CN119058823A - Front cabin structure and vehicle - Google Patents

Abstract

The invention provides a front cabin structure and a vehicle, wherein the front cabin structure comprises front cabin longitudinal beams which are arranged on the left side and the right side respectively, and front shock-absorbing towers which are connected to the front cabin longitudinal beams on each side, a beam body structure which is connected into a ring shape is arranged between the front shock-absorbing towers on the two sides, the beam body structure comprises shock-absorbing tower connecting beams which are arranged in an up-down opposite mode, motor rear mounting beams and connecting beams which are arranged on the left side and the right side respectively, the shock-absorbing tower connecting beams are connected between the tops of the front shock-absorbing towers on the two sides, the motor rear mounting beams are connected between the front cabin longitudinal beams on the two sides, and the connecting beams on each side are connected with the front shock-absorbing towers on the same side and connect the shock-absorbing tower connecting beams with the motor rear mounting beams together. The front cabin structure of the invention not only can increase the rigidity of the front shock absorption towers at each side, but also can increase the Y-direction supporting rigidity between the front shock absorption towers at both sides, and forms a force transmission channel between the front shock absorption towers at both sides and the front cabin longitudinal beam, thereby being beneficial to the transmission and dispersion of collision force.

Description

Front cabin structure and vehicle

Technical Field

The invention relates to the technical field of vehicle parts, in particular to a front cabin structure. Meanwhile, the invention also relates to a vehicle with the front cabin structure.

Background

At present, as automobile designs step into higher-end and electric-drive, how to improve NVH (Noise Vibration Harshness for short) performance and safety performance of vehicles becomes a key research direction for vehicle design and development.

The front cabin is used as a main structure of the front part of the vehicle body, and the force transmission effect directly influences the collision safety of the vehicle. The front engine room in the prior art comprises front engine room longitudinal beams and front wheel cover side beams which are respectively arranged at the left side and the right side, and front shock-absorbing towers which are arranged on the front engine room longitudinal beams at all sides and are connected with the front wheel cover side beams at the same side. The front shock towers on the left side and the right side are independent, so that the rigidity of the front shock towers is not high, and the contribution of the front shock towers to the transmission of collision force is small in the transmission process of the collision force, so that the scattered transmission of the collision force at the front shock towers is not facilitated, and the safety of a vehicle is further affected.

In addition, in the conventional front cabin structure, when a vehicle collides with the front surface, a charger, a driving motor and other structures in a power system invade the front wall, so that the safety of the cabin is affected. At present, a mode of reinforcing the strength of the cockpit is often adopted to improve the resistance to collision force, but the weight of the cockpit is increased by adopting the solution, so that the weight reduction of the vehicle is not facilitated.

Disclosure of Invention

In view of the above, the present invention aims to propose a front cabin structure to enhance the rigidity of the front shock absorber locations on each side and to facilitate the improvement of the collision safety of the vehicle.

In order to achieve the above purpose, the technical scheme of the invention is realized as follows:

a front cabin structure comprises front cabin longitudinal beams which are respectively arranged at the left side and the right side, and a front shock absorber which is connected with the front cabin longitudinal beams at each side;

A beam body structure connected into a ring shape is arranged between the front shock absorption towers at two sides, and comprises a shock absorption tower connecting beam and a motor rear mounting beam which are arranged in an up-down opposite manner, and connecting beams respectively arranged at the left side and the right side;

The shock absorber connecting cross beam is connected between the tops of the front shock absorber at two sides, the motor rear mounting cross beam is connected between the front engine room longitudinal beams at two sides, the connecting beams at each side are connected with the front shock absorber at the same side, and the shock absorber connecting cross beam and the motor rear mounting cross beam are connected together.

The motor rear mounting cross beam comprises a motor upper cross beam and a motor lower cross beam which are connected in a buckled mode, wherein the motor lower cross beam and the motor upper cross beam are connected with the front engine room longitudinal beams on two sides, and the left end and the right end of the motor upper cross beam are connected with the connecting beam and the shock absorber tower connecting cross beam respectively through the connecting beam and the shock absorber tower connecting cross beam which correspond to the motor upper cross beam.

Further, the shock absorber connecting cross beam comprises a shock absorber connecting upper cross beam and a shock absorber connecting lower cross beam which are connected in a buckled mode, the shock absorber connecting upper cross beam is connected between the tops of the front shock absorber at two sides, and the left end and the right end of the shock absorber connecting lower cross beam are connected with the motor upper cross beam through the connecting beam corresponding to the shock absorber connecting upper cross beam.

Furthermore, the left end and the right end of the connecting beam of the shock absorption tower are respectively provided with an upper connecting arm, the left end and the right end of the rear mounting beam of the motor are respectively provided with a lower connecting arm, the upper connecting arms and the lower connecting arms on each side are connected with the front shock absorption tower on the same side, and the connecting beams on each side are formed by connecting the upper connecting arms and the lower connecting arms on the same side.

