CN113665671B

CN113665671B - Front beam assembly and vehicle

Info

Publication number: CN113665671B
Application number: CN202110830902.8A
Authority: CN
Inventors: 单连旭; 周立斌; 刘嘉南; 曾泽泉; 赵明; 王继瑶; 李建华; 于宁
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2021-07-22
Filing date: 2021-07-22
Publication date: 2022-10-18
Anticipated expiration: 2041-07-22
Also published as: CN113665671A

Abstract

The application relates to a front cross beam assembly and a vehicle. This front beam assembly includes: crossbeam body, trailing portion and connecting portion. The crossbeam body includes web and two pterygoid laminas that all extend along the first direction lengthwise, and two pterygoid laminas are arranged along second direction interval, and the web is located between two pterygoid laminas, and two pterygoid laminas are connected respectively to web both sides in the second direction, and the distance of each pterygoid lamina both ends to web on the third direction all is greater than zero, and first direction, second direction and third direction are two liang perpendicular. The dragging and connecting part is arranged on one of the wing plates and is used for connecting the dragging piece. The both ends of crossbeam body on the first direction all are provided with connecting portion, and each connecting portion all links to each other with two pterygoid laminas, and connecting portion are used for connecting the car body. Under the condition of the same weight, compared with the front beam structure in the prior art, the strength and the rigidity of the front beam assembly are obviously improved, and the bending resistance effect in the front and back directions is obvious.

Description

Front beam assembly and vehicle

Technical Field

The application relates to the technical field of chassis of commercial vehicles, in particular to a front cross beam assembly and a vehicle.

Background

The dump truck is used as an engineering commercial vehicle and has a plurality of special use working conditions, and the front trailer working condition is one of the special use working conditions. When the dump truck is unloaded, the dump truck is easy to trap, and at the moment, the dump truck can be pulled out only through the front truck through the traction rope. Since the total weight of the goods is large because the goods are not unloaded from the rescued vehicle, a large traction force is required to pull the vehicle out, which requires a sufficient strength and rigidity of the front cross member structure of the vehicle. At present, the front beam structure is mainly a sheet metal stamping groove type beam, and the rigidity strength of the front beam structure is difficult to meet the requirement of traction force required by a dump trailer and the like under the working condition of the front trailer.

Disclosure of Invention

Therefore, it is necessary to provide a front cross member assembly and a vehicle that improve the above-mentioned defects in order to solve the problem in the prior art that the rigidity and strength of the front cross member structure cannot meet the traction force requirement of the dump trailer under the working condition of the front trailer.

A front cross member assembly comprising:

the beam body comprises a web plate and two wing plates, the web plate and the two wing plates longitudinally extend in a first direction, the two wing plates are arranged at intervals in a second direction, the web plate is located between the two wing plates, the two sides of the web plate in the second direction are respectively connected with the two wing plates, the distance from the two ends of each wing plate in the third direction to the web plate is greater than zero, and the first direction, the second direction and the third direction are perpendicular to each other in pairs;

the dragging part is arranged on one of the wing plates and is used for connecting the dragging part; and

the connecting portions are arranged at the two ends of the cross beam body in the first direction, each connecting portion is connected with the wing plates, and the connecting portions are used for connecting the vehicle body.

In one embodiment, the web, the towing portion, and each of the wing plates are self-symmetric with respect to a central plane perpendicular to the first direction.

In one embodiment, the towing part comprises a towing piece which is convexly arranged on one side of one of the wing plates, which is far away from the other wing plate, and the towing piece is used for being connected with the towing piece.

In one embodiment, the dragging and connecting piece is provided with an accommodating cavity, one side of the accommodating cavity, which is far away from the wing plate in the second direction, is open, and the dragging and connecting piece is further provided with a first connecting hole which penetrates through the accommodating cavity in the third direction.

In one embodiment, two ends of any one of the wing plates in the first direction are bent towards the other wing plate to form a transition part, and the transition parts at the same end of the two wing plates are connected;

the web is also connected with the transition part; the connecting part is connected to the two connected transition parts.

In one embodiment, the beam body further comprises two intermediate pieces, each intermediate piece is connected to the same end of each of the two wing plates, and the connecting portion is connected with the intermediate piece in a matched manner.

