Front compartment framework and vehicle

Abstract

A front compartment framework and a vehicle, the front compartment framework comprising: a first annular structure, the first annular structure comprising: a water tank cross beam and a wheel arch side beam, the front end of the wheel arch side beam being connected to the rear end of the water tank cross beam; a second annular structure, the second annular structure comprising: a front bumper beam and a compartment longitudinal beam, the front end of the compartment longitudinal beam being connected to the rear end of the front bumper beam; and a third annular structure, the third annular structure comprising: a sub-frame bumper beam and a sub-frame side beam, the front end of the sub-frame side beam being connected to the rear end of the sub-frame bumper beam; the front bumper beam, the water tank cross beam, and the sub-frame bumper beam are connected to one another, and / or the compartment longitudinal beam, the wheel arch side beam, and the sub-frame side beam are connected to one another. The first annular structure, the second annular structure, and the third annular structure are connected to one another so as to improve the bumper capability of the front compartment framework, effectively absorbing and dispersing collision energy, and improve the driving stability and handling performance of the vehicle.

Description

Forward engine compartment frame and vehicle

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese Patent Application No. 2024112193121, filed on September 2, 2024, entitled “Forward Cabin Frame and Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and in particular to a front engine compartment frame and a vehicle.

[0004] Background of the Invention

[0005] In automotive design, the structural strength of the engine compartment directly affects the vehicle's safety in a collision and its ability to protect occupants. As the primary structure bearing the brunt of a frontal collision, the front engine compartment must be able to absorb collision energy and effectively disperse and transfer collision forces through reasonable deformation, thereby protecting the passenger compartment. Furthermore, the front engine compartment must possess sufficient bending and torsional stiffness and good NVH performance.

[0006] In related technologies, engine compartment structures often focus on support in a single direction, but under complex and variable collision conditions, such structures are difficult to provide effective protection in all directions. Summary of the Invention

[0007] This disclosure aims to address at least one of the technical problems existing in the related art. To this end, this disclosure proposes a front engine compartment frame, in which a first ring structure, a second ring structure, and a third ring structure are interconnected to enhance the collision resistance of the front engine compartment frame, effectively absorb and disperse collision energy, and improve vehicle driving stability and handling performance.

[0008] This disclosure further proposes a vehicle.

[0009] According to a first aspect embodiment of the present disclosure, the front engine compartment frame includes: a first annular structure, the first annular structure including: a water tank crossbeam and a wheel arch side beam, the front end of the wheel arch side beam being connected to the rear end of the water tank crossbeam; a second annular structure, the second annular structure being disposed below the first annular structure, the second annular structure including: a front bumper beam and an engine compartment longitudinal beam, the front end of the engine compartment longitudinal beam being connected to the rear end of the front bumper beam; a third annular structure, the third annular structure being disposed below the second annular structure, the third annular structure including: a subframe bumper beam and a subframe side beam, the front end of the subframe side beam being connected to the rear end of the subframe bumper beam; and the front bumper beam, the water tank crossbeam, and the subframe bumper beam are interconnected, and / or the engine compartment longitudinal beam, the wheel arch side beam, and the subframe side beam are interconnected.

[0010] A vehicle according to a second aspect embodiment of this disclosure includes: the aforementioned front engine compartment frame. A first annular structure, a second annular structure, and a third annular structure are interconnected to enhance the collision resistance of the front engine compartment frame, effectively absorb and disperse collision energy, reduce the risk of passenger compartment deformation, and strengthen the overall rigidity of the entire engine compartment and even the vehicle body, thereby improving vehicle driving stability and handling performance. In the event of a collision, the synergistic effect of the first annular structure, the second annular structure, the third annular structure, and the first and second connecting components further disperses energy to a wider area of ​​the vehicle body, reducing the energy directly transferred to the passenger compartment, thereby protecting passenger safety.

[0011] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure.

[0012] Brief description of the attached figures

[0013] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0014] Figure 1 is a schematic diagram of the forward cabin frame according to an embodiment of the present disclosure.