Furthermore, a connecting beam cavity is formed between the upper beam connected with the shock absorber and the lower beam connected with the shock absorber, a motor beam cavity is formed between the upper beam of the motor and the lower beam of the motor, a connecting beam cavity is formed between the connecting beam on each side and the front shock absorber on the same side, the connecting beam cavity and the motor beam cavity are communicated by the connecting Liang Qiangti on both sides, and an annular cavity structure is formed in the beam structure.

Further, a motor mounting bracket is arranged on the motor upper beam, the motor mounting brackets are arranged on the motor upper beam at intervals along the left-right direction of the whole vehicle, and/or a storage battery bracket is arranged on the motor upper beam and is arranged close to the front cabin longitudinal beam on one side of the storage battery bracket.

Further, an upper blocking part which is arranged in a protruding mode along the up-down direction of the whole vehicle is arranged on the upper cross beam of the motor, the upper blocking part is used for limiting the backward movement of a charger arranged on the rear mounting cross beam of the motor, and/or a lower blocking part which is arranged in a protruding mode along the up-down direction of the whole vehicle is arranged on the lower cross beam of the motor, and the lower blocking part is used for limiting the backward movement of a driving motor arranged on the front auxiliary frame.

Further, the upper blocking part comprises an upper boss which is integrally formed on the upper beam of the motor and is arranged in an upward protruding mode, and the lower blocking part comprises a lower boss which is integrally formed on the lower beam of the motor and is arranged in a downward protruding mode.

Further, an upper energy-absorbing structure positioned on one side of the upper boss is integrally formed on the upper cross beam of the motor, and/or a lower energy-absorbing structure positioned on one side of the lower boss is integrally formed on the lower cross beam of the motor, wherein the cross sections of the upper energy-absorbing structure and the lower energy-absorbing structure are stepped.

Further, the front cabin longitudinal beams on two sides comprise a longitudinal beam inner plate and a longitudinal beam outer plate which are buckled and connected together, an upper lap joint spigot which is positioned at the top of the front cabin longitudinal beam and a lower lap joint spigot which is positioned at the bottom of the front cabin longitudinal beam are arranged between the longitudinal beam inner plate and the longitudinal beam outer plate, in the left-right direction of the whole automobile, the lower lap joint spigot is arranged on one side of the front cabin longitudinal beam, which is close to the outside of the automobile, and the upper lap joint spigot is provided with an upper lap joint spigot front section which is arranged on one side of the front cabin longitudinal beam, which is close to the outside of the automobile, and an upper lap joint spigot rear section which is arranged on one side of the front cabin longitudinal beam, which is close to the inside of the automobile.

Furthermore, the top of the longitudinal beam inner plate is provided with a motor front mounting cross beam mounting part positioned at one side of the front section of the upper lap joint spigot, the motor front mounting cross beam mounting parts at all sides are close to the boundary point between the front section of the upper lap joint spigot and the rear section of the upper lap joint spigot at the same side, and motor front mounting cross beams are connected between the motor front mounting cross beam mounting parts at both sides.

Compared with the prior art, the invention has the following advantages:

According to the front cabin structure, the annular beam body structure is arranged between the front shock absorption towers at the two sides, so that the rigidity of the front shock absorption towers at the positions at the two sides can be increased, meanwhile, the characteristic of high annular structural strength can be utilized, the Y-direction (the left-right direction of the whole vehicle) supporting rigidity between the front shock absorption towers at the two sides is increased, and a force transmission channel is formed between the front shock absorption towers at the two sides and the longitudinal beams of the front cabin, so that the overall rigidity of the front cabin is improved, the transmission and dispersion of collision force in the front cabin are facilitated, and the safety of the whole vehicle is improved.

In addition, the motor rear mounting cross beam is composed of a buckled motor upper cross beam and a buckled motor lower cross beam, so that the structural strength of the motor rear mounting cross beam can be guaranteed, the motor rear mounting cross beam is arranged between the front cabin longitudinal beams on two sides, and the connection between the motor rear mounting cross beam and the shock absorption tower connecting cross beam is facilitated. The shock-absorbing tower connecting cross beam is formed by a buckled shock-absorbing tower connecting upper cross beam and a shock-absorbing tower connecting lower cross beam, so that the structural strength of the shock-absorbing tower connecting cross beam can be guaranteed, the shock-absorbing tower connecting cross beam is arranged between the front shock-absorbing towers on two sides, and the shock-absorbing tower connecting cross beam is connected with a motor rear mounting cross beam. Through setting up upper connecting arm and lower connecting arm to make the tie-beam by upper and lower connecting arm connect formation, can guarantee the connection effect of tie-beam between shock absorber connecting beam and motor rear mounting crossbeam.