In one embodiment, the intermediate member protrudes away from the wing plate along the first direction, and an end of the intermediate member facing away from the wing plate has a concave hole;

the connecting part is provided with a convex part matched and connected with the concave hole.

In one embodiment, the connecting part comprises a connecting sub piece and a mounting sub piece, one end of the connecting sub piece is provided with the convex part, and the other end of the connecting sub piece is connected with the mounting sub piece;

the mounting sub-piece is provided with a mounting surface parallel to the first direction, the mounting surface and the dragging and connecting part are positioned on the same side of the beam body in the second direction, and a mounting part is arranged on the mounting surface.

In one embodiment, the web is provided with lightening holes and/or the web is provided with leakage holes.

In addition, this application embodiment still provides a vehicle, includes car body and locates the front beam assembly that any preceding embodiment provided above of car body front side provided.

According to the front cross beam assembly, the two wing plates are connected with each other through the web plate to form the H-shaped cross-section beam structure, so that the rigidity and the strength of the front cross beam assembly are improved remarkably, and the bending-resistant structure capable of bearing large bending moment in the front-rear direction is formed. Under the condition of the same weight, compared with the front cross beam structure in the prior art, the strength and the rigidity of the front cross beam assembly are obviously improved, and the bending resistance effect in the front-back direction is obvious.

Drawings

FIG. 1 is an isometric view of a front cross member assembly in an embodiment of the present application;

FIG. 2 is a top view of the front cross member assembly shown in FIG. 1;

FIG. 3 is a schematic view of a portion of the front cross member assembly shown in FIG. 1;

fig. 4 is a schematic structural view of a connecting portion in the front cross member assembly shown in fig. 1.

Description of reference numerals:

a front cross member assembly 100; a beam body 110; the wing plates 111; a transition 1111; a web 112; lightening holes 1121; weep holes 1122; an intermediate member 113; a drag connection part 120; a drag link 121; a receiving cavity 122;

a first connection hole 123; a connecting portion 130; a connecting sub-piece 131; a projection 1311; a mounting sub 132;

a mounting surface 1321; a first mounting portion 1322; a second mounting portion 1323.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and that modifications may be made by one skilled in the art without departing from the spirit and scope of the application and it is therefore not intended to be limited to the specific embodiments disclosed below.

In the description of the present application, it is to 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," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "above," and "over" a second feature may be directly on or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Referring to fig. 1, 2 and 3, an embodiment of the present application provides a front beam assembly 100, which includes a beam body 110, a dragging portion 120 and a connecting portion 130. The beam body 110 comprises a web 112 and two wing plates 111 which both extend lengthwise along a first direction, the two wing plates 111 are arranged at intervals along a second direction, the web 112 is located between the two wing plates 111, two sides of the web 112 in the second direction are respectively connected with the two wing plates 111, the distance from two ends of each wing plate 111 in a third direction to the web 112 is greater than zero, and the first direction, the second direction and the third direction are perpendicular to each other. The pulling part 120 is disposed on one of the wing plates 111, and the pulling part 120 is used for connecting a pulling member. Both ends of the beam body 110 in the first direction are provided with connecting portions 130, each connecting portion 130 is connected with two wing plates 111, and the connecting portions 130 are used for connecting the vehicle body.

In actual operation, the front cross member assembly 100 is attached to the vehicle body of the vehicle through the connecting portion 130, and the first direction corresponds to the left-right direction of the vehicle body, the second direction corresponds to the front-rear direction of the vehicle body, and the third direction corresponds to the up-down direction of the vehicle body.

The front cross member assembly 100 is connected to and acts on the front cross member assembly 100 via the towing connection 120 when the vehicle is in the front trailer condition. The pulling force generated by the pulling member is transmitted to the wing plate 111 connected to the pulling part 120 through the pulling part 120, and then transmitted to the other wing plate 111 through the web 112 connected to the wing plate 111, and the connecting parts 130 connected to both ends of the two wing plates 111 are transmitted to the vehicle body. In the front cross beam assembly 100, the two wing plates 111 are connected with each other through the web 112 to form an H-shaped cross-section beam structure, so that the rigidity and strength of the front cross beam assembly 100 are improved remarkably, and a bending-resistant structure capable of bearing large bending moment in the front-rear direction is formed. Under the condition of the same weight, compared with the front beam structure in the prior art, the front beam assembly 100 in the embodiment has the advantages that the strength and the rigidity are obviously improved, and the bending resistance effect in the front and rear directions is obvious.

