's side recess, a synergistic crumple zone is formed together with the bend. These crumple holes, acting as pre-designed structural weakening points, precisely guide plastic deformation from its inception and propagation within this area. Combined with the geometrical guiding effect of the bend, this further refines and stabilizes the bending path of the support. This dual-guidance mechanism enhances the efficiency and predictability of energy absorption, ensuring smooth crumple of the front support with lower fluctuations, thereby more reliably controlling the transmission of impact forces and the intrusion of the directional columns.

[0010] In one optional embodiment, the support member is provided with the collapse region and the reinforcing region sequentially along the direction from the first end to the second end, and a first reinforcing rib is provided in the groove. The first reinforcing rib and the reinforcing region are provided correspondingly along the third direction, and the two opposite ends of the first reinforcing rib are respectively connected to the first groove wall and the second groove wall.

[0011] Beneficial effects: By dividing the support into a crumple zone and a reinforced zone, and by setting a first reinforcing rib connecting the two side groove walls within the groove belonging to the reinforced zone, precise zoning of structural functions is achieved. The presence of the reinforced zone and the first reinforcing rib provides necessary local stiffness and strength support for the support in non-crunch areas, which helps to improve the overall modal frequency of the support, thereby improving NVH performance.

[0012] In one alternative embodiment, the thickness of the groove at the bottom of the reinforcing region along the third direction is greater than the thickness of the collapsing region along the third direction.

[0013] Beneficial effects: By making the thickness of the support in the reinforced area greater than that in the crumple zone, the thicker reinforced area improves the bending and deformation resistance of that area, while the thinner crumple zone reduces its initial buckling strength, making it easier to initiate deformation during a collision. This makes the balance between collision energy absorption and NVH performance more reliable and efficient.

[0014] In one optional embodiment, a first weight-reducing hole is provided on the first surface, and a second weight-reducing hole is provided on the groove wall of the groove, wherein both the first weight-reducing hole and the second weight-reducing hole are located within the reinforcing area.

[0015] Beneficial effects: By setting the first and second weight-reducing holes in the reinforced area, the negative impact of these weight-reducing holes on the overall structural stiffness and modal performance is minimized because they are located in the reinforced area, thus achieving effective weight reduction.

[0016] In one alternative embodiment, the first ends of the pair of supports are respectively connected to the two ends of the second connecting portion along the second direction, the first groove wall on one of the supports is connected to the first groove wall on the other support, and the second groove wall on one of the supports is connected to the second groove wall on the other support.

[0017] Beneficial effects: By connecting the corresponding groove walls of the crumple zones on a pair of support members, the overall integrity and torsional stiffness of the bracket in the second direction are enhanced, allowing the two support members to work together better under stress and jointly resist deformation. This not only helps improve the vibration performance of the bracket during normal driving, but also ensures more synchronized and stable deformation of the structures on both sides during a collision.

[0018] In one alternative embodiment, a groove is provided on the second side of the second connecting portion, and a second reinforcing rib and a third reinforcing rib are provided in the groove, the second reinforcing rib and the third reinforcing rib intersecting.

[0019] Beneficial effects: By setting a groove on the second surface of the second connection and arranging intersecting second and third reinforcing ribs therein, the in-plane stiffness and bending resistance of the second connection (typically the area connected to key components such as the column) are enhanced. This reinforcement effectively suppresses vibration transmission from the steering wheel and column, and has a direct and significant effect on improving steering wheel modes and preventing driver hand numbness, thereby improving the vehicle's NVH experience at its source.

[0020] In one optional embodiment, a third connecting portion is provided at the second end of the first connecting portion; The third connecting portion is adapted to be connected to the front bulkhead assembly, and the second connecting portion is adapted to be connected to the instrument panel beam assembly.

[0021] Beneficial effects: By setting a third connecting part that is connected to the front bulkhead assembly, and the second connecting part that is connected to the instrument panel crossbeam assembly, the front bulkhead bracket is able to bear the force in the vehicle body's force transmission path. This ensures that the collision load can be orderly transmitted and absorbed from the front bulkhead assembly through the front bulkhead bracket, and finally to the instrument panel crossbeam assembly, thus ensuring the connection rigidity and reliability of each connection point under normal working conditions.