Form annular cavity structure in the roof beam body structure, the great characteristics of usable cavity structural strength increase the rigidity of roof beam body structure, promote its strengthening effect in the cabin before. The motor mounting bracket and the storage battery bracket are arranged on the motor upper cross beam, so that the mounting of the motor, the storage battery and other components can be facilitated. The upper blocking part is arranged on the upper beam of the motor, the lower blocking part is arranged on the lower beam of the motor, the backward movement of the charger and the driving motor can be blocked during collision, the intrusion of the charger and the driving motor to the front wall is effectively reduced, the integrity of the passenger cabin is maintained, and the injury of the collision to passengers is reduced. The boss of integrated into one piece is adopted to upper barrier portion and lower barrier portion, and simple structure is convenient for the shaping, also can guarantee the structural strength of upper and lower barrier portion simultaneously, guarantees the effect of blockking of each barrier portion.

In addition, through further setting up the energy-absorbing structure that the transversal is in the step form, can absorb the energy from charging machine and driving motor when the collision, can reduce the preceding enclose invasion volume of charging machine and driving motor better, ensure passenger cabin safety. Through the setting of the last overlap joint tang of front engine room longeron and lower overlap joint tang, can adapt to the assembly of two yoke suspension motion envelopes and motor crossbeam, can satisfy the embarkation demand of two yoke front suspensions, and help promoting vehicle drivability. The motor front mounting cross beam mounting part positioned on one side of the front section of the upper lap seam allowance is arranged at the top of the inner plate of the longitudinal beam, the cross section of the inner plate of the longitudinal beam can be fully utilized based on the design of the front section of the upper lap seam allowance, and the arrangement of the motor front mounting cross beam in a vehicle body is facilitated.

In addition, another object of the present invention is to propose a vehicle in which a front cabin structure as described above is provided.

The vehicle of the invention has the same beneficial effects as the front cabin structure, and is 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 front nacelle structure according to an embodiment of the invention in one view;

FIG. 2 is a schematic view of a front nacelle structure according to an embodiment of the invention from another perspective;

FIG. 3 is a schematic view of a beam structure connected to a front shock tower according to an embodiment of the present invention;

FIG. 4 is a schematic view of a beam structure according to an embodiment of the present invention;

fig. 5 is an exploded view of a beam structure according to an embodiment of the present invention;

FIG. 6 is a front view of FIG. 4;

FIG. 7 is a cross-sectional view taken along the direction A-A in FIG. 6;

FIG. 8 is a cross-sectional view of the rear mounting cross-beam of the motor of FIG. 6;

FIG. 9 is a schematic view of a portion of a front nacelle structure according to an embodiment of the invention;

Fig. 10 is a schematic structural view of a front cabin rail according to an embodiment of the present invention at a first view angle;

FIG. 11 is a schematic view of a front cabin rail according to an embodiment of the present invention in a second view;

Fig. 12 is a schematic structural view of a front cabin rail according to an embodiment of the present invention at a third view angle;

FIG. 13 is a schematic view of a stringer inner panel according to an embodiment of the present invention in a view angle;

FIG. 14 is a schematic view of a stringer inner panel according to an embodiment of the present invention in another view;

FIG. 15 is a schematic view of a stringer outer panel according to an embodiment of the present invention;

FIG. 16 is a schematic view of the reinforcement plate and nutplate of an embodiment of the present invention from one perspective thereof;

FIG. 17 is a schematic view of the reinforcement plate and nutplate of an embodiment of the present invention from another perspective;

Fig. 18 is a schematic structural view of a reinforcing plate according to an embodiment of the present invention.

Reference numerals illustrate:

1. a front cabin rail; 2, a front shock absorber, 3, a beam body structure, 4, a charger, 5, a driving motor, 6, a motor front mounting cross beam, 7, a front wheel cover side beam, 8, a front wall, 9, a front auxiliary frame;

101. the longitudinal beam inner plate, 102, the longitudinal beam outer plate, 103, an upper overlap seam allowance, 1031, an upper overlap seam allowance front section, 1032, an upper overlap seam allowance rear section, 104, a lower overlap seam allowance, 105, a concave part, 106, an inner plate corner reinforcement, 107, an outer plate corner reinforcement, 108, a nut plate, 1081, a bottom plate, 1082, a screw sleeve, 109, a reinforcing plate, 1091, a groove, 1092, a connection flanging, 110, an extension beam, 111, an inner and lower seam allowance flanging, 112, an inner and upper seam allowance flanging, 113, an outer and upper seam allowance flanging, 114 and an outer and lower seam allowance flanging;

301. The damping tower is connected with a cross beam, 3011, the damping tower is connected with an upper cross beam, 3012, the damping tower is connected with a lower cross beam, 3013, a bulge, 302, a rear motor mounting cross beam, 3021, a lower motor cross beam, 3022, an upper motor cross beam, 3023, an upper boss, 3024, a lower boss, 3025, an upper energy absorption structure, 3026, a lower energy absorption structure, 3027, a concave part, 303, a connecting beam, 3031, an upper connecting arm, 3032, a lower connecting arm, 304, a motor mounting bracket, 305, and a storage battery bracket.

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 front cabin structure to enhance rigidity of the position of the front shock absorber 2 on each side and to facilitate improvement of collision safety of a vehicle.