It should be emphasized that the distance from the two ends of each wing plate 111 to the web 112 in the third direction is greater than zero, i.e. the web 112 is connected to the middle position of the two wing plates 111 in the third direction, so that the beam body 110 forms an H-shaped cross section, and the beam body 110 has a good bending resistance effect.

It is understood that the web 112 and the wing plates 111 are both plate-shaped, the thickness direction of the web 112 corresponds to the third direction, the thickness direction of the wing plates 111 corresponds to the second direction, and the length directions of the web 112 and the wing plates 111 correspond to the first direction.

Preferably, each of the wing 111, the web 112 and the towing portion 120 is self-symmetrical with respect to a central plane perpendicular to the first direction. At this time, the stress on each part of the front beam assembly 100 is uniform, which is helpful for improving the bending resistance of the front beam assembly 100.

Further, referring to fig. 2 and 3, the web 112 is provided with a lightening hole 1121. The weight-reduction holes 1121 are provided to reduce consumables. Preferably, the lightening holes 1121 should be designed to be symmetrically arranged with respect to the central plane, so that the stress at each position of the beam body 110 is equal as much as possible, and the bending resistance of the whole body is improved. The number of the lightening holes 1121 may be one or more, and is not particularly limited.

Further, referring to fig. 2 and 3, the web 112 is provided with a liquid leakage hole 1122. The weep hole 1122 is used for leaking liquid during coating and daily use, and prevents the liquid from accumulating and corroding metal. Preferably, the weep holes 1122 should be designed to be symmetrically arranged with respect to the center plane, so that the stress is equal to each other as much as possible in the cross beam body 110, thereby improving the bending resistance of the whole body. In an example assembly, the weep holes 1122 include two, the lightening holes 1121 include one, and the two weep holes 1122 are disposed on both sides of one lightening hole 1121.

The number of the dragging and connecting parts 120 may be one or more, so long as the dragging and connecting parts 120 are symmetrical with respect to the central plane, so that the stress on each part of the beam body 110 is uniform. When there are a plurality of the dragging parts 120, the dragging parts 120 are symmetrically arranged on the wing plate 111 relative to the central section of the wing plate 111 perpendicular to the first direction, so that the stress on each part of the beam body 110 is uniform. The pulling part 120 may be a pulling hole, and the pulling member is installed and connected to the pulling hole.

In some embodiments, referring to fig. 1, 2 and 3, the dragging part 120 includes a dragging part 121 protruding from a side of one of the wing plates 111 facing away from the other wing plate 111, and the dragging part 121 is configured to be connected to a dragging part. In actual operation, the traction piece is connected to the dragging piece 121 protruding from the wing plate 111, and compared with a mode of directly forming a dragging connecting hole in the hole formed in the wing plate 111, the strength and rigidity of the wing plate 111 are more reliable. Preferably, the dragging connecting piece 121 and the corresponding wing plate 111 are integrally formed, so that the processing procedures can be reduced, the processing efficiency can be improved, the stress concentration at the connecting part of the dragging connecting piece 121 and the wing plate 111 can be reduced, and the strength and the rigidity of the whole beam body 110 can be improved. The towing attachment 121 may be integrally formed with the wing plate 111 by casting or the like. Of course, the dragging member 121 may be integrally connected to the wing plate 111 by welding or the like. It is understood that, in actual use, the towing portion 120 is provided protruding from the wing panel 111 located at the front of the vehicle.

