CN118722881B - Front structure of the vehicle body and vehicle - Google Patents
Front structure of the vehicle body and vehicleInfo
- Publication number
- CN118722881B CN118722881B CN202310340413.3A CN202310340413A CN118722881B CN 118722881 B CN118722881 B CN 118722881B CN 202310340413 A CN202310340413 A CN 202310340413A CN 118722881 B CN118722881 B CN 118722881B
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- Prior art keywords
- sides
- engine compartment
- beams
- vehicle
- cabin
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/082—Engine compartments
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/14—Dashboards as superstructure sub-units
- B62D25/145—Dashboards as superstructure sub-units having a crossbeam incorporated therein
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
本发明提供了一种车身前部结构与车辆，本发明的车身前部结构包括前机舱；所述前机舱具有分设在左右两侧的前机舱纵梁，设置在各所述前机舱纵梁外侧的前轮罩边梁，以及设置在两侧所述前机舱纵梁的弯折部位之间的前端框架；两侧前机舱纵梁的前部均向车辆外侧弯折而形成外伸段，各侧前轮罩边梁的前端与同侧的外伸段连接，两侧所述前轮罩边梁的后端与前风窗下横梁连接，各侧所述前轮罩边梁与所述前端框架之间均设有斜拉梁，且所述前端框架、所述前风窗下横梁、以及两侧的所述前轮罩边梁和斜拉梁连接形成环形结构。本发明的车身前部结构，增加车身前部前机舱位置的整体刚度，并且有利于碰撞力在前机舱位置的传递分散，而有助于提升整车碰撞安全性。
This invention provides a front body structure and a vehicle. The front body structure includes a front engine compartment; the front engine compartment has front engine compartment longitudinal beams on both left and right sides, front wheel arch side beams disposed on the outer sides of each of the front engine compartment longitudinal beams, and a front end frame disposed between the bent portions of the front engine compartment longitudinal beams on both sides; the front portions of the front engine compartment longitudinal beams on both sides are bent outwards to form extended sections, the front ends of each front wheel arch side beam are connected to the extended sections on the same side, the rear ends of the front wheel arch side beams on both sides are connected to the lower crossbeam of the windshield, and a diagonal tie beam is provided between each front wheel arch side beam and the front end frame; the front end frame, the lower crossbeam of the windshield, and the front wheel arch side beams and diagonal tie beams on both sides are connected to form a ring structure. This front body structure increases the overall rigidity of the front engine compartment position and facilitates the transmission and dispersion of collision forces in the front engine compartment position, thereby improving the overall vehicle collision safety.
Description
Technical Field
The invention relates to the technical field of vehicle bodies, in particular to a front structure of a vehicle body. The invention also relates to a vehicle provided with the vehicle body front structure.
Background
With the continuous popularization of automobile technology, particularly new energy automobiles, vehicle safety has become an increasingly focused object, and this has also brought new challenges to the design work of automobile bodies. In the body of a vehicle, the front part of the body generally has a skeleton structure such as a front cabin, a front subframe, etc., which are not only the load-bearing basis for components such as a front power assembly, a front suspension assembly, an air conditioner, etc., but also the main force transmission path in the event of a vehicle collision, especially a frontal collision and offset collision. However, in the existing front structure of the vehicle body, the problem that the structural performance of the front cabin is weak and the force transmission channel is single still exists in design, so that the effective transmission of collision force is difficult to realize, and the improvement of the collision safety performance of the whole vehicle can be influenced.
Disclosure of Invention
In view of the above, the present invention is directed to a front structure of a vehicle body, so as to facilitate improving the safety of the whole vehicle.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
a vehicle body front structure includes a front cabin;
The front engine room is provided with front engine room longitudinal beams which are respectively arranged at the left side and the right side, front wheel cover side beams which are arranged at the outer sides of the front engine room longitudinal beams, and a front end frame which is arranged between the bending parts of the front engine room longitudinal beams at the two sides;
the front parts of the front cabin longitudinal beams at two sides are bent towards the outer side of the vehicle to form an overhanging section, and the front ends of the front wheel cover side beams at each side are connected with the overhanging sections at the same side;
The rear ends of the front wheel cover side beams are connected with the front air window lower cross beam at two sides, oblique pull beams are arranged between the front wheel cover side beams and the front end frame at each side, and the front end frame, the front air window lower cross beam, the front wheel cover side beams at two sides and the oblique pull beams are connected to form an annular structure.
Furthermore, the bending parts of the longitudinal beams of the front engine room at each side are connected with connecting brackets, and the front engine room is also provided with a front anti-collision beam assembly connected with the connecting brackets at both sides;
the front end frame is connected between the front anti-collision beam assembly and the connecting brackets at the two sides;
Each side of the front cabin longitudinal beam, the front wheel cover side beam, the diagonal bracing beam, the front end frame and the connecting bracket are connected to form an annular structure.
Further, the front anti-collision beam assembly comprises energy absorption boxes connected with the connecting brackets at two sides respectively, and a front anti-collision beam connected with the energy absorption boxes at two sides;
The front end frame comprises side brackets which are respectively arranged at the left side and the right side, and an upper bracket which is connected between the top ends of the side brackets at the two sides;
The two side brackets are connected between the energy absorption boxes and the connecting brackets on the same side, and the cable-stayed beams on the two sides are connected to the upper bracket.
Further, a lower cross beam is connected between the bottom ends of the side brackets at the two sides, and the lower cross beam is arranged lower than the front anti-collision beam in the height direction of the whole car and/or,
The distance between the front ends of the longitudinal beams of the front engine room along the left-right direction of the whole vehicle is larger than the distance between the left ends and the right ends of the front anti-collision beam along the left-right direction of the whole vehicle.
Further, the front cabin is further provided with a front shock absorber which is respectively connected between the front cabin longitudinal beam and the front wheel cover side beam on each side;
The both sides the lateral part of preceding shock tower is equipped with the front reinforcing longeron respectively, the front reinforcing longeron is followed preceding shock tower direction of height arranges, and the both sides the bottom of front reinforcing longeron is through locating the both sides front cabin underbeam between the front cabin longeron links together.
Further, a supporting beam is connected between the connecting brackets at the two sides, and the front cabin lower beam, the supporting beam, the front cabin longitudinal beams at the two sides and the connecting brackets are connected to form an annular structure, and/or,
The rear end of each side front wheel cover boundary beam is provided with a first connecting arm and a second connecting arm which are arranged in a furcation mode, the first connecting arm is connected with the front windshield lower cross beam, the rear ends of the first connecting arm and the second connecting arm are connected with an A column on the same side, and a crumple cavity is formed between the first connecting arm, the second connecting arm and the A column in an enclosing mode.