[0022] In one alternative embodiment, the first connecting portion, the second connecting portion, and the third connecting portion are integral structures formed by casting.

[0023] Beneficial effects: By making the first, second, and third connecting parts a cast, integral structure, the integrity of the components is ensured. This one-piece molding structure avoids problems such as stress concentration, quality fluctuations, and insufficient connection stiffness that may arise from welding or bolted connections, resulting in superior structural integrity and consistency for the bracket.

[0024] Secondly, this application also provides a vehicle, including: Front bulkhead assembly and instrument panel crossbeam assembly; The front bulkhead bracket, the instrument panel beam assembly, the front bulkhead bracket, and the front bulkhead assembly are connected in sequence.

[0025] Beneficial effects: Applying the front bulkhead bracket to a vehicle allows it to form a complete system with the vehicle's front bulkhead components and dashboard crossbeam components, creating a complete vehicle product with improved safety and NVH performance. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a top view of the front support bracket in an embodiment of this application; Figure 2 This is a side view of the front support bracket in an embodiment of this application; Figure 3 This is a bottom view of the front support bracket in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the second connecting part in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of the first connecting part in an embodiment of this application; Figure 6 This is a schematic diagram of the groove structure in an embodiment of this application; Figure 7 This is a structural schematic diagram of the instrument panel beam assembly in an embodiment of this application.

[0028] Explanation of reference numerals in the attached figures: 1. First connecting part; 101. Support member; 1011. First end; 1012. Second end; 1013. First surface; 1014. Protruding structure; 1015. Recessed structure; 1016. Groove; 1017. First contraction hole; 1018. Second contraction hole; 1019. First reinforcing rib; 1110. First groove wall; 1111. Second groove wall; 1112. First weight-reducing hole; 1113. Second weight-reducing hole; 102. Contraction area; 103. Reinforcing area; 2. Second connecting part; 201. Second surface; 202. Settling groove; 203. Second reinforcing rib; 204. Third reinforcing rib; 3. Third connecting part; 4. Instrument panel crossbeam assembly; 401. CCB crossbeam; 402. CCB center channel mounting bracket; 403. CCB side panel mounting structure; 404. CCB auxiliary support leg; X, first direction; Y, second direction; Z, third direction. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] The following is combined Figures 1 to 7 This describes an embodiment of the present application.

[0031] According to an embodiment of this application, in one aspect, a front support bracket is provided, having intersecting first directions X, second directions Y, and third directions Z, including a first connecting portion 1 and a second connecting portion 2. The first connecting portion 1 and the second connecting portion 2 are sequentially distributed along the first direction X and are connected to each other. The first connecting portion 1 includes a pair of support members 101, which are sequentially distributed along the second direction Y. Each support member 101 has a first end 1011 and a second end 1012 respectively along the first direction X. The first end 1011 of the support member 101 is connected to the second connecting portion 2. The support member 101 has a first surface 1013 along the third direction Z. The second connecting portion 2 has a second surface 201 along the third direction Z. The first surface 1013 and the second surface 201 are connected and are arranged at an angle. The support member 101 is provided with a curved portion, and the curved portion forms a protruding structure 1014 and a recessed structure 1015 on both sides along the second direction Y. The protruding structure 1014 on one support member 101 protrudes in a direction away from the other support member 101, and the protruding direction of the protruding structure 1014 on the same support member 101 is consistent with the recessed direction of the recessed structure 1015.

[0032] It should be noted that the first direction X is the vehicle's longitudinal direction, the second direction Y is the vehicle's width direction, and the third direction Z is the vehicle's height direction. Each support has a first surface 1013 along the third direction Z, while the second connecting part 2 has a second surface 201 along the third direction Z. The first surface 1013 and the second surface 201 are connected and set at an angle, which provides initial geometric guidance for subsequent deformation. To achieve controllable collapse, each support 101 is provided with a curved portion. The curved portion forms a protruding structure 1014 and a recessed structure 1015 on both sides along the second direction Y. This specific geometric shape causes the moment of inertia of the support 101 to change directionally, enabling preferential and directional bending deformation under small offset collision loads, thereby guiding the entire support to bend orderly along a preset path and effectively absorbing collision energy.