Further, referring to fig. 1 and fig. 3, the dragging connecting member 121 has an accommodating cavity 122, one side of the accommodating cavity 122 departing from the wing plate 111 in the second direction is open, and the dragging connecting member 121 further has a first connecting hole 123 penetrating through the accommodating cavity 122 in the third direction. In actual operation, the connecting end of the pulling member enters the accommodating cavity 122 through the opening of the accommodating cavity 122, then passes through the first connecting hole 123 and the connecting end of the pulling member located in the accommodating cavity 122 through a connecting member such as a bolt or a plug pin, and finally locks the connecting member on the dragging member 121, that is, the connecting end is connected to the dragging member 121 through the connecting member and the first connecting hole 123. When the pulling member needs to be detached, the connecting member is taken down from the first connecting hole 123, and the pulling member is taken out from the accommodating cavity 122 through the opening. Wherein, the traction piece can be a traction rope.

Further, referring to fig. 1, 2 and 3, the connection portion of the wing plate 111 and the dragging member 121 is recessed in a direction away from the dragging member 121. The wing plate 111 connected with the dragging member 121 is a first wing plate 111, the other wing plate 111 is a second wing plate 111, and the connecting part of the first wing plate 111 and the dragging member 121 is recessed towards the second wing plate 111. At this time, in the case where the accommodation cavities 122 have the same depth (in the second direction), the protruding distance of the towing piece 121 is smaller, so that the action of the towing piece is closer to the beam body 110, contributing to an improvement in bending resistance of the beam body 110.

Preferably, the drag connection member 121 includes one. The traction requirement can be met, the material consumption can be reduced, and the processing process is simplified.

In some embodiments, referring to fig. 1, 2 and 3, both ends of each wing plate 111 in the first direction are bent toward the other wing plate 111 to form a transition portion 1111, the transition portions 1111 located at the same end of the two wing plates 111 are connected, the web 112 is further connected to the transition portions 1111, and the connection portion 130 is connected to the two connected transition portions 1111. At this time, the transition portions 1111 are formed at both ends of the two wing plates 111 in the first direction, and the two transition portions 1111 at the same end are connected to each other, and the connection portion 130 is connected to the two connected transition portions 1111, so that the connection strength of the two wing plates 111 and the connection strength of the connection portion 130 and the cross beam body 110 can be enhanced, which contributes to providing the bending resistance of the entire front cross beam assembly 100. In addition, at this moment, two pterygoid lamina 111 enclose to close and form the inner chamber of both ends open-ended in the third direction, and web 112 is located the inner chamber, and web 112 is connected two pterygoid lamina 111 everywhere around the shape of the global shape that the third direction set up and the shape adaptation of inner chamber, web 112 for tensile force can evenly be transmitted, makes crossbeam body 110 can the atress even everywhere, helps improving the intensity and the rigidity of front beam assembly 100.

Of course, the present application does not exclude the possibility of the connection portion 130 being directly connected to both ends of the two wings 111.

In some embodiments, referring to fig. 1, fig. 2 and fig. 3, the beam body 110 further includes two intermediate members 113 located at two ends of the beam body in the first direction, each intermediate member 113 is connected to the same end of the two wing plates 111, and the connecting portion 130 is connected to the intermediate members 113 in a matching manner. In actual operation, the connecting portion 130 is matched with the intermediate member 113 on the beam body 110 to realize positioning, and is finally fixedly connected with the intermediate member 113, so that the bending resistance effect of the whole front beam assembly 100 can be reduced due to the fact that the position of the connecting portion 130 is not accurate. The intermediate member 113 and the wing 111 may be integrally formed, for example, integrally cast. The connection strength of the intermediate member 113 and the cross member body 110 at this time is strong, contributing to the strength and rigidity of the front cross member assembly 100. Of course, the possibility of fixing the beam body 110 by welding or the like is not excluded.

In one embodiment, the beam body 110 includes the transition portion 1111 and the intermediate member 113, and the intermediate member 113 is connected to the transition portion 1111. In this case, the front cross member assembly 100 has the advantages of the two embodiments, which are not described in more detail herein.

The front cross member assembly 100 may be connected to a frame of the vehicle body, a bumper, and the like through a connection portion 130.

Specifically, referring to fig. 4, the intermediate member 113 protrudes away from the wing plate 111 along the first direction, one end of the intermediate member 113 away from the wing plate 111 has a concave hole, and one end of the connecting portion 130 has a protrusion 1311 matching and connecting with the concave hole. When the connection part 130 is installed, the protrusion 1311 of the connection part 130 is inserted into the recess of the intermediate member 113, so that the connection part 130 can be quickly positioned.