[0015] Figure 2 is a schematic diagram of the forward cabin frame according to an embodiment of the present disclosure from another direction.

[0016] Figure 3 is a schematic diagram of the forward cabin frame according to an embodiment of the present disclosure from another direction.

[0017] Figure label:

[0018] 100. Forward fuselage frame;

[0019] 11. Water tank crossbeam; 12. Wheel arch side beam; 121. Wheel arch left side beam; 122. Wheel arch right side beam;

[0020] 21. Front bumper beam; 22. Cabin longitudinal beam; 221. Cabin left longitudinal beam; 222. Cabin right longitudinal beam;

[0021] 31. Subframe anti-collision beam; 32. Subframe side beam; 321. Subframe left side beam; 322. Subframe right side beam;

[0022] 41. First connecting piece; 42. Second connecting piece; 43. Third connecting piece; 44. Fourth connecting piece; 45. Front crossbeam of subframe; 46. Weight reduction hole.

[0023] Methods of implementing the present invention

[0024] The embodiments of this disclosure are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of this disclosure are described in detail below.

[0025] The front engine compartment frame 100 according to an embodiment of the present disclosure is described below with reference to Figures 1-3. The present disclosure also proposes a vehicle including the aforementioned front engine compartment frame 100.

[0026] In Figures 1-3, the height of the vehicle is represented by the up-down direction, the width of the vehicle is represented by the left-right direction, and the length of the vehicle is represented by the front-back direction.

[0027] As shown in Figures 1-3, the front engine compartment frame 100 includes a first ring structure, a second ring structure, and a third ring structure. The first ring structure, the second ring structure, and the third ring structure are spaced apart in the height direction and connected sequentially along the height direction, which significantly enhances the ability of the engine compartment (i.e., the front engine compartment) to absorb energy and disperse impact force during a frontal collision, thereby protecting the safety of the occupants and maintaining the structural integrity of the vehicle.

[0028] The first annular structure includes a water tank crossbeam 11 and wheel arch side beams 12, with the front end of the wheel arch side beams 12 connected to the rear end of the water tank crossbeam 11. In other words, the water tank crossbeam 11 extends along the width direction of the vehicle, and the wheel arch side beams 12 are located on one or both sides of the water tank crossbeam 11 in the width direction. The wheel arch side beams 12 are connected to the water tank crossbeam 11, improving the structural stability of the water tank crossbeam 11, thereby enhancing the collision performance and bending / torsional stiffness of the front and left / right sides of the front engine compartment frame 100, and improving NVH performance.

[0029] The second annular structure is located below the first annular structure. The second annular structure includes a front bumper beam 21 and a nacelle longitudinal beam 22, with the front end of the nacelle longitudinal beam 22 connected to the rear end of the front bumper beam 21. Specifically, the front bumper beam 21 and the nacelle longitudinal beam 22 are located below the water tank crossbeam 11 and the wheel arch side beam 12. The nacelle longitudinal beam 22 is located on one or both sides of the front bumper beam 21 in the width direction, with its front end connected to one or both sides of the front bumper beam 21 in the width direction. This improves the structural stability of the front bumper beam 21, thereby enhancing the collision performance and bending / torsional stiffness of the front and left / right sides of the front nacelle frame 100, and improving NVH performance.

[0030] The third annular structure is located below the second annular structure. The third annular structure includes a subframe anti-collision beam 31 and a subframe side beam 32, with the front end of the side beam 32 connected to the rear end of the subframe anti-collision beam 31. In other words, the subframe anti-collision beam 31 and the subframe side beam 32 are located below the front anti-collision beam 21 and the engine compartment longitudinal beam 22. The subframe side beam 32 is located on one or both sides of the subframe anti-collision beam 31 in the width direction, and its front end is connected to one or both sides of the subframe anti-collision beam 31 in the width direction. This improves the structural stability of the subframe anti-collision beam 31, thereby enhancing the collision performance and bending / torsional stiffness of the front and left / right sides of the front engine compartment frame 100, and improving NVH performance.