[0033] Optionally, the front bulkhead bracket can be made of magnesium alloy, which can significantly reduce the weight of the components and improve the vehicle's fuel economy or driving range. At the same time, magnesium alloy has excellent damping characteristics, and its shock absorption effect is better than that of aluminum alloy. It can more effectively absorb and dissipate structural vibration energy, which helps to improve the vehicle's NVH performance. In addition, magnesium alloy also has good casting fluidity and high specific strength, which makes it easy to integrally form complex geometric structures (such as guide grooves, reinforcing ribs, etc.) through high pressure casting process. This allows for the synergistic optimization of lightweight, safety and comfort while ensuring structural rigidity and collision energy absorption requirements.

[0034] In this embodiment, by providing curved portions with specific protrusion and concavity directions on a pair of support members 101 of the first connecting portion 1, clear guidance is provided for the deformation of the support in a small offset collision. This allows the support members 101 to undergo directional and controllable buckling deformation according to the preset curved portion structure when subjected to collision load, thereby transforming disordered crushing into an ordered bending energy absorption process. This effectively overcomes the defect of unpredictable bending paths of the support in the prior art, and can maintain the overall stability of the structure during the deformation process while absorbing collision energy and reducing the intrusion of the occupant compartment, achieving collision safety and high stiffness and high modal compatibility.

[0035] In one embodiment, the support member 101 has a groove 1016 on its side opposite to the first surface 1013 along the third direction Z. The groove 1016 has opposing first groove walls 1110 and second groove walls 1111 along the second direction Y. The first groove walls 1110 and second groove walls 1111 are respectively provided with a first collapse hole 1017 and a second collapse hole 1018, with at least a portion of the collapse hole located in the bend. The collapse hole and the bend constitute a collapse region 102.

[0036] It should be noted that the position, length, and width of the first and second crumple holes 1017 and 1018 were determined after analysis using a Design of Experiments (DOE) parameter optimization system. Multiple rounds of iterative simulations were conducted on the opening parameters, using bending energy absorption, initial crumple force, and the first-order mode of the front support as optimization objectives. The crumple holes were set as rectangular structures with dimensions of approximately 68mm * 46mm.

[0037] In this embodiment, a crumple hole located within the bend is provided on the groove wall of the side groove 1016 of the support member 101, forming a synergistic crumple zone 102 together with the bend. The crumple hole, as a pre-set structural weakening point, can precisely guide plastic deformation from the initiation and expansion of this zone. Combined with the geometrical guiding effect of the bend, it further refines and stabilizes the bending path of the support. This dual-guidance mechanism improves the efficiency and predictability of energy absorption, ensuring that the front support achieves smooth crumple with lower fluctuations, thereby more reliably controlling the transmission of impact force and the intrusion of the directional column.

[0038] In one embodiment, a collapsible region 102 and a reinforcing region 103 are sequentially provided on the support member 101 along the direction from the first end 1011 to the second end 1012. A first reinforcing rib 1019 is provided in the groove 1016. The first reinforcing rib 1019 and the reinforcing region 103 are correspondingly provided along the third direction Z. The two opposite ends of the first reinforcing rib 1019 are respectively connected to the first groove wall 1110 and the second groove wall 1111.

[0039] It should be noted that, in order to achieve the functional zoning of the crumple zone 102 guiding deformation and the reinforcement zone 103 maintaining stiffness, the area of ​​the support member 101 along the first direction X from the first end 1011 to the second end 1012 is divided into the crumple zone 102 and the reinforcement zone 103. A first reinforcing rib 1019 is provided in the groove 1016 corresponding to the reinforcement zone 103, enhancing the stiffness and stability of the reinforcement zone 103 in the second direction Y, thereby effectively improving the modal performance of the support while ensuring collision safety.

[0040] Optionally, multiple first reinforcing ribs 1019 may be provided along the extending direction of the groove 1016, and the multiple first reinforcing ribs 1019 are distributed at intervals within the groove 1016.

[0041] In this embodiment, by dividing the support member 101 into a collapsible region 102 and a reinforcing region 103, and by providing a first reinforcing rib 1019 connecting the two sides of the groove wall in the groove 1016 belonging to the reinforcing region 103, precise zoning of structural functions is achieved. The presence of the reinforcing region 103 and the first reinforcing rib 1019 provides necessary local stiffness and strength support for the support in non-collapsed areas, which helps to improve the overall modal frequency of the support, thereby improving NVH performance.