Preferably, the recess is a circular hole and the protrusion 1311 is a cylinder. Further, the intermediate member 113 is a cylindrical body having a concave hole. Further, the maximum outer dimension of the intermediate member 113 is equivalent to the dimension of the two wings 111 in the second direction, so that abrupt changes in dimension from the wings 111 to the intermediate member 113 can be avoided, and the possibility of stress concentration is increased.

Specifically, in the embodiment, referring to fig. 1 to fig. 4, the connecting portion 130 includes a connecting sub-element 131 and a mounting sub-element 132, one end of the connecting sub-element 131 has a protruding portion 1311, the other end of the connecting sub-element 131 is connected to the mounting sub-element 132, the mounting sub-element 132 has a mounting surface 1321 parallel to the first direction, the mounting surface 1321 and the dragging portion 120 are located on the same side of the beam body 110 in the second direction, and the mounting surface 1321 is provided with a mounting portion. The mounting surface 1321 is parallel to the first direction, so that the moment transmitted to the vehicle body through the front cross member assembly 100 mainly generates a pulling force in the front-rear direction to the vehicle body, and does not generate a pulling force in the left-right direction, thereby providing the bending resistance of the front cross member assembly 100. In addition, the mounting surface 1321 is located on the same side as the towing portion 120, which facilitates mounting of the front cross member assembly 100 on the vehicle body. In addition, the arrangement of the mounting surface 1321 is also helpful for realizing the positioning and mounting of the front cross beam assembly 100 and the vehicle body.

Preferably, referring to fig. 4, the mounting surface 1321 is provided with a first mounting portion 1322 and a second mounting portion 1323, wherein the first mounting portion 1322 is used for connecting with a bumper, and the second mounting portion 1323 is used for connecting with a vehicle frame. Further, the first mounting portion 1322 includes a threaded hole and a positioning hole, and the second mounting portion 1323 includes a second coupling hole, which all penetrate the mounting sub 132 in the second direction. At this time, the bumper of the body is positioned and connected by the screw hole and the positioning hole of the first mounting portion 1322, and the frame of the body, specifically, the frame extension beam is connected by the second connecting hole.

In the embodiments of the present application, it is preferable that each joint of the front beam assembly 100 is a smooth transition joint, so as to reduce stress concentration and improve bending resistance. For example, a connection between the transition portion 1111 and the connection portion 130, a connection between the web 112 and the wing plate 111, a connection between the towing piece 121 and the wing plate 111, a connection between the intermediate piece 113 and the beam body 110, and the like.

The front beam assembly 100 provided in the embodiment of the present application has reasonable material distribution, and when the front beam assembly 100 is pulled by external traction force, the stress at each position of the beam body 110 can be approximately equal, so that an equal stress design is realized.

In the front cross beam assembly 100 provided in the embodiment of the present application, the two wing plates 111 are connected to each other through the web 112 to form an H-shaped cross-section beam structure, so that the rigidity and strength of the front cross beam assembly 100 are improved significantly, and a bending-resistant structure capable of bearing a large bending moment in the front-rear direction is formed. Under the condition of the same weight, compared with the front beam structure in the prior art, the front beam assembly 100 in the embodiment has the advantages that the strength and the rigidity are obviously improved, and the bending resistance effect in the front and rear directions is obvious. Compare traditional front beam structure, the front beam assembly 100 that provides in this application embodiment is under preceding trailer operating mode, and maximum trailer traction promotes more than 160%. Front beam assembly 100 can adopt the integral design in this application, and crossbeam body 110 and dragging connecting piece 121 can the integrated into one piece cast, have improved the joint strength who drags connecting piece 121 and crossbeam body 110, satisfy trailer traction force demand. In addition, front beam assembly 100 in this application integrates crossbeam body 110, towed portion 120 and connecting portion 130 in an organic whole, can realize wholly supplying goods, reduces the vehicle and always assembles the conversion equipment work load, provides the assembly beat, has promoted the assembly precision of vehicle front end module simultaneously.