As shown in fig. 1 to 3, the front cabin structure includes front cabin stringers 1 provided on both left and right sides, and front shock towers 2 connected to the front cabin stringers 1 on each side, and a beam structure 3 connected in a ring shape is provided between the front shock towers 2 on both sides. The beam body structure 3 includes a shock tower connecting beam 301 and a motor rear mounting beam 302 which are arranged in a vertically opposite manner, and connecting beams 303 which are respectively arranged on the left and right sides.

Wherein, shock absorber connecting beam 301 connects between the tops of shock absorber 2 before both sides, and motor rear mounting beam 302 connects between cabin longeron 1 before both sides, and each side connecting beam 303 connects with shock absorber 2 before the homonymy to link together shock absorber connecting beam 301 and motor rear mounting beam 302.

In detail, referring to fig. 1, the bottom of each front shock absorber 2 is connected between the ipsilateral front cabin side member 1 and the front wheel house side member 7. The front ends of the front wheel cover side beams 7 on the same side are connected with the front ends of the front cabin longitudinal beams 1 on the same side, and an annular structure is formed by surrounding the front wheel cover side beams 7 on the same side, the front cabin longitudinal beams 1 and the front shock absorber 2, so that the structural strength and the force transmission effect of the two sides of the front part of the front cabin are improved.

As a preferred embodiment, as shown in fig. 4 and 5, the post-motor mounting beam 302 in the beam structure 3 includes a snap-fit connection of an upper motor beam 3022 and a lower motor beam 3021. The motor lower cross beam 3021 and the motor upper cross beam 3022 are connected to the front cabin longitudinal beams 1 on both sides, and the left and right ends of the motor upper cross beam 3022 are connected to the shock absorber connecting cross beam 301 through corresponding connecting beams 303. By the arrangement, the structural strength of the rear motor mounting cross beam 302 can be ensured, the arrangement of the rear motor mounting cross beam 302 between the front cabin longitudinal beams 1 on the two sides and the connection with the shock absorber connecting cross beam 301 are facilitated.

In this embodiment, the shock tower connection cross member 301 includes a shock tower connection upper cross member 3011 and a shock tower connection lower cross member 3012 that are snap-fit connected. The upper beam 3011 for connecting the shock absorber is connected between the tops of the front shock absorber 2 on two sides, and the left end and the right end of the lower beam 3012 for connecting the shock absorber are respectively connected with the upper beam 3022 of the motor through corresponding connecting beams 303. The structural strength of the shock-absorbing tower connecting cross beam 301 can be ensured, and the shock-absorbing tower connecting cross beam 301 is arranged between the front shock-absorbing towers 2 on two sides and is connected with the motor mounting rear cross beam 302.

Further, the left and right ends of the shock tower connecting beam 301 are respectively provided with an upper connecting arm 3031, and the left and right ends of the motor rear mounting beam 302 are respectively provided with a lower connecting arm 3032. Each of the upper and lower connection arms 3031 and 3032 is connected to the same-side front shock absorber 2, and each of the side connection beams 303 is formed by connecting the upper and lower connection arms 3031 and 3032 on the same side. In this embodiment, by providing the upper and lower connection arms 3031 and 3032 and allowing the connection beam 303 to be formed by connecting the upper and lower connection arms 3031 and 3032, the connection effect of the connection beam 303 between the shock-absorbing tower connection cross member 301 and the rear motor installation cross member 302 can be ensured.

In detail, referring to fig. 3 and 5, both ends of the shock tower connection upper beam 3011 are respectively overlapped on the top of the front shock tower 2 on the same side and connected to the front shock tower 2. The two ends of the lower beam 3012 are respectively extended downwards to form the upper connecting arms 3031, and due to the arrangement of the upper connecting arms 3031, the lower beam 3012 is integrally connected to the shock absorber in a U shape with a downward opening, and each upper connecting arm 3031 is respectively connected with the front shock absorber 2 on the same side.

Still referring to fig. 3 and 5, both ends of the motor lower cross member 3021 are respectively folded down and connected to the inner side of the front cabin longitudinal member 1 on the same side. The two ends of the motor upper beam 3022 extend upwards respectively to form the lower connecting arms 3032, and due to the arrangement of the lower connecting arms 3032, the motor upper beam 3022 is in a U shape with an upward opening, and each lower connecting arm 3032 is connected with the front shock absorber 2 and the front cabin longitudinal beam 1 on the same side respectively. To further improve the structural strength and force transfer effect of the connection beam 303, the upper connection arm 3031 in this embodiment is at least partially welded to the lower connection arm 3032 on the same side.

As a preferred embodiment, a connecting beam cavity is formed between the shock tower connecting upper beam 3011 and the shock tower connecting lower beam 3012, and a motor beam cavity is formed between the motor upper beam 3022 and the motor lower beam 3021. A connecting beam cavity is formed between each side connecting beam 303 and the front shock absorber 2 on the same side, and the connecting beam cavities 303 on two sides are communicated with the connecting beam cavity and the motor beam cavity, and an annular cavity structure is formed in the beam structure 3.