Further, the side parts of the front shock absorption towers at all sides are respectively provided with a rear reinforcing longitudinal beam;
Each rear reinforcing longitudinal beam is arranged at the rear of the front reinforcing longitudinal beam at the same side by side, the bottom ends of the rear reinforcing longitudinal beams at the two sides are connected to the front cabin longitudinal beams at the same side, and the top ends of the rear reinforcing longitudinal beams at the two sides are connected together through the front cabin upper cross beams arranged between the tops of the front shock absorption towers at the two sides.
Further, the distance between the front reinforcing side member and the rear reinforcing side member on each side is set to be smaller from the bottom to the top in the overall vehicle height direction, and/or,
The front cabin upper beam and the front windshield lower beam are connected through a connecting support, and the connecting support at least comprises side supports which are respectively close to two sides and are arranged on the front shock absorption tower.
Further, the vehicle cabin further comprises a front auxiliary frame positioned at the bottom of the front cabin;
mounting points on the left side and the right side of the front part of the front auxiliary frame are arranged on the connecting brackets on the two sides, and an auxiliary frame front cross beam positioned between the mounting points on the two sides is arranged on the front part of the front auxiliary frame;
The front cross beam of the auxiliary frame is connected with the front end frame through the connecting brackets at two sides to form an annular structure.
Further, the middle part of the front auxiliary frame is provided with mounting arms which are respectively connected with the longitudinal beams of the front engine room at two sides, and auxiliary frame middle cross beams which are correspondingly arranged between the mounting arms at two sides;
each side the installation arm with the homonymy the back strengthens the longeron and links up the setting in whole car height direction, just preceding cabin entablature the auxiliary frame middle cross member, and both sides back strengthen the longeron with preceding cabin longeron connects and forms annular structure.
Further, the front cabin longitudinal beams at two sides are respectively provided with a lower force transmission beam at one side of the front cabin;
The lower force transfer beams on all sides are connected to one side, facing the locomotive, of the front coaming, one end of each lower force transfer beam on all sides is connected to the front cabin longitudinal beam on the same side, and the other end of each lower force transfer beam on all sides is connected to the middle channel reinforcing longitudinal beam on the same side.
Further, the lower force transfer beam at each side is connected with the front ends of the middle channel reinforcing longitudinal beams at the same side, and a connecting plate is connected between the front ends of the middle channel reinforcing longitudinal beams at the two sides.
Further, the rear ends of the front cabin longitudinal beams at the two sides are respectively connected with a torsion box;
The outer sides of the torsion boxes on all sides are connected with the threshold beams and the A columns on the same side, and the inner sides of the torsion boxes on all sides are connected with the middle channel reinforcing longitudinal beams on the same side;
the torsion boxes on two sides are connected through connecting pieces, and the front windshield lower cross beam, the connecting pieces, the A column on two sides and the torsion boxes are connected to form an annular structure.
Further, the torsion boxes at both sides are in a herringbone shape and are provided with an outer box body and an inner box body which are connected together, the outer box body at each side is connected with a threshold beam at the same side, the inner box body at each side is connected with a middle channel reinforcing longitudinal beam at the same side, the inner box bodies at both sides are connected through the connecting piece, and/or,
The connecting piece adopts a tubular beam.
Compared with the prior art, the invention has the following advantages:
According to the front part structure of the vehicle body, the front part of the front cabin longitudinal beam is outwards bent to form the overhanging section, so that the front cabin longitudinal beam can better participate in small overlapping collision, the effective transmission of collision force by the front cabin longitudinal beam can be utilized to improve the safety of the small overlapping collision, meanwhile, the front end frame, the front wind window lower cross beam, the front wheel cover side longitudinal beams on two sides and the cable-stayed beam are connected to form an annular structure, the characteristic of high annular structure strength can be utilized, the integral rigidity of the front cabin position of the front part of the vehicle body is increased, the transmission and dispersion of the collision force at the front cabin position are facilitated, and the whole vehicle collision safety is improved.
In addition, through setting up the linking bridge, can be convenient for the front crashproof roof beam assembly and the front end frame be connected with front cabin longeron to can guarantee the reliability of connection. The front engine room longitudinal beam, the front wheel cover side beam, the inclined-pulling beam, the front end frame and the connecting support are connected to form an annular structure, and the structural strength of the two sides of the front end can be increased by utilizing the characteristic of high annular structural strength. The front end frame is composed of side brackets at two sides and an upper bracket at the top, so that the structure of the front end frame can be simplified, and the design and the preparation of the front end frame are facilitated. The arrangement of the lower cross beam can prevent pedestrians from being involved in the bottom of the vehicle when colliding with the pedestrians, so that the safety of the pedestrians is improved, and the front end frame and the lower cross beam can be connected to form an annular force transmission structure so as to improve the rigidity and collision safety of the front end part of the vehicle body.
Secondly, the distance between the two ends of the front anti-collision beam is smaller than the distance between the front ends of the front cabin longitudinal beams on the two sides, so that the front cabin longitudinal beams can participate in small overlapping collision, and the front anti-collision beam has higher participation degree compared with the front anti-collision beam, therefore, the front cabin longitudinal beams can be utilized for effectively transmitting collision force, the safety of the small overlapping collision is improved, and the safety quality of the whole vehicle is improved.
Through the setting of preceding reinforcing longeron, can promote the structural strength of shock absorber position, be favorable to reducing shock absorber material thickness, realize subtracting heavy, through the setting of the cabin lower beam before, can form transverse connection between the shock absorber before both sides, can promote the anterior Y of automobile body to rigidity. The setting of supporting beam also can form transverse connection between the linking bridge of both sides, can promote anterior Y of automobile body to rigidity, through making anterior cabin underbeam, supporting beam to and the anterior cabin longeron and the linking bridge of both sides are connected and are formed annular structure, utilize the great characteristics of annular structural strength, increase the overall rigidity of anterior cabin bottom intermediate position, and be favorable to the transmission dispersion of collision force at anterior cabin front end, in order to promote whole car collision security.
Secondly, the front wheel casing boundary beam rear end sets up first linking arm and second linking arm to form the cavity of collapsing, not only multiplicable A post is to the side direction support of front wheel casing boundary beam, also can avoid the excessive material of folding in A post region when the collision, increase A post invasion volume and extrusion and prevent hot wall, can promote collision safety. The rear reinforcing longitudinal beams on the side parts of the front shock absorption towers are arranged, so that the structural strength of the shock absorption towers can be better improved, the material thickness of the shock absorption towers is further reduced, weight reduction is realized, and meanwhile, through the arrangement of the upper cross beams of the front engine room, transverse connection can be formed between the front shock absorption towers on the two sides, so that the Y-direction rigidity of the front part of the automobile body is improved.