In an embodiment of the present application, a vehicle is further provided, where the vehicle includes a vehicle body and a front cross member assembly 100 provided in any one of the above embodiments and disposed at a front side of the vehicle body, and the connecting portion 130 of the front cross member assembly 100 is connected to the vehicle body.

In actual operation, the front cross member assembly 100 is attached to the vehicle body of the vehicle through the connecting portion 130, and the first direction corresponds to the left-right direction of the vehicle body, the second direction corresponds to the front-rear direction of the vehicle body, and the third direction corresponds to the up-down direction of the vehicle body. When the vehicle is in the front trailer condition, the towing members are connected by a towing connection 120 and act on the front cross beam assembly 100. The pulling force generated by the pulling member is firstly transmitted to the wing plate 111 connected with the dragging part 120 through the dragging part 120, then transmitted to the other wing plate 111 through the web plate 112 connected with the wing plate 111, and transmitted to the vehicle body through the connecting parts 130 connected with the two ends of the two wing plates 111. In the front cross beam assembly 100, the two wing plates 111 are connected with each other through the web 112 to form an H-shaped cross-section beam structure, so that the rigidity and strength of the front cross beam assembly 100 are improved remarkably, and a bending-resistant structure capable of bearing large bending moment in the front-rear direction is formed. Under the condition of the same weight, the strength and rigidity of the front cross beam assembly 100 in the vehicle of the embodiment are obviously improved compared with the front cross beam structure in the prior art, and the bending resistance effect in the front and rear directions is obvious.

The vehicle also has all other advantages in the above embodiments, which are not described in detail herein. Preferably, the vehicle is a dump truck trailer.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent application shall be subject to the appended claims.

Claims

1. A front cross member assembly, comprising:

the beam body comprises a web plate and two wing plates, the web plate and the two wing plates longitudinally extend in a first direction, the two wing plates are arranged at intervals in a second direction, the web plate is located between the two wing plates, the two sides of the web plate in the second direction are respectively connected with the two wing plates, the distance from the two ends of each wing plate in a third direction to the web plate is greater than zero, and the first direction, the second direction and the third direction are perpendicular to each other in pairs;

the connecting parts are arranged at two ends of the beam body in the first direction, each connecting part is connected with the two wing plates, and the connecting parts are used for connecting the vehicle body;

two ends of any wing plate in the first direction are bent towards the other wing plate to form a transition part, and the transition parts at the same end in the two wing plates are connected;

2. The front cross member assembly of claim 1, wherein the web, the trailing portion, and each of the wings are self-symmetric about a center plane perpendicular to the first direction.

3. The front beam assembly of claim 1 wherein said trailing portion includes a trailing member projecting from a side of one of said wing panels facing away from the other of said wing panels, said trailing member being adapted to be coupled to said trailing member.

4. The front cross beam assembly according to claim 3, wherein the dragging connecting member has a receiving cavity, the receiving cavity is open on a side facing away from the wing plate in the second direction, and the dragging connecting member further has a first connecting hole penetrating the receiving cavity in the third direction.

5. The front beam assembly of claim 1, wherein the beam body further includes two intermediate members at opposite ends thereof in the first direction, each intermediate member connecting the transition portions at the same end of the two wing plates, the connecting portions being cooperatively connected with the intermediate members.

6. The front beam assembly of claim 5, wherein the intermediate member projects away from the wing in the first direction, an end of the intermediate member facing away from the wing having a recess;

7. The front cross member assembly according to claim 5, wherein the connecting portion includes a connecting sub member having a projection at one end and a mounting sub member to which the other end of the connecting sub member is connected;

the installation sub-part has with the installation face that the first direction is parallel, the installation face with trailing portion is located the crossbeam body is in same one side in the second direction, be provided with the installation department on the installation face.

8. The front cross member assembly according to claim 7, wherein the mounting surface is provided with a first mounting portion for connection with a bumper and a second mounting portion for connection with a vehicle frame.

9. The front cross member assembly according to claim 1, wherein the web is provided with lightening holes and/or the web is provided with weep holes.

10. A vehicle characterized by comprising a vehicle body and the front cross member assembly according to any one of claims 1 to 9 provided on a front side of the vehicle body.