The connecting beam cavity is formed by enclosing an upper connecting arm 3031, a lower connecting arm 3032 and a front shock absorber 2 on the same side. An annular cavity structure is formed in the beam body structure 3, and the rigidity of the beam body structure 3 is increased by utilizing the characteristic of high strength of the cavity structure, so that the reinforcing effect of the beam body structure in the front engine room is improved.

In addition, in this embodiment, since the upper connecting arm 3031 and the lower connecting arm 3032 are connected to the front shock absorber 2 and the front cabin longitudinal beam 1 on the same side, the connection strength of two ends of the beam structure 3 is further improved, so that the beam structure 3 has better use reliability when the collision force is transmitted on the beam structure 3.

In this embodiment, as shown in fig. 3 and 4, a motor mounting bracket 304 is provided on the motor upper beam 3022, and the motor mounting bracket 304 is a plurality of motor mounting brackets arranged on the motor upper beam 3022 at intervals along the left-right direction of the whole vehicle. The motor upper cross beam 3022 is provided with a battery support 305, and the battery support 305 is arranged near the front cabin longitudinal beam 1 on one side. Wherein, set up motor mounting bracket 304 on the motor entablature 3022 and be convenient for the motor at the installation of front cabin, the installation of battery support 305 is convenient for the battery.

In specific implementation, the number of the motor mounting brackets 304 and the driving motor 5 along the up-down direction can be determined according to the use requirement. And the motor mounting bracket 304 and the battery mounting bracket 305 are connected to the front portion of the motor upper cross member 3022, and the battery mounting bracket 305 is located on the side close to the right front cabin longitudinal member 1. To improve the connection strength, the motor mounting bracket 304 and the battery bracket 305 each have a fixing portion connected to the motor upper cross beam 3022, and a connecting portion extending forward from the fixing portion, each connecting portion being provided with a mounting hole.

To further improve the connection strength of the fixed portion to the motor upper cross member 3022, the connection strength of the motor is improved. In this embodiment, as shown in fig. 4, the fixing portion of each motor mounting bracket 304 is L-shaped to be connected to both the top surface and the front surface of the motor upper cross member 3022. In addition, the motor mounting bracket 304 and the battery bracket 305 are respectively provided with a plurality of reinforcing ribs extending along the length direction of the whole vehicle, and the reinforcing ribs are arranged at intervals along the width direction of the whole vehicle. The reinforcing rib has the advantages of simple structure, easy processing and forming and good use effect.

As a preferred embodiment, as shown in fig. 6 to 8, an upper blocking portion that is arranged convexly in the up-down direction of the entire vehicle is provided on the motor upper cross member 3022, and this upper blocking portion serves to restrict rearward movement of the charger 4 mounted on the motor rear mounting cross member 302. Meanwhile, a lower blocking portion arranged convexly downward in the up-down direction of the entire vehicle is provided on the motor lower cross member 3021, and the lower blocking portion is used to restrict the rearward movement of the driving motor 5 mounted on the front sub frame 9.

In a specific structure, as shown in fig. 8, the upper blocking portion in this embodiment includes an upper boss 3023 integrally formed on an upper beam 3022 of the motor and a lower boss 3024 integrally formed on a lower beam 3021 of the motor and provided in a convex manner. The upper boss 3023 in the present embodiment is provided at the front of the motor upper beam 3022, and the lower boss 3024 is provided at the rear of the motor lower beam 3021. The boss of integrated into one piece is adopted to upper barrier portion and lower barrier portion, and simple structure is convenient for the shaping, also can guarantee the structural strength of upper barrier portion and lower barrier portion simultaneously, guarantees the effect of blockking of each barrier portion.

In this embodiment, the upper boss 3023 can be disposed at the rear side of the charger 4, the lower boss 3024 can be disposed at the rear side of the driving motor 5, so as to block the rear movement of the charger 4 and the driving motor 5 during a collision, effectively reduce intrusion of the charger 4 and the driving motor 5 into the front wall 8, maintain the integrity of the passenger cabin, and reduce injury of the collision to the passenger.

Of course, in addition to the above-described upper blocking portion and lower blocking portion being provided at the same time, in the specific implementation, only the upper blocking portion of the upper convex arrangement is provided on the motor upper cross member 3022, or only the lower blocking portion of the lower convex arrangement is provided on the motor lower cross member 3021, which is also possible, based on design requirements.

In order to further improve the energy absorbing effect of the annular beam body structure 3, in this embodiment, as shown in fig. 6 to 8, an upper energy absorbing structure 3025 located at one side of the upper boss 3023 is integrally formed on the upper motor beam 3022, and a lower energy absorbing structure 3026 located at one side of the lower boss 3024 is integrally formed on the lower motor beam 3021. As a preferred structural example, the cross-sections of both the upper energy absorbing structure 3025 and the lower energy absorbing structure 3026 are stepped.