[0042] In one embodiment, the thickness of the groove 1016 at the bottom of the reinforcing region 103 along the third direction Z is greater than the thickness of the groove 1016 at the bottom of the collapsing region 102 along the third direction Z.

[0043] It should be noted that by thickening the bottom platform (i.e., reinforced area 103) that does not participate in bending, its wall thickness can reach approximately 4.5 mm. This allows for a more reliable and efficient balance between impact energy absorption and NVH performance through optimized material distribution without introducing additional parts.

[0044] In this embodiment, by making the thickness of the support member 101 in the reinforced region 103 greater than its thickness in the collapsible region 102, the thicker reinforced region 103 improves the bending and deformation resistance of the region, while the thinner collapsible region 102 reduces its initial buckling strength, making it easier to initiate deformation in a collision, thus making the balance between collision energy absorption and NVH performance more reliable and efficient.

[0045] In one embodiment, a first weight-reducing hole 1112 is provided on the first surface 1013, and a second weight-reducing hole 1113 is provided on the groove wall of the groove 1016. Both the first weight-reducing hole 1112 and the second weight-reducing hole 1113 are located within the reinforcing region 103.

[0046] It should be noted that, given that the reinforced region 103 has sufficient rigidity and strength through thickening and setting the first reinforcing rib 1019, weight-reduction holes can be wisely set in this region to achieve the goal of lightweighting. The weight-reduction holes are located in the reinforced region 103, and their negative impact on the overall stiffness and modal characteristics is minimized, thereby achieving further weight reduction beyond the cast magnesium material without sacrificing key mechanical properties.

[0047] In this embodiment, by providing a first weight-reducing hole 1112 and a second weight-reducing hole 1113 in the reinforced region 103, the negative impact of these weight-reducing holes on the overall structural stiffness and modal performance is minimized because these weight-reducing holes are located in the reinforced region, thus achieving effective weight reduction.

[0048] In one embodiment, the first ends 1011 of a pair of support members 101 are respectively connected to the two ends of the second connecting portion 2 along the second direction Y, the first groove wall 1110 on one support member 101 is connected to the first groove wall 1110 on the other support member 101, and the second groove wall 1111 on one support member 101 is connected to the second groove wall 1111 on the other support member 101.

[0049] It should be noted that, in order to enhance the cooperative work and overall torsional resistance between the two support members 101, the groove wall with the first collapse hole 1017 on one support member 101 is connected to the groove wall with the first collapse hole 1017 on the other support member 101 to form a transverse connection part.

[0050] In this embodiment, by connecting the corresponding groove walls of the collapsible holes on a pair of support members 101, the overall integrity and torsional stiffness of the bracket in the second direction Y are enhanced, enabling the two support members 101 to work together better under stress and jointly resist deformation. This not only helps improve the vibration performance of the bracket during normal driving, but also ensures that the deformation of the structures on both sides is more synchronized and stable during a collision.

[0051] In one embodiment, the second surface 201 of the second connecting part 2 is provided with a groove 202, and a second reinforcing rib 203 and a third reinforcing rib 204 are provided in the groove 202, and the second reinforcing rib 203 and the third reinforcing rib 204 intersect.

[0052] It should be noted that the second connecting part 2, as the area connecting with key components such as the steering column, can improve its rigidity by providing a groove 202 on its second surface 201, within which intersecting second reinforcing ribs 203 and third reinforcing ribs 204 are arranged. The second reinforcing ribs 203 and third reinforcing ribs 204 are arranged in a diagonal cross shape to simultaneously improve the rigidity of both the CCB mode and the column mounting point. This efficient reinforcing rib network enhances the in-plane rigidity and local compressive and bending resistance of the second connecting part 2, effectively suppressing the transmission of vibrations from the steering wheel.

[0053] Optionally, multiple sinks 202 may be provided on the second surface 201, and intersecting second reinforcing ribs 203 and third reinforcing ribs 204 may be provided in each sink 202.