[0031] Furthermore, the front anti-collision beam 21, the water tank crossbeam 11, and the subframe anti-collision beam 31 are interconnected. In other words, the front sides of the first, second, and third ring structures are interconnected, improving the rigid connection between them, enhancing the collision resistance of the front and left / right sides of the front engine compartment frame 100, effectively transferring and dispersing collision energy, avoiding localized stress concentration, and significantly enhancing the engine compartment's ability to absorb energy and disperse impact forces during a frontal collision, thereby protecting the safety of the occupants and maintaining the vehicle's structural integrity.

[0032] The engine compartment longitudinal beams 22, wheel arch side beams 12, and subframe side beams 32 are interconnected. In other words, the left and / or right sides of the first, second, and third annular structures are interconnected, enhancing the front and side collision resistance of the engine compartment frame 100, effectively absorbing and dispersing collision energy, reducing the risk of passenger compartment deformation, strengthening the overall rigidity of the entire engine compartment and even the vehicle body, improving vehicle stability and handling performance, and significantly enhancing the engine compartment's ability to absorb energy and disperse impact forces during side collisions, thereby protecting the safety of occupants and maintaining the vehicle's structural integrity.

[0033] Therefore, the first, second, and third ring structures are interconnected to enhance the collision resistance of the front engine compartment frame 100, effectively absorb and disperse collision energy, and reduce the risk of passenger compartment deformation; they also enhance the overall rigidity of the entire engine compartment and even the vehicle body, improving vehicle stability and handling performance. In the event of a collision, the impact force at the front end is dispersed, and through the synergistic effect of the first, second, and third ring structures, the energy is further dispersed to a wider area of ​​the vehicle body, reducing the energy directly transmitted to the passenger compartment, thereby protecting passenger safety.

[0034] As shown in Figures 2 and 3, the front engine compartment frame 100 also includes a first connecting assembly, which connects the front anti-collision beam 21, the water tank crossbeam 11, and the subframe anti-collision beam 31. In other words, the first connecting assembly extends in the height direction, and the front sides of the first ring structure, the second ring structure, and the third ring structure are interconnected in the height direction through the first connecting assembly to connect the first ring structure, the second ring structure, and the third ring structure into a whole. This improves the connection strength of the front sides of the first ring structure, the second ring structure, and the third ring structure, enhances the collision resistance of the front engine compartment frame 100, effectively absorbs and disperses collision energy, and reduces the risk of deformation of the passenger compartment.

[0035] Furthermore, the front engine compartment frame 100 also includes a second connecting assembly, which connects the engine compartment longitudinal beam 22, the wheel arch side beam 12, and the subframe side beam 32. In other words, the second connecting assembly extends along the height direction, and the left and / or right sides of the first, second, and third annular structures are interconnected in the height direction via the second connecting assembly to connect the first, second, and third annular structures into a whole. This improves the connection strength between the left and / or right sides of the first, second, and third annular structures, enhances the collision resistance of the front engine compartment frame 100 sides, effectively absorbs and disperses collision energy, and reduces the risk of passenger compartment deformation.

[0036] The first, second, and third ring structures are interconnected to enhance the collision resistance of the front engine compartment frame 100, effectively absorbing and dispersing collision energy, reducing the risk of passenger compartment deformation, and strengthening the overall rigidity of the entire engine compartment and even the vehicle body, thereby improving vehicle stability and handling performance. In the event of a collision, the impact force at the front end is dispersed. Through the synergistic effect of the first, second, and third ring structures, as well as the first and second connecting components, the energy is further dispersed to a wider area of ​​the vehicle body, reducing the energy directly transmitted to the passenger compartment and thus protecting passenger safety.