From bottom to top, the distance between front reinforcing longitudinal beam and the rear reinforcing longitudinal beam gradually decreases, so that a similar-herringbone structure is integrally formed between the front reinforcing longitudinal beam and the rear reinforcing longitudinal beam, and the reinforcing effect on the front shock absorber structure can be improved. The connecting beam is arranged between the upper beam of the front cabin and the lower beam of the front wind window, so that the integral rigidity of the front side part of the front wall can be increased, and a force transmission channel can be increased between the front shock absorber and the lower beam of the front wind window, thereby being beneficial to improving the safety of the whole vehicle. The lateral beam body is close to the front shock absorber, can upwards promote the reinforcing capacity to the front shock absorber in X, helps increasing the structural strength of front shock absorber.
In addition, the front cross beam of the auxiliary frame and the front end frame are connected through the connecting brackets at two sides to form an annular structure, so that the characteristic of high strength of the annular structure can be utilized, the overall rigidity of the front part of the vehicle is increased by means of the front auxiliary frame, the transmission and dispersion of collision force are facilitated, and the safety of the whole vehicle is improved. The front cabin upper cross beam, the auxiliary frame middle cross beam, the rear reinforcing longitudinal beams on two sides and the front cabin longitudinal beams are connected to form an annular structure, the characteristic of high annular structure strength can be utilized, the overall strength of the front position of the vehicle body is further improved, the transmission and dispersion of collision force at the front position are facilitated, and therefore the safety of the whole vehicle can be improved.
Through setting up the lower biography power roof beam of connecting anterior cabin longeron and well passageway reinforcing longeron, can increase the joint strength between anterior cabin longeron and the well passageway to also can increase new biography power passageway between anterior cabin longeron and well passageway, help the transmission of collision force between the two, and do benefit to the security that promotes whole car. The middle channel reinforcing longitudinal beams on the two sides are connected through the connecting plates, the rigidity of the front end position of the middle channel is increased through the connecting effect of the connecting plates, and meanwhile a force transmission channel can be formed between the middle channel reinforcing longitudinal beams on the two sides, so that the transmission of collision force between the left side and the right side of the automobile body is facilitated.
The torsion boxes on two sides are connected through the connecting piece, the lower cross beam of the front windshield, the connecting piece, the A columns on two sides and the torsion boxes are connected to form an annular structure, the characteristic of high strength of the annular structure can be utilized, the overall rigidity of the rear end of the front cabin is increased, and the structural safety of the front cabin is improved. The torsion box is "people" style of calligraphy, can make the collision force that front engine room longeron transmitted more evenly transmit left and right sides, and also can make the structural strength of torsion box higher, be difficult for yielding, can improve torsion box application effect. The connecting piece adopts the tubular beam, can be convenient for its preparation, also can guarantee the joint strength of connecting piece simultaneously.
Another object of the present invention is to propose a vehicle in which the vehicle body front structure as described above is provided.
The vehicle and the front structure of the vehicle body have the same beneficial effects and are not repeated here.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:
Fig. 1 is a schematic view of a vehicle body front structure according to an embodiment of the present invention;
FIG. 2 is a schematic view of the bottom view of the structure of FIG. 1;
FIG. 3 is a schematic diagram of a portion of the structure of FIG. 1;
FIG. 4 is a schematic diagram of a portion of the structure of FIG. 3;
fig. 5 is a schematic structural view of a front cabin rail according to an embodiment of the present invention;
FIG. 6 is a schematic view of the arrangement of the front and rear reinforcing stringers and the upper and lower cross members of the nacelle according to an embodiment of the invention;
FIG. 7 is a schematic view illustrating the arrangement of a connection bracket according to an embodiment of the present invention;
FIG. 8 is a schematic view of a front end frame according to an embodiment of the present invention;
FIG. 9 is a schematic view of the distance between the front ends of the front cabin stringers on both sides and the distance between the left and right ends of the front bumper beam;
fig. 10 is a schematic structural view of a torsion box according to an embodiment of the present invention;
FIG. 11 is a schematic structural view of a connector according to an embodiment of the present invention;
FIG. 12 is a schematic view of an arrangement of a lower transfer beam according to an embodiment of the present invention;
fig. 13 is a schematic structural view of a lower transfer beam according to an embodiment of the present invention;
FIG. 14 is a schematic view of a front wheel cover side rail according to an embodiment of the present invention;
FIG. 15 is a force transfer schematic of a front wheel cover side rail according to an embodiment of the present invention;
FIG. 16 is a schematic view illustrating an arrangement of a front subframe according to an embodiment of the present invention;
FIG. 17 is a schematic view of FIG. 16 from another perspective;
Fig. 18 is a schematic structural view of a front subframe according to an embodiment of the present invention;
reference numerals illustrate:
1. Front cabin longitudinal beams, 2, front shock absorber towers, 3, front wheel cover side beams, 4, front end frames, 5, energy absorption boxes, 6, front anti-collision beams, 7, connecting brackets, 8, supporting beams, 9, front cabin upper beams, 10, front cabin lower beams, 11, middle channel reinforcing longitudinal beams, 12, torsion boxes, 13, connecting pieces, 14, front coamings, 15, middle channels, 16, front coaming connecting plates, 17, front floors, 18, lower beams, 19, threshold beams, 20, lower force transmission beams, 21, connecting plates, 22, connecting beams, 23, A columns, 24, front auxiliary frames, 25, cable-stayed beams, 26, front window lower beams;
101. A stringer inner panel; 102, a longitudinal beam outer plate, 1a, an overhanging section, 201, a front reinforcing longitudinal beam, 202, a rear reinforcing longitudinal beam, 301, a first connecting arm, 302, a second connecting arm, 401, a side bracket, 402, an upper bracket, 901, a beam main body, 902, a beam sealing plate, 1201, an outer box body, 1202, an inner box body, 20a, an arc-shaped surface, 2201, a middle beam body, 2202, a side beam body, 2401, a subframe longitudinal beam, 2, a subframe front beam, 3, a subframe middle beam, 4, a subframe rear beam, 5 and a mounting arm;
q, collapsing cavity.
Detailed Description
It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.
In the description of the present invention, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In addition, in the description of the present invention, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the components may be fixedly connected, detachably connected or integrally connected, mechanically connected or electrically connected, directly connected or indirectly connected through an intermediate medium, or communicated with each other. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in combination with specific cases.