[0054] In this embodiment, by providing a groove 202 on the second surface 201 of the second connecting portion 2 and arranging intersecting second reinforcing ribs 203 and third reinforcing ribs 204 therein, the in-plane stiffness and bending resistance of the second connecting portion 2 (typically the area connected to key components such as the steering column) are enhanced. This reinforcement can effectively suppress the transmission of vibrations from the steering wheel and the steering column, and has a direct and significant effect on improving the steering wheel mode and preventing driver hand numbness, thereby improving the vehicle's NVH experience at its source.

[0055] In one embodiment, a third connecting portion 3 is provided at the second end 1012 of the first connecting portion 1. The third connecting portion 3 is adapted to be connected to the front bulkhead assembly, and the second connecting portion 2 is adapted to be connected to the instrument panel beam assembly 4.

[0056] It should be noted that the second connecting part 2 is connected to the CCB crossbeam 401 of the instrument panel crossbeam assembly 4. The instrument panel crossbeam assembly 4 specifically includes the CCB crossbeam 401, the CCB front bulkhead bracket, the CCB center channel mounting bracket 402, the CCB side bulkhead mounting structure 403, and the CCB auxiliary support leg 404. The front bulkhead assembly includes a front bulkhead panel and an instrument panel mounting plate, and the third connecting part 3 is specifically connected to the front bulkhead panel.

[0057] Understandably, the second connection 2 of the front bulkhead bracket is directly connected to the CCB crossbeam 401 via bolts or other fasteners. Typically, the steering column is also installed in the same area or very close to the CCB crossbeam 401; therefore, the second connection 2 of the front bulkhead bracket can be considered to simultaneously serve the mounting rigidity of both the CCB crossbeam 401 and the steering column. The third connection 3 of the front bulkhead bracket is directly fixed to the front bulkhead panel (or upper front bulkhead panel) via one or more bolts.

[0058] In this embodiment, by setting a third connecting part 3, which is connected to the front bulkhead assembly, and the second connecting part 2, which is connected to the instrument panel crossbeam assembly 4, the front bulkhead bracket is able to receive the force in the vehicle body transmission path. This ensures that the collision load can be orderly transmitted and absorbed from the front bulkhead assembly through the front bulkhead bracket, and finally to the instrument panel crossbeam assembly 4, ensuring the connection rigidity and reliability of each connection point under normal working conditions.

[0059] In one embodiment, the first connecting part 1, the second connecting part 2, and the third connecting part 3 are integral structures formed by casting.

[0060] Optionally, in the casting process, this application reduces material accumulation at the root of the side ribs by decreasing the draft angle. Specifically, by reducing the inclination of the rib sidewalls, making its cross-section closer to a rectangle rather than a trapezoid, material accumulation at the connection between the rib root and the main body is effectively reduced. This design, while ensuring smooth demolding of the casting, precisely reduces the local stiffness of the collapse region 102, preventing this region from obstructing the preset bending path due to excessive reinforcement. Thus, while improving casting feasibility, it significantly enhances the folding energy absorption performance and lightweight level of the bracket in a collision.

[0061] Optionally, in the casting process, the first connecting portion 1 and the second connecting portion 2 are configured with opposite draft directions. Specifically, the draft direction of the first connecting portion 1 points from the first end 1011 of the support member 101 to its second end 1012, that is, from the end closer to the second connecting portion 2 to the free end away from that end. Forming with this draft direction allows for the creation of a wall thickness gradient favorable for initial buckling in a specific area of ​​the support member 101 (especially the pre-designed crumple zone 102), making it a structurally "weak side" that preferentially bends under impact loads. The draft direction of the second connecting portion 2 is along the third direction Z, i.e., the vehicle height direction, pointing away from the first surface 1013 of the support member 101. This allows the second connecting portion 2 itself to have a uniform and sufficient wall thickness to maintain its stiffness and strength as a key mounting point for connection to the column structure.

[0062] In this embodiment, the first connecting part 1, the second connecting part 2, and the third connecting part 3 are integrally cast structures, ensuring the integrity of the components. The integrally cast structure avoids problems such as stress concentration, quality fluctuations, and insufficient connection rigidity that may be caused by welding or bolting, resulting in the bracket having better structural integrity and consistency.

[0063] According to an embodiment of this application, another aspect provides a vehicle including a front bulkhead assembly, an instrument panel crossbeam assembly 4, and a front bulkhead bracket, wherein the instrument panel crossbeam assembly 4, the front bulkhead bracket, and the front bulkhead assembly are connected in sequence.