[0037] Furthermore, the first connecting component includes: a first connector 41 and a second connector 42, the two ends of the first connector 41 being connected to the water tank crossbeam 11 and the front anti-collision beam 21 respectively, and the two ends of the second connector 42 being connected to the front anti-collision beam 21 and the subframe anti-collision beam 31 respectively. Specifically, the first connector 41 is disposed between the water tank crossbeam 11 and the front anti-collision beam 21. The front anti-collision beam 21 is disposed below the water tank crossbeam 11 in the height direction. The first connector 41 extends in the height direction to connect the water tank crossbeam 11 and the front anti-collision beam 21, so that the front sides of the first ring structure and the second ring structure can be connected to each other in the height direction, thereby improving the anti-collision performance of the front sides of the first ring structure and the second ring structure. The second connector 42 is disposed between the front anti-collision beam 21 and the subframe anti-collision beam 31. The front anti-collision beam 21 is disposed above the subframe anti-collision beam 31 in the height direction. The second connector 42 extends in the height direction to connect the front anti-collision beam 21 and the subframe anti-collision beam 31, so that the front sides of the second ring structure and the third ring structure can be connected to each other in the height direction, thereby improving the anti-collision performance of the front sides of the second ring structure and the third ring structure.

[0038] The system includes at least two first connectors 41, spaced apart between the water tank crossbeam 11 and the front bumper beam 21. Specifically, the first connectors 41 extend along the height direction, connecting the water tank crossbeam 11 and the front bumper beam 21. This allows the front sides of the first and second annular structures to connect vertically, improving their impact resistance. The at least two first connectors 41 also enhance the connection strength between the water tank crossbeam 11 and the front bumper beam 21, improving the collision resistance of the forward engine compartment frame 100, effectively absorbing and dispersing collision energy, and reducing the risk of passenger compartment deformation.

[0039] In the embodiments of this disclosure, as shown in Figures 2 and 3, there can be two first connectors 41. The first connectors 41 extend along the height direction to connect the water tank crossbeam 11 and the front anti-collision beam 21, allowing the front sides of the first and second annular structures to connect to each other in the height direction, thus improving the anti-collision performance of the front sides of the first and second annular structures. The two first connectors 41 are respectively connected to both ends of the water tank crossbeam 11 in the width direction and both ends of the front anti-collision beam 21 in the width direction, ensuring the collision resistance of the ends of the water tank crossbeam 11 and the front anti-collision beam 21, effectively absorbing and dispersing collision energy, and reducing the risk of deformation of the passenger compartment.

[0040] Furthermore, there are at least two second connectors 42, spaced apart between the subframe anti-collision beam 31 and the front anti-collision beam 21. Specifically, there can be at least two second connectors 42 extending along the height direction, so that at least two second connectors 42 can connect the front anti-collision beam 21 and the subframe anti-collision beam 31, allowing the front sides of the second annular structure and the third annular structure to connect to each other in the height direction, thereby improving the anti-collision performance of the front sides of the second annular structure and the third annular structure. At least two second connectors 42 can improve the connection strength between the front anti-collision beam 21 and the subframe anti-collision beam 31, enhance the collision resistance of the front engine compartment frame 100, effectively absorb and disperse collision energy, and reduce the risk of deformation of the passenger compartment.

[0041] In the embodiments of this disclosure, as shown in Figures 2 and 3, there can be two second connectors 42. The second connectors 42 extend along the height direction so that they can connect the front bumper beam 21 and the subframe bumper beam 31. This allows the front sides of the second and third annular structures to connect to each other in the height direction, improving the collision resistance of the front sides of the second and third annular structures. The two second connectors 42 are respectively connected to both ends of the front bumper beam 21 and the subframe bumper beam 31 in the width direction, ensuring the collision resistance of the ends of the front bumper beam 21 and the subframe bumper beam 31, effectively absorbing and dispersing collision energy, and reducing the risk of passenger compartment deformation.