The invention will be described in detail below with reference to the drawings in connection with embodiments.
Example 1
The present embodiment relates to a vehicle body front structure including, as shown in fig. 1 to 4, a front cabin having front cabin side members 1 provided separately on the left and right sides, front wheel house side members 3 provided on the side of each front cabin side member 1 closer to the outside of the vehicle, and a front end frame 4 provided between the bent portions of the front cabin side members 1 on both sides.
The front portions of the front side frames 1 on both sides are bent outward in the vehicle to form the outer extension 1a, and the front ends of the front wheel house side frames 3 on both sides are connected to the outer extension 1a on the same side. The rear ends of the front wheel cover side beams 3 on both sides are connected with a front windshield lower cross beam 26, and an oblique pull beam 25 is arranged between each side front wheel cover side beam3 and the front end frame 4, and meanwhile, the front end frame 4, the front windshield lower cross beam 26, the front wheel cover side beams 3 on both sides and the oblique pull beam 25 are also connected to form an annular structure.
At this time, the front cabin longitudinal beam 1 is bent outwards to form the outer extension section 1a, so that the front cabin longitudinal beam 1 can better participate in the small overlap collision, the effective transmission of the collision force by the front cabin longitudinal beam 1 can be utilized, and the safety of the small overlap collision is improved.
Meanwhile, through the arrangement of the diagonal bracing beams 25, the front end frame 4, the front windshield lower cross beams 26, the front wheel cover side beams 3 on two sides and the diagonal bracing beams 25 are connected to form an annular structure, the characteristic of high strength of the annular structure can be utilized, the overall rigidity of the front cabin position of the front part of the automobile body is increased, and the transmission and dispersion of collision force at the front cabin position are facilitated.
Specifically, as shown in fig. 5, as a preferred implementation manner, the front cabin rail 1 of the present embodiment may include, for example, a rail inner plate 101 and a rail outer plate 102 that are fastened together, and the two fastened together form a rail cavity to ensure the structural strength of the front cabin rail 1. Simultaneously, the longitudinal beam inner plate 101 and the longitudinal beam outer plate 102 are also integrally formed, and the front parts of the longitudinal beam inner plate 101 and the longitudinal beam outer plate 102 are bent towards the outer side of the automobile, so that the bending arrangement of the front part of the front cabin longitudinal beam 1 is realized.
Here, by the fact that the inner side member plate 101 and the outer side member plate 102 in the front cabin side member 1 are integrally formed, it is possible to secure the stability of the structure of the front cabin side member 1. In addition, it should be noted that, in a specific design, the distance between the bending portion of the front cabin longitudinal beam 1 on each side and the envelope of the wheel package of the front wheels on the same side should be generally set to be greater than 10 mm. Therefore, based on the arrangement of the space between the bending part of the front cabin longitudinal beam 1 and the envelope of the front wheel, interference with the front wheel can be avoided, and the smoothness of the movement of the front wheel is ensured.
In practical design, the distance between the bending portion of the front cabin longitudinal beam 1 on each side and the envelope of the front wheel on the same side may be specifically set to 10mm or 12mm, for example, and it is only necessary to ensure that no interference occurs between the front cabin longitudinal beam 1 and the front wheel.
With continued reference to fig. 6, the front side frames 1 are each connected with a connecting bracket 7 at a bent portion thereof based on the outward bending of the front side frame 1, and the front cabin of the present embodiment further has a front bumper beam assembly connected with the connecting brackets 7 on both sides. At this time, the front end frame 4 is specifically connected between the front bumper beam assembly and the two side connecting brackets 7, and the front bumper beam assembly includes the energy absorbing boxes 5 respectively connected to the two side connecting brackets 7, and the front bumper beam 6 connected to the two side energy absorbing boxes 5.
The connecting brackets 7 on each side can be stamping parts and welded into a box-shaped structure, and meanwhile, the connecting brackets 7 can also be arranged into a triangle shape from the top and bottom directions of the whole automobile so as to ensure the structural strength of the connecting brackets and meet the requirement of the connecting strength of each part at the front end of the front cabin.
Furthermore, the present embodiment can also connect the support cross member 8 between the two side connection brackets 7 based on the arrangement of the two side connection brackets 7. The cross section of the supporting cross beam 8 can be of an n-type, so that the supporting cross beam has better structural strength, and meanwhile, the two ends of the supporting cross beam 8 and the connecting brackets 7, and the connecting brackets 7 and the front cabin longitudinal beam 1 on the same side can be connected in a welding mode.
In addition, in the present embodiment, the front cabin side members 1, the front wheel cover side members 3, the diagonal tension members 25, the front end frames 4, and the connection brackets 7 on each side are also connected to form a ring structure based on the connection between the front wheel cover side members 3 and the front end frames 4 on both sides. Like this, connect through front cabin longeron 1, front wheel cover boundary beam 3, oblique beam 25, front end frame 4 and linking bridge 7 of each side and form annular structure, can utilize the characteristics that annular structural strength is big equally, increase the structural strength of front end both sides position to help promoting the security of whole car.
Still referring to fig. 1 to 4, and as shown in conjunction with fig. 6 and 7, the front nacelle of the present embodiment further has a front shock absorber 2 connected between the front nacelle side frame 1 and the front wheel cover side frame 3 on each side, respectively. Also, as a preferred embodiment, the side portions of the both-side front shock absorber 2 are provided with front reinforcing stringers 201, respectively, the front reinforcing stringers 201 being arranged in the height direction of the front shock absorber 2, and at the same time, the bottom ends of the both-side front reinforcing stringers 201 are connected together by a front cabin lower cross member 10 provided between the both-side front cabin stringers 1.
At this time, through the setting of the front reinforcing longitudinal beam 201 of the side part of the front shock absorber 2, the structural strength of the position of the front shock absorber 2 can be improved, the material thickness of the shock absorber can be reduced, and the weight reduction can be realized. Meanwhile, through the arrangement of the front cabin lower cross beam 10, transverse (namely left and right directions of the whole vehicle) connection can be formed between the front shock absorption towers 2 at two sides, so that the effect of improving the transverse rigidity of the front part of the vehicle body is achieved.