In this embodiment, by further providing the energy absorbing structure with the stepped cross section, the arrangement and implementation are not only convenient, but also the energy from the charger 4 and the driving motor 5 can be absorbed, the intrusion amount of the front wall 8 of the charger 4 and the driving motor 5 can be better reduced, and the safety of the passenger cabin is ensured. It should be noted that in practice, it is also possible to provide only one of the upper energy absorbing structure 3025 and the lower energy absorbing structure 3026.

Further, referring to fig. 5, in order to further enhance the use effect of the beam body structure 3, a raised portion 3013 that is upwardly arched is provided at the middle of the shock tower connection upper cross member 3011, and a recessed portion 3027 that is recessed rearward is provided at the middle of the upper boss 3023. Wherein, the raised portion 3013 is beneficial to improving the energy absorption effect and the structural strength of the top of the beam body structure 3, and the recessed portion 3027 is beneficial to further improving the structural strength and the energy absorption effect of the upper boss 3023.

As a preferred embodiment, as shown in fig. 9 to 12, the two-sided front cabin stringers 1 each include a stringer inner panel 101 and a stringer outer panel 102 that are snap-fit connected together. An upper overlap seam allowance 103 positioned at the top of the front cabin rail 1 and a lower overlap seam allowance 104 positioned at the bottom of the front cabin rail 1 are arranged between the rail inner plate 101 and the rail outer plate 102. In the vehicle left-right direction, the lower overlap seam allowance 104 is provided on a side of the front cabin longitudinal beam 1 close to the outside of the vehicle, the upper overlap seam allowance 103 has an overlap seam allowance front section 1031 provided on a side of the front cabin longitudinal beam 1 close to the outside of the vehicle, and an overlap seam allowance rear section 1032 provided on a side of the front cabin longitudinal beam 1 close to the inside of the vehicle.

In this embodiment, through the arrangement of the upper overlap seam allowance 103 and the lower overlap seam allowance 104 of the front cabin longitudinal beam 1, the assembly of the double-fork arm suspension motion envelope and the motor front mounting cross beam 6 can be adapted, the carrying requirement of the double-fork arm front suspension can be met, and the vehicle drivability can be improved.

In a specific structure, as shown in fig. 13 and 14, to form the above-described upper lap seam allowance 103 and lower lap seam allowance 104, the top of the rear section of the rail inner panel 101 is provided to extend upward in the overall vehicle height direction, so that the rear section of the rail inner panel 101 is plate-like. Wherein, the top of the back section of the longitudinal beam inner plate 101 is used for forming the inner side part of the back section 1032 of the upper lap seam allowance, and the back section 1032 of the upper lap seam allowance is positioned at one side close to the inside of the vehicle.

An inner upper spigot flange 112 is provided at the top of the front section of the side member inner panel 101 so as to be inclined outward in the front-rear direction of the whole vehicle, and the inner upper spigot flange 112 is used to constitute an inner side portion of the upper lap spigot front section 1031. In this embodiment, the inner upper spigot flange 112 is obliquely arranged, so that the upper lap spigot front section 1031 is located on one side close to the outside of the vehicle, and the upper lap spigot 103 is better in transition from the inner side to the outer side of the front cabin longitudinal beam 1 and has better structural strength. Further, an inner lower seam allowance flange 111 extending in the longitudinal direction thereof is provided at the bottom of the side member inner panel 101, and the inner lower seam allowance flange 111 is located outside the entire front cabin side member 1 and is used to constitute an inner portion of the lower lap seam allowance 104.

A preferred exemplary structure of the stringer outer panel 102 in this embodiment is shown in fig. 15. An outer upper spigot flange 113 is provided on top of the stringer outer panel 102, and a rear section of the outer upper spigot flange 113 is located inside the entire front cabin stringer 1 and constitutes an outer portion of an upper lap spigot rear section 1032. The front section of the outer upper spigot flange 113 is disposed obliquely outward in the front-rear direction of the whole vehicle, and constitutes an outer side portion of the upper lap spigot front section 1031. While the bottom portion of the rear section of the side member outer panel 102 is plate-like, the front section has an outer lower spigot flange 114 to constitute the outer side portion of the lower overlap spigot 104, such that the lower overlap spigot 104 is located on the side of the front cabin side member 1 that is closer to the outside of the vehicle. Here, the upper lap seam allowance 103 and the lower lap seam allowance 104 are simple in structure, convenient to process and form, and good in use effect.

In a specific implementation, the motion envelope of the double-wishbone suspension is arranged on the outer side of the front cabin longitudinal beam 1, and in order to improve the carrying effect of the motion envelope of the double-wishbone suspension, as shown in fig. 9 and 10, a concave part 105 avoiding the front suspension envelope is arranged on the longitudinal beam outer plate 102, and the concave part 105 is positioned at the top of the longitudinal beam outer plate 102. The concave part 105 has a simple structure, is easy to arrange and implement, is convenient for carrying the motion envelope of the double-fork arm suspension, and is beneficial to reducing the space occupation in the left-right direction of the whole vehicle.