[0042] Referring to Figures 2 and 3, the second connecting assembly includes a third connecting member 43 and a fourth connecting member 44. The two ends of the third connecting member 43 are respectively connected to the wheel arch side beam 12 and the engine compartment longitudinal beam 22, and the two ends of the fourth connecting member 44 are respectively connected to the engine compartment longitudinal beam 22 and the subframe side beam 32. Specifically, the third connector 43 is disposed between the wheel arch side beam 12 and the engine compartment longitudinal beam 22. The wheel arch side beam 12 is positioned above the engine compartment longitudinal beam 22 in the height direction. The third connector 43 extends in the height direction to connect the wheel arch side beam 12 and the engine compartment longitudinal beam 22, allowing the left and / or right sides of the first and second annular structures to be interconnected in the height direction, thereby improving the collision protection performance of the left and / or right sides of the first and second annular structures. The fourth connector 44 is disposed between the engine compartment longitudinal beam 22 and the subframe side beam 32. The engine compartment longitudinal beam 22 is positioned above the subframe side beam 32 in the height direction. The fourth connector 44 extends in the height direction to connect the engine compartment longitudinal beam 22 and the subframe side beam 32, allowing the left and / or right sides of the second and third annular structures to be interconnected in the height direction, thereby improving the collision protection performance of the left and / or right sides of the second and third annular structures.

[0043] In some embodiments, there are at least two third connectors 43, which are spaced apart between the wheel arch side beam 12 and the cabin longitudinal beam 22. That is, there can be at least two third connectors 43, which extend along the height direction to connect the wheel arch side beam 12 and the cabin longitudinal beam 22. This allows the left and / or right sides of the first and second annular structures to be interconnected in the height direction, improving the collision resistance of the left and / or right sides of the first and second annular structures. At least two third connectors 43 can increase the connection strength between the wheel arch side beam 12 and the cabin longitudinal beam 22, enhance the collision resistance of the forward cabin frame 100, effectively absorb and disperse collision energy, and reduce the risk of passenger compartment deformation.

[0044] In some embodiments of this disclosure, as shown in Figures 2 and 3, there can be two third connectors 43. The two third connectors 43 are respectively connected to the two ends of the wheel arch side beam 12 in the width direction and the two ends of the cabin longitudinal beam 22 in the width direction, so as to ensure the collision resistance of the ends of the wheel arch side beam 12 and the cabin longitudinal beam 22, effectively absorb and disperse collision energy, and reduce the risk of deformation of the passenger compartment.

[0045] In some embodiments of this disclosure, there are at least two fourth connectors 44, spaced apart between the engine compartment longitudinal beam 22 and the subframe side beam 32. That is, there can be at least two fourth connectors 44 extending along the height direction, allowing at least two fourth connectors 44 to connect the engine compartment longitudinal beam 22 and the subframe side beam 32. This enables the left and / or right sides of the second and third annular structures to be interconnected in the height direction, improving the collision resistance of the left and / or right sides of the second and third annular structures. At least two fourth connectors 44 can increase the connection strength between the engine compartment longitudinal beam 22 and the subframe side beam 32, enhance the collision resistance of the front engine compartment frame 100, effectively absorb and disperse collision energy, and reduce the risk of passenger compartment deformation.

[0046] In the embodiments of this disclosure, as shown in Figures 2 and 3, there can be two fourth connectors 44. The two fourth connectors 44 are respectively connected to the two ends of the engine compartment longitudinal beam 22 in the width direction and the two ends of the subframe side beam 32 in the width direction, so as to ensure the collision resistance of the ends of the engine compartment longitudinal beam 22 and the subframe side beam 32, effectively absorb and disperse collision energy, and reduce the risk of deformation of the passenger compartment.

[0047] The first, second, and third ring structures are interconnected to enhance the collision resistance of the front engine compartment frame 100, effectively absorbing and dispersing collision energy, reducing the risk of passenger compartment deformation, and strengthening the overall rigidity of the entire engine compartment and even the vehicle body, thereby improving vehicle stability and handling performance. In the event of a collision, the impact force at the front end is dispersed. Through the synergistic action of the first, second, and third ring structures, the first connecting member, the second connecting member, the third connecting member, and the fourth connecting member, the energy is further dispersed to a wider area of ​​the vehicle body, reducing the energy directly transmitted to the passenger compartment, thus protecting the safety of the occupants.