In particular, the front reinforcing stringers 201 on the side of the front shock absorber 2 on each side extend in the height direction of the front shock absorber 2, that is, in the overall vehicle height direction. In addition, in a specific arrangement, the front cabin lower cross member 10 is also connected between the tops of the front cabin stringers 1 on both sides, and at the same time, the front reinforcing stringers 201 on both sides are fastened to the front shock absorber 2 on the corresponding side, and form a front stringer cavity with the front shock absorber 2. At this time, a girder cavity is formed between the front reinforcing girder 201 and the front shock absorber 2, and the structural strength of the front reinforcing girder 201 itself can be improved by utilizing the characteristic that the cavity has a large structural strength.
In addition, as a preferred embodiment, the cross section of the front cabin lower cross member 10 of the present embodiment may also be provided in an "n" shape, and thus a lower cross member cavity is formed inside the front cabin lower cross member 10. The bottom of the lower cross beam cavity is open, and the two ends of the lower cross beam cavity are communicated with the front longitudinal beam cavities on the two sides. In this way, by making the front cabin lower cross member 10 take an "n" type cross section and forming a lower cross member cavity therein that is in communication with the side member cavity, it is possible to increase the structural strength of the front cabin lower cross member 10 itself on the one hand, and to ensure the reliability of the connection of the front cabin lower cross member 10 with the both-side front reinforcing side members 201 and the continuity of the force transmission passage formed therebetween on the other hand, thereby helping to ensure the structural reinforcing effect, and the collision force transmitting effect.
As a preferred embodiment, in addition to the front reinforcing side members 201 described above, the present embodiment is also provided with rear reinforcing side members 202 on the side portions of the front shock absorber 2 on each side, respectively. The rear reinforcing stringers 202 are arranged side by side behind the ipsilateral front reinforcing stringers 201, and the bottom ends of the two side rear reinforcing stringers 202 are connected to the ipsilateral front cabin stringers 1, while the top ends of the two side rear reinforcing stringers 202 are connected together by the front cabin upper cross member 9 provided between the tops of the two side front shock towers 2.
At this time, the arrangement of the rear reinforcing longitudinal beam 202 can further improve the structural strength of the position where the front shock absorber 2 is located, and is beneficial to reducing the material thickness of the shock absorber, so as to realize weight reduction. Of course, by arranging the front cabin upper cross member 9, a lateral (i.e., a left-right direction of the whole vehicle) connection can be added between the front shock towers 2 on both sides, so as to better promote the lateral rigidity of the front part of the vehicle body.
In particular, the bottom ends of the side rear reinforcement stringers 202 may be provided to each have an upper lap portion that overlaps the top end surface of the front cabin stringer 1 and a side lap portion that overlaps the side end surface of the front cabin stringer 1 facing the inside of the vehicle, as a preferred embodiment, based on the connection of the bottom ends of the side rear reinforcement stringers 202 to the front cabin stringer 1. The upper overlap joint portion and the side overlap joint portion are formed at the bottom end of the rear reinforcing longitudinal beam 202, and the rear reinforcing longitudinal beam 202 is connected with the front cabin longitudinal beam 1 through the upper overlap joint portion and the side overlap joint portion, so that the reliability of connection between the upper overlap joint portion and the side overlap joint portion can be improved, and the longitudinal reinforcing effect of the rear reinforcing longitudinal beam 202 can be improved.
In addition, as still shown in fig. 6, the two-sided rear reinforcing stringers 202 in this embodiment are also fastened to the front shock tower 2 and the front cabin stringer 1 and thereby also form rear stringer cavities with the front shock tower 2 and the front cabin stringer 1. At this time, the formation of the rear side member cavity can also use the characteristic of large structural strength of the cavity to increase the structural strength of the rear reinforcing side member 202 itself.
The front cabin upper cross member 9 of the present embodiment specifically includes a cross member main body 901, the left and right ends of which are connected to the top ends of the rear reinforcing stringers 202 on both sides, and a cross member sealing plate 902, which is connected between the tops of the front shock absorber towers 2 on both sides, corresponding to the above-described structural arrangement of the rear reinforcing stringers 202 and the formation of the rear stringer cavities.
The cross section of the beam main body 901 is U-shaped, and the beam main body 901 and the beam sealing plate 902 enclose an upper beam cavity, and two ends of the upper beam cavity are communicated with the rear longitudinal beam cavities on two sides. In addition, the two ends of the beam sealing plate 902 are also respectively lapped on the top of the front shock absorber 2 and are connected with the front shock absorber 2 in a welding manner, so that the connection between the two ends of the upper beam 9 of the front cabin and the front shock absorber 2 is realized, and the transverse connection strength of the upper beam 9 of the front cabin to the front shock absorbers 2 on the two sides can be further improved.
It will be appreciated that the front cabin upper beam 9 is formed by the beam main body 901 and the beam sealing plate 902, which is beneficial to the preparation of the front cabin upper beam 9, and meanwhile, the upper beam cavity is formed and communicated with the rear longitudinal beam cavity, and also can ensure the connection reliability between the front cabin upper beam 9 and the rear reinforcing longitudinal beams 202 on both sides, and ensure the consistency of the force transmission channel formed between the front cabin upper beam 9 and the rear reinforcing longitudinal beams 202, thereby being beneficial to improving the collision force transmission effect.
In addition, during implementation, the rear reinforcing longitudinal beams 202 positioned on two sides are preferably integrally processed and formed with the cross beam main body 901, so that the connection strength between the rear reinforcing longitudinal beams 202 and the front cabin upper cross beam 9 is further improved, the through effect between the upper cross beam cavity and the rear longitudinal beam cavities on two sides is improved, and the transmission dispersion effect on collision force is better. Of course, as a preferred implementation manner, the connection between the rear reinforcing longitudinal beam 202 and the cross beam main body 901 may adopt a smooth arc transition, so as to avoid abrupt structural changes at the connection, thereby facilitating improvement of force transfer efficiency.
It should be noted that, in the specific preparation, the front reinforcing longitudinal beam 201, the front cabin lower cross beam 10, the integrally formed cross beam main body 901, the two side rear reinforcing longitudinal beams 202, the cross beam sealing plates 902 and the like of the present embodiment may be formed by stamping, and the connection between the two members may be achieved by welding.
In addition, also as a preferred embodiment, when the front reinforcing side member 201 and the rear reinforcing side member 202 are provided on both sides, as further shown in fig. 6, the present embodiment is based on the side-by-side arrangement between the front reinforcing side member 201 and the rear reinforcing side member 202 on the same side, and the distance between the front reinforcing side member 201 and the rear reinforcing side member 202 on each side can be set to be smaller from bottom to top in the overall vehicle height direction.