Further, in order to facilitate the installation of the motor front portion, in the present embodiment, as shown in fig. 9 and 10, the top of the stringer inner panel 101 is provided with a motor front mounting cross member installation portion located on the side of the upper lap seam allowance front section 1031. The motor front mounting beam mounting portions on the same side are all close to the boundary points between the lap seam allowance front section 1031 and the lap seam allowance rear section 1032, and the motor front mounting beam 6 is connected between the motor front mounting beam mounting portions on the two sides.

Here, through longeron inner panel 101 top setting up the motor front mounting crossbeam installation department that is located one side of last overlap joint tang anterior segment 1031, can be based on the design of last overlap joint tang anterior segment 1031, make full use of longeron inner panel 101 cross-section is favorable to the arrangement of motor front mounting crossbeam 6 in the automobile body. During implementation, the specific structural form of the front mounting beam mounting part of the motor can be determined according to the use requirement.

In order to further improve the structural strength of the front cabin rail 1, it is preferable that an inner panel corner reinforcement 106 is provided inside the rail inner panel 101, and the inner panel corner reinforcement 106 has an "L" shape in cross section and is connected to the corner position of the rail inner panel 101. Further, an outer panel corner reinforcement 107 is provided inside the stringer outer panel 102, and the outer panel corner reinforcement 107 has an "L" shape in cross section and is connected to the edge corner position of the stringer outer panel 102.

In this embodiment, the inner panel corner reinforcements 106 and the outer panel corner reinforcements 107 are provided at the corner positions, so that the structural strength of the inner side member panel 101 and the outer side member panel 102 can be increased, and the cross-sectional force of the front cabin side member 1 can be effectively improved. In addition, the L-shaped corner reinforcing piece is suitable for the structural shape of the corner position, and has better connection strength.

In a specific structure, referring to fig. 13 to 15, the inner panel corner reinforcements 106 are preferably arranged at the corner positions of the rear end bottoms of the stringer inner panels 101, and the outer panel corner reinforcements 107 are preferably arranged at the top corner positions of the rear ends of the stringer outer panels 102. That is, the outer panel corner reinforcement 107 and the inner panel corner reinforcement 106 in the present embodiment are diagonally disposed at the same position of the front cabin longitudinal member 1, so that the cooperation of the two has a better lifting effect on the cross-sectional force of the front cabin longitudinal member 1.

The inner panel corner reinforcements 106 and the outer panel corner reinforcements 107 in this embodiment are simple in structure and easy to machine, shape, arrange and implement. It should be noted that, in the present embodiment, the positions where the inner corner reinforcements 106 and the outer corner reinforcements 107 are disposed may also be adjusted according to the use requirements. Moreover, a solution is also possible in which only one of the inner panel corner reinforcements 106 and the outer panel corner reinforcements 107 is provided.

To facilitate the mounting of the front subframe 9 on the front cabin, in this embodiment, a front subframe mounting section is provided in the front cabin rail 1. As shown in fig. 13 to 15, the front subframe mounting portion includes a nut plate 108 having a screw connection hole, and a reinforcing plate 109 connected to the nut plate 108, the reinforcing plate 109 being connected to at least the top surface and the left and right side surfaces in the front cabin rail 1. Here, the front subframe mounting portion is constituted by the nut plate 108 and the reinforcing plate 109, and the reinforcing plate 109 is connected to the top surface and both side surfaces in the front cabin side member 1, so that the structural strength of the front subframe mounting portion itself can be ensured, which contributes to the improvement of the stability of the front subframe mounting.

Structurally, as shown in fig. 16 to 18, the front subframe mounting site is located in a side member cavity defined by the side member inner panel 101 and the side member outer panel 102. The nut plate 108 in this embodiment includes a bottom plate 1081 and a nut 1082 coupled to the bottom plate 1081. A threaded connection hole is located in the sleeve 1082 and extends through the base plate 1081, and the sleeve 1082 is connected within a recess 1091 in the reinforcement plate 109, the recess 1091 being formed with the sleeve 1082.

The nut plate 108 in this embodiment is formed of a bottom plate 1081 and a nut sleeve 1082 to facilitate the placement of the nut plate 108 within the front cabin rail 1, while also being able to mate with the conformably disposed grooves 1091 of the reinforcement plate 109 to facilitate the connection between the nut plate 108 and the reinforcement plate 109. In addition, the nut plate 108 is integrally formed by stamping, which is beneficial to the preparation of the nut plate 108 and can ensure the structural strength of the nut plate 108.

In the specific arrangement, as shown in fig. 16 and 17, the bottom plate 1081 is specifically attached to the inside of the bottom of the side member inner panel 101, and a through hole provided in correspondence with the screw connection hole is provided in the bottom of the side member inner panel 101 for attaching the connecting piece of the front subframe 9 thereto. The recess 1091 of the reinforcing plate 109 is disposed toward the rear of the vehicle, and the reinforcing plate 109 is laterally disposed on the front side of the nut 1082 and is connected to the top of the nut 1082. The arrangement of the groove 1091 along with the thread sleeve 1082 means that the bottom of the groove 1091 is attached to the peripheral wall of the thread sleeve 1082, so that the connection strength and stability are better.