[0048] As shown in Figure 3, the wheel cover side beam 12 includes: a wheel cover left beam 121 and a wheel cover right beam 122, which are spaced apart on the water tank crossbeam 11. In other words, the first annular structure includes: a water tank crossbeam 11, a left wheel arch beam 121, and a right wheel arch beam 122. The left wheel arch beam 121 and the right wheel arch beam 122 are respectively located on both sides of the water tank crossbeam 11 in the width direction. The front end of the left wheel arch beam 121 is connected to the rear end of the left side of the water tank crossbeam 11, and the front end of the right wheel arch beam 122 is connected to the rear end of the right side of the water tank crossbeam 11. The left wheel arch beam 121 and the right wheel arch beam 122 are connected to the water tank crossbeam 11, thus forming an integral structure with the water tank crossbeam 11. This improves the structural stability of the water tank crossbeam 11, thereby enhancing the collision performance and bending and torsional stiffness of the front and left and right sides of the front engine compartment frame 100 and improving NVH performance.

[0049] Furthermore, the cabin longitudinal beam 22 includes a left cabin longitudinal beam 221 and a right cabin longitudinal beam 222, which are spaced apart on the front bumper beam 21. In other words, the second ring structure includes: a front bumper beam 21, a left longitudinal beam 221 of the cabin, and a right longitudinal beam 222 of the cabin. The left longitudinal beam 221 and the right longitudinal beam 222 of the cabin are respectively located on both sides of the front bumper beam 21 in the width direction. The front end of the left longitudinal beam 221 of the cabin is connected to the rear end of the left side of the front bumper beam 21, and the front end of the right longitudinal beam 222 of the cabin is connected to the rear end of the right side of the front bumper beam 21. The left longitudinal beam 221 and the right longitudinal beam 222 of the cabin are connected to the front bumper beam 21, so that the left longitudinal beam 221 and the right longitudinal beam 222 of the cabin and the front bumper beam 21 form an integral structure, which improves the structural stability of the front bumper beam 21, thereby improving the collision performance and bending and torsional stiffness of the front side and the left and right sides of the front cabin frame 100, and improving NVH performance.

[0050] As shown in Figures 2 and 3, there can be two third connectors 43. One third connector 43 is connected between the left side beam 121 of the wheel arch and the left longitudinal beam 221 of the cabin, and the other third connector 43 is connected between the right side beam 122 of the wheel arch and the right longitudinal beam 222 of the cabin. This ensures the collision resistance of the ends of the wheel arch side beam 12 and the cabin longitudinal beam 22, effectively absorbs and disperses collision energy, and reduces the risk of deformation of the passenger compartment.

[0051] Furthermore, the subframe side beam 32 includes a left subframe beam 321 and a right subframe beam 322, which are spaced apart on the subframe anti-collision beam 31. Specifically, the second annular structure includes: a subframe anti-collision beam 31, a subframe left side beam 321, and a subframe right side beam 322. The subframe left side beam 321 and the subframe right side beam 322 are respectively located on both sides of the subframe anti-collision beam 31 in the width direction. The front end of the subframe left side beam 321 is connected to the rear end of the left side of the subframe anti-collision beam 31, and the front end of the subframe right side beam 322 is connected to the rear end of the right side of the subframe anti-collision beam 31. The subframe left side beam 321 and the subframe right side beam 322 are connected to the subframe anti-collision beam 31, thus forming an integral structure with the subframe anti-collision beam 31, improving the structural stability of the subframe anti-collision beam 31, thereby improving the collision performance and bending and torsional stiffness of the front and left and right sides of the front engine compartment frame 100, and improving NVH performance.

[0052] In the embodiments disclosed herein, as shown in Figures 2 and 3, there can be two fourth connectors 44 and two third connectors 43. One third connector 43 is connected between the left longitudinal beam 221 of the engine compartment and the left beam 321 of the subframe, and the other third connector 43 is connected between the right longitudinal beam 222 of the engine compartment and the right beam 322 of the subframe. This ensures the collision resistance of the ends of the longitudinal beam 22 of the engine compartment and the side beam 32 of the subframe, effectively absorbs and disperses collision energy, and reduces the risk of deformation of the passenger compartment.