In this way, by setting the distance between the front reinforcing side member 201 and the rear reinforcing side member 202 to be smaller from bottom to top, the "herringbone" structure can be formed integrally between the front reinforcing side member 201 and the rear reinforcing side member 202, and the reinforcing effect on the structure of the front shock absorber 2 can be improved. By contrast, in the present embodiment, by providing the front reinforcing side members 201 and the rear reinforcing side members 202 on the side portions, it is possible to reduce the material thickness of the front shock absorber 2 from 1mm to 0.7mm, and the overall weight reduction can be as high as 1.32kg.
In the present embodiment, the connection beam 22 is connected between the front nacelle upper cross member 9 and the front windshield lower cross member 26 as a preferable embodiment based on the arrangement of the front nacelle upper cross member 9. At this time, by arranging the connecting beam 22 between the front cabin upper beam 9 and the front windshield lower beam 26, not only the rigidity of the front side part of the front wall can be further increased, but also a force transmission channel can be increased between the front shock absorber 2 and the front windshield lower beam 26, which is helpful for improving the safety of the whole vehicle.
In a preferred embodiment, the connecting beams 22 may be a plurality of connecting beams arranged at intervals, and include, for example, a middle beam 2201 located in the middle, and side beams 2202 disposed on the left and right sides of the middle beam 2201, where each side beam 2202 is also disposed near the front shock absorber 2 on the same side. In this way, the connecting beams 22 are arranged at intervals, so that a better rigidity reinforcing effect can be achieved, more force transmission channels can be added, and the transmission of collision force is facilitated. And each side beam 2202 is disposed near the front shock absorber 2, so that the reinforcing capability of the front shock absorber 2 can be improved in the X direction (i.e., the front-rear direction of the whole vehicle), which contributes to the increase of the structural strength of the front shock absorber 2.
It is noted that when the support cross member 8 is provided, it can be seen that the front cabin lower cross member 10, the support cross member 8, and the front cabin side members 1 and the connecting brackets 7 on both sides of the present embodiment may also be connected to form a ring-shaped structure. Like this, through making preceding cabin underbeam 10, supporting beam 8 to and the front cabin longeron 1 and the linking bridge 7 of both sides connect and form annular structure, utilize the great characteristics of annular structural strength, increase the overall rigidity of front cabin bottom intermediate position to be favorable to the transmission dispersion of collision force at the front end of front cabin, in order to promote whole car collision security.
As a preferred embodiment, continuing with fig. 8, the front end frame 4 of the present embodiment specifically includes side brackets 401 provided separately on the left and right sides, and an upper bracket 402 connected between the top ends of the side brackets 401 on both sides. The side brackets 401 on both sides are connected between the energy absorption boxes 5 and the connecting brackets 7 on the same side, and the inclined-pulling beams 25 on both sides are connected on the upper bracket 402. Meanwhile, a lower cross beam 18 is also connected between the bottom ends of the side brackets 401 on both sides, and the lower cross beam 18 is lower than the front bumper beam 6 in the height direction of the whole vehicle.
In this case, both ends of the diagonal beam 25 may be connected to the front end frame 4 and the front wheel house side beam 3 by bolts in the concrete implementation. It can be understood that the front end frame 4 is connected and arranged between the energy-absorbing box 5 and the connecting bracket 7, and the lower cross beam 18 is connected to the bottom of the front end frame 4, so that the integrated arrangement of the front end structure of the vehicle body can be facilitated, and a new annular force transmission structure can be formed at the front end of the vehicle body through the front end frame 4 and the lower cross beam 18, so that the collision safety can be improved. In addition, it is also understood that by the arrangement of the lower cross member 18 lower than the front impact beam 6, it is also possible to prevent pedestrians from being involved in the vehicle bottom at the time of an impact, so that the pedestrian protection effect can be enhanced.
It should be noted that, in the embodiment, the lower beam 18 and the front end frame 4 may be made of plastic, and may be made of PP (polypropylene) or nylon, for example, which are common to those skilled in the art, through injection molding, so that the two components may be conveniently manufactured, and the lightweight design of the front cabin may be facilitated.
With continued reference to fig. 9, the present embodiment may make the distance between the front ends of the front cabin stringers 1 in the left-right direction of the whole vehicle greater than the distance between the left and right ends of the front bumper beam 6 in the left-right direction of the whole vehicle, based on the outward bending of the front portions of the front cabin stringers 1 on both sides, as a preferred embodiment.
In this way, the distance between the two ends of the front anti-collision beam 6 is smaller than the distance between the front ends of the front cabin longitudinal beams 1 on the two sides, so that the front cabin longitudinal beams 1 participate in small overlapping collision and have higher participation degree compared with the front anti-collision beam 6. Therefore, the front cabin longitudinal beam 1 can be utilized to effectively transmit collision force, so that the safety of small overlap collision is improved, and the safety quality of the whole vehicle is improved.
In the present embodiment, as further shown in fig. 9 and 10, the rear ends of the two side front cabin stringers 1 are each connected with a torsion box 12. The outside of each side torsion box 12 is connected with the threshold beam 19 and the A column 23 on the same side, the inside of each side torsion box 12 is connected with the middle channel reinforcing longitudinal beam 11 on the same side, meanwhile, the two side torsion boxes 12 are also connected through the connecting piece 13, and the front windshield lower cross beam 26, the connecting piece 13, the A column 23 on the two sides and the torsion box 12 are connected to form an annular structure.
It can be appreciated that by connecting the two side torsion boxes 12 via the connecting member 13, the overall transverse rigidity of the vehicle body can be increased by the connecting effect of the connecting member 13, and the through force transmission channel is increased between the two side torsion boxes, which is beneficial to the transmission of collision force between the left and right sides of the vehicle body.
In the implementation, as a preferred implementation manner, the two-side torsion boxes 12 may be configured to be in a herringbone shape, and have an outer box body 1201 and an inner box body 1202 connected together, where each side outer box body 1201 is connected to the same side sill beam 19, each side inner box body 1202 is connected to the same side middle channel reinforcing longitudinal beam 11, and the two-side inner box bodies 1202 are connected through the connecting piece 13. At this time, the present embodiment makes the torque box 12 have a herringbone shape, so that the collision force transmitted from the front cabin longitudinal beam 1 is transmitted to the left and right sides more uniformly, and the torque box 12 has high structural strength and is not easy to deform, so that the application effect of the torque box 12 can be improved.
In this embodiment, each side outer box 1201 is connected to the rear end of the front cabin longitudinal beam 1 on the same side, each side inner box 1202 is connected to one side of the outer box 1201 on the same side, and the outer box 1201 and the inner box 1202 can be made of sheet metal parts formed by stamping and connected by welding. In this way, the outer box body 1201 is connected with the front cabin longitudinal beam 1, and the inner box body 1202 is connected to one side of the outer box body 1201, which is not only beneficial to the overall design and molding of the torsion box 12, but also facilitates the arrangement of the torsion box 12 in the vehicle body.