[0064] In this embodiment, the front bulkhead bracket is applied to the vehicle, forming a complete system with the vehicle's front bulkhead assembly and dashboard crossbeam assembly 4, thus creating a vehicle product with improved safety and NVH performance.

[0065] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A front support bracket having intersecting first direction (X), second direction (Y), and third direction (Z), characterized in that, include: The first connecting part (1) and the second connecting part (2) are distributed sequentially along the first direction (X), and the first connecting part (1) and the second connecting part (2) are connected. The first connecting part (1) includes a pair of support members (101), which are distributed sequentially along the second direction (Y). The support members (101) are respectively provided with a first end (1011) and a second end (1012) along the first direction (X). The first end (1011) of the support member (101) is connected to the second connecting part (2). The support member (101) is provided with a first surface (1013) along the third direction (Z). The second connecting part (2) is provided with a second surface (201) along the third direction (Z). The first surface (1013) and the second surface (201) are connected, and the first surface (1013) and the second surface (201) are arranged at an angle. The support member (101) is provided with a curved portion, and the curved portion forms a protruding structure (1014) and a recessed structure (1015) on both sides along the second direction (Y). The protruding structure (1014) on one support member (101) protrudes in a direction away from the other support member (101), and the protruding direction of the protruding structure (1014) on the same support member (101) is consistent with the recessed direction of the recessed structure (1015).

2. The front support bracket according to claim 1, characterized in that, The support member (101) has a groove (1016) on the side opposite to the first surface (1013) along the third direction (Z). The groove (1016) has a first groove wall (1110) and a second groove wall (1111) along the second direction (Y). The first groove wall (1110) and the second groove wall (1111) are respectively provided with a first collapse hole (1017) and a second collapse hole (1018). At least a portion of the collapse hole is located in the bend. The collapse hole and the bend form a collapse region (102).

3. The front support bracket according to claim 2, characterized in that, The support member (101) is provided with a collapsible region (102) and a reinforcing region (103) in sequence along the direction from the first end (1011) to the second end (1012). A first reinforcing rib (1019) is provided in the groove (1016). The first reinforcing rib (1019) and the reinforcing region (103) are provided correspondingly along the third direction (Z). The two opposite ends of the first reinforcing rib (1019) are connected to the first groove wall (1110) and the second groove wall (1111) respectively.

4. The front support bracket according to claim 3, characterized in that, The thickness of the groove (1016) at the bottom of the reinforcing region (103) along the third direction (Z) is greater than the thickness of the collapsing region (102) along the third direction (Z).

5. The front support bracket according to claim 3, characterized in that, A first weight-reducing hole (1112) is provided on the first surface (1013), and a second weight-reducing hole (1113) is provided on the groove wall of the groove (1016). Both the first weight-reducing hole (1112) and the second weight-reducing hole (1113) are located in the reinforcing area (103).

6. The front support bracket according to claim 2, characterized in that, The first ends (1011) of a pair of support members (101) are respectively connected to the two ends of the second connecting part (2) along the second direction (Y), the first groove wall (1110) on one of the support members (101) is connected to the first groove wall (1110) on the other support member (101), and the second groove wall (1111) on one of the support members (101) is connected to the second groove wall (1111) on the other support member (101).

7. The front support bracket according to any one of claims 1-6, characterized in that, The second side (201) of the second connecting part (2) is provided with a sink groove (202), and a second reinforcing rib (203) and a third reinforcing rib (204) are provided in the sink groove (202), and the second reinforcing rib (203) and the third reinforcing rib (204) intersect.

8. The front support bracket according to any one of claims 1-6, characterized in that, A third connecting part (3) is provided at the second end (1012) of the first connecting part (1); The third connecting part (3) is adapted to be connected to the front bulkhead assembly, and the second connecting part (2) is adapted to be connected to the instrument panel beam assembly (4).

9. The front support bracket according to claim 8, characterized in that, The first connecting part (1), the second connecting part (2) and the third connecting part (3) are integral structures formed by casting.

10. A vehicle, characterized in that, include: Front bulkhead assembly and instrument panel crossbeam assembly (4); The front support bracket according to any one of claims 1-9, wherein the instrument panel beam assembly (4), the front support bracket and the front assembly are connected in sequence.

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