[0053] Therefore, in the width direction, the sides of the first, second, and third annular structures are interconnected via the second connecting assembly to form a whole, enhancing the collision resistance of the front engine compartment frame 100, effectively absorbing and dispersing collision energy, and reducing the risk of passenger compartment deformation. In the event of a collision, the impact force at the front end is dispersed, and through the synergistic effect of the first, second, and third annular structures, as well as the first and second connecting assemblies, the energy is further dispersed to a wider area of ​​the vehicle body, reducing the energy directly transmitted to the passenger compartment, thereby protecting passenger safety.

[0054] As shown in Figures 2 and 3, the third annular structure also includes a front crossbeam 45 of the subframe, which is sandwiched between the left subframe beam 321 and the right subframe beam 322. Specifically, the front crossbeam 45 extends along the width direction of the vehicle and connects the left subframe beam 321 and the right subframe beam 322 to improve the stability of the third annular structure and prevent Y-direction instability in offset collisions, corner collisions, and side collisions.

[0055] Among them, the front bumper beam 21 is made of aluminum alloy extrusion profile, which can improve the strength and rigidity of the front bumper beam 21 and ensure the fuel economy and power performance of the vehicle.

[0056] In some embodiments, the water tank crossbeam 11 is made of hot-formed steel, which can improve the strength and rigidity of the water tank crossbeam 11 and ensure the fuel economy and power performance of the vehicle.

[0057] In other embodiments, at least one weight-reducing hole 46 is provided on the first annular structure, the second annular structure, and the third annular structure. That is, the first annular structure may be provided with a weight-reducing hole 46, for example, the water tank crossbeam 11 and / or the wheel arch side beam 12 may be provided with a weight-reducing hole 46, which reduces the weight of the first annular structure while improving the strength and rigidity of the front engine compartment frame 100.

[0058] Furthermore, the second ring structure may be provided with weight reduction holes 46. For example, the front anti-collision beam 21 and / or the cabin longitudinal beam 22 may be provided with weight reduction holes 46, which can reduce the weight of the second ring structure while improving the strength and rigidity of the front cabin frame 100.

[0059] In addition, weight reduction holes 46 can be provided on the third ring structure. For example, weight reduction holes 46 can be provided on the subframe anti-collision beam 31 and / or the subframe side beam 32, which can reduce the weight of the third ring structure while improving the strength and rigidity of the front engine compartment frame 100.

[0060] While improving the strength and rigidity of the front engine compartment frame 100, weight reduction holes 46 are provided on the first annular structure and / or the second annular structure and / or the third annular structure to reduce the weight of the front engine compartment frame 100 without affecting the vehicle's fuel economy and power performance.

[0061] A vehicle according to a second aspect embodiment of this disclosure includes a front engine compartment frame 100. The front engine compartment frame 100 has a first annular structure, a second annular structure, and a third annular structure, which are interconnected to enhance the collision resistance of the front engine compartment frame 100, effectively absorb and disperse collision energy, reduce the risk of passenger compartment deformation, and strengthen the overall rigidity of the entire engine compartment and even the vehicle body, thereby improving vehicle driving stability and handling performance. In the event of a collision, the impact force at the front end is dispersed. Through the synergistic effect of the first annular structure, the second annular structure, the third annular structure, and the first and second connecting components, the energy is further dispersed to a wider area of ​​the vehicle body, reducing the energy directly transmitted to the passenger compartment, thereby protecting passenger safety.

[0062] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0063] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0064] Although embodiments of this disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A forward fuselage frame, comprising: The first annular structure includes: a water tank crossbeam (11) and a wheel cover side beam (12), the front end of which is connected to the rear end of the water tank crossbeam (11); The second ring structure is located below the first ring structure. The second ring structure includes a front anti-collision beam (21) and a cabin longitudinal beam (22). The front end of the cabin longitudinal beam (22) is connected to the rear end of the front anti-collision beam (21). A third annular structure, disposed below the second annular structure, includes: a subframe anti-collision beam (31) and a subframe side beam (32), the front end of the subframe side beam (32) being connected to the rear end of the subframe anti-collision beam (31); and, The front anti-collision beam (21), the water tank crossbeam (11), and the subframe anti-collision beam (31) are interconnected, and / or the engine compartment longitudinal beam (22), the wheel arch side beam (12), and the subframe side beam (32) are interconnected.