In addition, in this embodiment, the outer box 1201 and the inner box 1202 on each side are also fastened on the front wall connecting plate 16, and a cavity is formed between the outer box 1201 and the inner box 1202 and the front wall connecting plate 16. Therefore, by forming the cavity between the inner and outer box bodies and the front wall connecting plate 16, the characteristic of high structural strength of the cavity can be utilized, and the structural strength of the positions of the inner and outer box bodies can be ensured so as to ensure the application effect of the inner and outer box bodies.
It should be noted that the front wall connecting plate 16 is connected between the dash panel 14 and the front floor 17, and the front portions of the center tunnel 15 and the center tunnel reinforcing stringers 11 on the left and right sides thereof, that is, the front portions are connected to the front wall connecting plate 16, and are connected to the bottom end of the dash panel 14. The center tunnel reinforcement stringers 11 are located at the bottom of the center tunnel 15 on both sides and are provided on both left and right sides of the center tunnel 15, and the center tunnel reinforcement stringers 11 are also provided to extend in the front-rear direction of the entire vehicle, as are the center tunnels 15.
It will be appreciated that, instead of having the outer and inner boxes 1201, 1202 each enclose a cavity with the front wall connection plate 16, it is of course possible to embody only one of the inner and outer boxes with the front wall connection plate 16.
In this embodiment, as a preferred embodiment, the connector 13 may be a tubular beam, for example. At this time, the connecting piece 13 adopts a tubular beam, which is convenient for preparation, and meanwhile, the connection strength of the connecting piece 13 can be ensured. Meanwhile, in the specific implementation, in order to facilitate the connection between the two ends of the connecting piece 13 and the inner box 1202, the two ends of the connecting piece 13 with the tubular beam structure may be pressed into a flat shape, and the two ends of the connecting piece 13 and the inner box 1202 may be fixedly connected together by bolts.
It should be noted that, instead of using a tubular beam, the connector 13 of the present embodiment may use other conventional beam structures, so long as it can achieve the connection between the inner boxes 1202 on both sides and ensure the required connection strength.
With continued reference to fig. 12 and 13, the present exemplary embodiment is also provided as a preferred embodiment with a lower transfer beam 20 on the front cabin longitudinal beam 1 on both sides, on the side in the front cabin. The lower transfer beams 20 on each side are connected to the side of the dash panel 14 facing the vehicle head, and one end of each lower transfer beam 20 on each side is connected to the front cabin longitudinal member 1 on the same side, and the other end of each lower transfer beam 20 on each side is connected to the center tunnel reinforcing longitudinal member 11 on the same side.
At this time, by providing the lower force transfer beam 20 connecting the front cabin side member 1 and the center tunnel reinforcement side member 11, the connection strength between the front cabin side member 1 and the center tunnel 15 can be increased, and a new force transfer tunnel can be added between the front cabin side member 1 and the center tunnel 15, thereby facilitating the transmission of collision force therebetween.
In particular, as a preferred embodiment, a cavity is also formed between the lower rocker 20 on each side and the dash panel 14, and the front cabin rail 1 on the same side. In this way, by forming the cavity between the lower transfer beam 20 and the dash panel 14 and between the front cabin longitudinal beam 1, the structural strength of the lower transfer beam 20 can be improved by utilizing the characteristic of high structural strength of the cavity, and the application effect of the lower transfer beam is ensured.
On the basis of forming the cavity at the lower transfer beam 20, the width of the end of each side lower transfer beam 20 connected with the front cabin longitudinal beam 1 in this embodiment may be set to be larger than the width of the end of each side lower transfer beam 20 connected with the middle channel reinforcing longitudinal beam 11, and the sides of each side lower transfer beam 20 facing the vehicle head form a rounded arc-shaped surface 18a.
The width of the lower transfer beam 20 is the width of the lower transfer beam 20 along the front-rear direction of the whole vehicle. Moreover, the width of one end of the lower force transfer beam 20 connected with the front cabin longitudinal beam 1 is larger, and a smooth transition molded surface 18a is formed at the front side of the lower force transfer beam, so that the phenomenon that the collision force is not transferred smoothly due to the severe change of the cross section of the lower force transfer beam 20 can be avoided, and meanwhile, the stability of the connecting part of the lower force transfer beam 20 and the front cabin longitudinal beam 1 can be increased. Of course, it should be noted that, when the lower transfer beam 20 adopts other beam body structures without forming the above-described cavity, the width of the end of the lower transfer beam 20 connected to the front cabin longitudinal beam 1 may be made larger as well, so as to have the effects described above.
In this embodiment, further, as a preferred embodiment, the lower transfer beams 20 on each side are also specifically connected to the front ends of the channel reinforcing stringers 11 on the same side, and a connecting plate 21 is connected between the front ends of the channel reinforcing stringers 11 on both sides. The connecting plate 21 is made of a plate formed by stamping and is welded with the middle channel reinforcing longitudinal beams 11 on two sides. Moreover, it can be appreciated that the two side middle channel reinforcing stringers 11 are connected through the connecting plate 21, so that the rigidity of the front end position of the middle channel 15 can be increased through the connecting effect of the connecting plate 21, and meanwhile, a force transmission channel can be formed between the two side middle channel reinforcing stringers 11, thereby facilitating the transmission of collision force between the left side and the right side of the vehicle body.
As shown in fig. 14 and 15, in the present embodiment, as a preferred embodiment, the front ends of the front wheel house side rails 3 on each side are connected to the side of the front cabin side rail 1 toward the rear of the vehicle on the same side based on the outward bending of the front portion of the front cabin side rail 1, so that the transmission of the collision force along the front wheel house side rail 3 can be facilitated.
In addition, as a preferred embodiment, as also shown in fig. 14 and 15, the rear ends of the front wheel cover side beams 3 of the present embodiment each have a first connecting arm 301 and a second connecting arm 302 provided in a bifurcated manner, the rear ends of the first connecting arm 301 and the second connecting arm 302 are each connected to the a pillar 23, and a crush chamber Q is defined between the first connecting arm 301, the second connecting arm 302, and the a pillar 23.
By arranging the first connecting arm 301 and the second connecting arm 302 at the rear end of the front wheel cover side beam 3 and forming the crumple chamber Q, the lateral support of the A column 23 to the front wheel cover side beam 3 can be increased, the problems of excessive material overlapping in the A column 23 area and large invasion amount of the A column 23 during collision can be avoided, and the collision safety can be improved.
Further, the first connecting arm 301 and the second connecting arm 302 are V-shaped when viewed from the left-right direction of the whole vehicle, and the a-pillar 23 is arranged in the up-down direction of the whole vehicle, so that the crush chamber Q defined between the first connecting arm 301, the second connecting arm 302, and the a-pillar 23 is triangular. So can utilize triangle-shaped structural strength big characteristics, guarantee the structural strength of front wheel casing boundary beam 3 and A post 23 hookup location, guarantee the transmission effect of collision force between the two. In addition, during the transmission of the collision force, a part of the collision force at the front wheel cover side beam 3 is transmitted to the upper side of the A column 23, and the other part is transmitted to the lower side sill position along the A column 23, so that the collision force is dispersed.
As further shown in fig. 16, 17, in combination with fig. 18, the vehicle body front structure of the present embodiment further includes a front subframe 24 located at the bottom of the front cabin. The mounting points on the left and right sides of the front part of the front auxiliary frame 24 are mounted on the two side connecting brackets 7, and the front part of the front auxiliary frame 24 is provided with an auxiliary frame front cross member 2402 positioned between the mounting points on the two sides, and meanwhile, the auxiliary frame front cross member 2402 and the front end frame 4 are connected through the connecting brackets 7 on the two sides to form an annular structure.
At this time, by arranging the mounting positions of both sides of the front subframe front portion on the connection brackets 7 and connecting the subframe front cross member 2402 and the front end frame 4 to form an annular structure through the connection brackets 7 of both sides, the characteristic of high strength of the annular structure can be utilized, and the overall rigidity of the front portion of the vehicle can be increased by means of the front subframe, and the transmission dispersion of collision force can be facilitated.
In detail, similar to the existing subframe structure, the front subframe of the present embodiment has subframe rails 2401 disposed on the left and right sides, and cavities are formed in each subframe rail 2401 to improve the strength and force transmission effect of the subframe rail 24. Meanwhile, the above-described sub-frame front cross member 2402, and sub-frame center cross member 2403 and sub-frame rear cross member 2404 located at the rear side of the sub-frame center cross member 2403 are also connected between the sub-frame side members 2401, respectively.
In addition, the middle portion of the front subframe 24 of the present embodiment is also provided with mounting arms 2405 respectively connected to the side front cabin stringers 1. The sub-frame middle cross member 2403 is correspondingly disposed between the mounting arms 2405 on both sides, and each side of the mounting arms 2405 is connected with the rear reinforcing longitudinal member 202 on the same side in the height direction of the whole vehicle, so that the front cabin upper cross member 9, the sub-frame middle cross member 2403, and the rear reinforcing longitudinal members 202 on both sides are connected with the front cabin longitudinal member 1 to form an annular structure.
Through making preceding cabin entablature 9, sub vehicle frame middle rail 2403, and the back of both sides strengthen longeron 202 and front cabin longeron 1 connect and form annular structure, this embodiment can utilize the characteristics that annular structural strength is big, further increases the bulk strength of automobile body front portion position to be favorable to the transmission dispersion of collision force in the front portion position, can promote the security of whole car from this.
It should be noted that, the engagement between the mounting arms 2405 on each side and the rear reinforcing stringers 202 on the same side is at least partially overlapped with each other, i.e. the projections of the two in the height direction of the whole vehicle. In addition, in the specific implementation, the connection between the front two sides of the front subframe 24 and the connection bracket 7, specifically, the connection between the front end of each side subframe rail 2401 and the same side connection bracket 7. For example, a box-shaped mount may be welded to the bottom of the connection bracket 7, and a connection sleeve may be provided at the front end of the sub-frame rail 2401, and thus connected by a connection bolt.
Similarly, for the connection between each mounting arm 2405 and the front cabin rail 1, it is possible to provide, for example, a mounting bracket with a threaded sleeve inside the front cabin rail 1, and it also allows the tip of the mounting arm 2405 to be connected into the bolt sleeve by a connecting bolt.
According to the structure of the front part of the automobile body, through the arrangement, the plurality of annular structures can be formed at the front part of the automobile body, so that the characteristic of high strength of the annular structures can be utilized, the overall rigidity of the front cabin position of the automobile body is increased, a plurality of through force transmission channels can be formed at the front part of the automobile body, the transmission dispersion of collision force at the front cabin position is facilitated, and the whole automobile collision safety is improved.
Example two
The present embodiment relates to a vehicle in which the vehicle body front structure in the first embodiment is provided. The vehicle of the embodiment increases the overall rigidity of the front cabin position of the front part of the vehicle body by arranging the front part structure of the vehicle body of the embodiment one, is also beneficial to the transmission and dispersion of collision force at the front cabin position, and is beneficial to the improvement of the collision safety of the whole vehicle.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (14)
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| CN202310340413.3A CN118722881B (en) | 2023-03-31 | 2023-03-31 | Front structure of the vehicle body and vehicle |
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| JP2013121815A (en) * | 2011-11-08 | 2013-06-20 | Honda Motor Co Ltd | Vehicle front structure |
| CN110920550A (en) * | 2019-11-21 | 2020-03-27 | 东风汽车有限公司 | Engine compartment skeleton |
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| CN217730564U (en) * | 2022-03-12 | 2022-11-04 | 阿尔特汽车技术股份有限公司 | Front torsion box structure of electric automobile |
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| JP2004123027A (en) * | 2002-10-04 | 2004-04-22 | Nissan Motor Co Ltd | Body front structure |
| DE102012221193B4 (en) * | 2012-11-20 | 2023-03-16 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle body designed for a small overlap collision |
| CN113968281B (en) * | 2020-07-22 | 2025-06-03 | 广州汽车集团股份有限公司 | Body structure and automobile |
| CN114228834A (en) * | 2022-01-07 | 2022-03-25 | 阿尔特汽车技术股份有限公司 | Torsion box structure and frame mounting structure |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013121815A (en) * | 2011-11-08 | 2013-06-20 | Honda Motor Co Ltd | Vehicle front structure |
| CN110920550A (en) * | 2019-11-21 | 2020-03-27 | 东风汽车有限公司 | Engine compartment skeleton |
| CN213566135U (en) * | 2020-09-25 | 2021-06-29 | 广州汽车集团股份有限公司 | An automobile and its front cabin body structure |
| CN217730564U (en) * | 2022-03-12 | 2022-11-04 | 阿尔特汽车技术股份有限公司 | Front torsion box structure of electric automobile |
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