2. The forward fuselage frame according to claim 1, wherein, It also includes: a first connecting component, which connects the front anti-collision beam (21), the water tank crossbeam (11) and the subframe anti-collision beam (31).

3. The forward nacelle frame according to claim 1 or 2, wherein, It also includes: a second connecting assembly that connects the engine compartment longitudinal beam (22), the wheel arch side beam (12), and the subframe side beam (32).

4. The forward fuselage frame according to claim 2 or 3, wherein, The first connecting component includes at least one first connector (41) and at least one second connector (42), the two ends of the first connector (41) being connected to the water tank crossbeam (11) and the front anti-collision beam (21) respectively, and the two ends of the second connector (42) being connected to the front anti-collision beam (21) and the subframe anti-collision beam (31) respectively.

5. The forward fuselage frame according to claim 4, wherein, The at least one first connector (41) includes at least two first connectors (41), which are spaced apart between the water tank crossbeam (11) and the front anti-collision beam (21).

6. The forward nacelle frame according to claim 4 or 5, wherein, The at least one second connector (42) includes at least two second connectors (42), which are spaced apart between the subframe anti-collision beam (31) and the front anti-collision beam (21).

7. The forward nacelle frame according to claim 2 or 3, wherein, The second connection assembly includes at least one third connector (43) and at least one fourth connector (44), wherein the two ends of the third connector (43) are respectively connected to the wheel arch side beam (12) and the engine compartment longitudinal beam (22), and the two ends of the fourth connector (44) are respectively connected to the engine compartment longitudinal beam (22) and the subframe side beam (32).

8. The forward fuselage frame according to claim 7, wherein, The at least one third connector (43) includes at least two third connectors (43), which are spaced apart between the wheel arch side beam (12) and the nacelle longitudinal beam (22).

9. The forward nacelle frame according to claim 7 or 8, wherein, The at least one fourth connector (44) includes at least two fourth connectors (44), which are spaced apart between the engine compartment longitudinal beam (22) and the subframe side beam (32).

10. The forward fuselage frame according to claim 1, wherein, The wheel cover side beam (12) includes a wheel cover left side beam (121) and a wheel cover right side beam (122), which are spaced apart on the water tank crossbeam (11).

11. The forward fuselage frame according to claim 1, wherein, The cabin longitudinal beam (22) includes a left cabin longitudinal beam (221) and a right cabin longitudinal beam (222), which are spaced apart on the front anti-collision beam (21).

12. The forward fuselage frame according to claim 1, wherein, The subframe side beam (32) includes a subframe left side beam (321) and a subframe right side beam (322), wherein the subframe left side beam (321) and the subframe right side beam (322) are spaced apart on the subframe anti-collision beam (31).

13. The forward nacelle frame according to any one of claims 10 to 12, wherein, The third annular structure further includes a front crossbeam (45) of the subframe, which is sandwiched between the left side beam (321) and the right side beam (322) of the subframe.

14. The forward nacelle frame according to claim 1, wherein, The front bumper beam (21) is made of extruded aluminum alloy profile.

15. The forward nacelle frame according to claim 1, wherein, The water tank crossbeam (11) is made of hot-formed steel.

16. The forward fuselage frame according to claim 1, wherein, The first annular structure is provided with at least one weight-reducing hole (46).

17. The forward fuselage frame according to claim 1, wherein, The second annular structure is provided with at least one weight-reducing hole (46).

18. The forward fuselage frame according to claim 1, wherein, The third annular structure is provided with at least one weight-reducing hole (46).

19. A vehicle comprising: The forward cabin frame (100) according to any one of claims 1-18.

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