Preferably, the top and the left and right sides of the reinforcement plate 109 are provided with connection flanges 1092, and the reinforcement plate 109 is connected to the front cabin rail 1 by the connection flanges 1092. As shown in fig. 13 to 15, connecting flanges 1092 are provided on the top and left and right sides of the reinforcing plate 109, and the reinforcing plate 109 is connected to the top surface and left and right side surfaces in the front cabin longitudinal member 1 by the connecting flanges 1092.

Because of the arrangement of the connection flanges 1092, the whole reinforcing plate 109 is box-shaped, and the box-shaped structure has the advantage of good structural strength, so that the structural strength of the reinforcing plate 109 can be improved, and the reliability of connection between the reinforcing plate 109 and the front cabin longitudinal beam 1 can be improved. Of course, a specific arrangement implementation is also possible in which the attachment flanges 1092 are located only on the top or on the left and right sides of the reinforcement plate 109.

According to the front cabin structure in the embodiment, the annular beam body structures 3 are arranged between the front shock absorption towers 2 on two sides, so that the rigidity of the positions of the front shock absorption towers 2 on each side can be increased, meanwhile, the characteristic of high strength of the annular structure can be utilized, the Y-direction (the left-right direction of the whole vehicle) supporting rigidity between the front shock absorption towers 2 on two sides is increased, and a force transmission channel is formed between the front shock absorption towers 2 on two sides and the front cabin longitudinal beam 1, so that the overall rigidity of the front cabin is improved, the transmission dispersion of collision force in the front cabin is facilitated, and the safety of the whole vehicle is improved.

Example two

The present embodiment also relates to a vehicle in which the front cabin structure in the first embodiment is provided.

The vehicle of this embodiment can increase the rigidity of the front shock absorber 2 on each side through setting up the front cabin structure in embodiment one, increases the Y-direction support rigidity between the front shock absorber 2 on both sides, also is favorable to the transmission dispersion of collision force in the front cabin, helps promoting whole car collision safety, and has fine practicality.

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 (12)

1. A front nacelle structure, characterized by:

Comprises front cabin longitudinal beams (1) which are respectively arranged at the left side and the right side, and a front shock-absorbing tower (2) which is connected with the front cabin longitudinal beams (1) at each side;

a beam body structure (3) connected into a ring shape is arranged between the front shock absorption towers (2) at two sides, the beam body structure (3) comprises a shock absorption tower connecting beam (301) and a motor rear mounting beam (302) which are oppositely arranged up and down, and connecting beams (303) which are respectively arranged at the left side and the right side;

the shock absorber connecting cross beam (301) is connected between the tops of the front shock absorber (2) at two sides, the motor rear mounting cross beam (302) is connected between the front cabin longitudinal beams (2) at two sides, the connecting beams (303) at each side are connected with the front shock absorber (2) at the same side, and the shock absorber connecting cross beam (301) and the motor rear mounting cross beam (302) are connected together.

2. The front nacelle structure of claim 1, wherein:

The motor rear mounting cross beam (302) comprises a motor upper cross beam (3022) and a motor lower cross beam (3021) which are connected in a buckled mode;

The motor lower cross beam (3021) and the motor upper cross beam (3022) are connected with the front cabin longitudinal beams (1) on two sides, and the left end and the right end of the motor upper cross beam (3022) are respectively connected with the connecting beam (303) and the shock absorber connecting cross beam (301) through the connecting beams.

3. The front nacelle structure of claim 2, wherein:

the shock absorption tower connecting cross beam (301) comprises a shock absorption tower connecting upper cross beam (3011) and a shock absorption tower connecting lower cross beam (3012) which are connected in a buckling manner;

the upper beam (3011) is connected between the tops of the front shock towers (2) at two sides, and the left end and the right end of the lower beam (3012) are connected with the upper beam (301) of the motor by corresponding to the upper beam.

4. A front nacelle structure according to claim 3, wherein:

The left end and the right end of the shock absorber connecting beam (3012) are respectively provided with an upper connecting arm (3031), and the left end and the right end of the motor rear mounting beam (302) are respectively provided with a lower connecting arm (3032);

Each side of the upper connecting arm (3031) and the lower connecting arm (3031) are connected with the front shock absorber (2) on the same side, and each side of the connecting beam (303) is formed by connecting the upper connecting arm (3031) and the lower connecting arm (3032) on the same side.

5. A front nacelle structure according to claim 3, wherein:

A connecting beam cavity is formed between the upper beam (3011) connected with the shock absorber and the lower beam (3012) connected with the shock absorber, and a motor beam cavity is formed between the upper motor beam (3022) and the lower motor beam (3021);

And a connecting beam cavity is formed between the connecting beam (303) on each side and the front shock absorber (2) on the same side, the connecting beam cavity and the motor beam cavity are communicated by the connecting Liang Qiangti on both sides, and an annular cavity structure is formed in the beam structure (3).

6. The front nacelle structure of claim 2, wherein:

The motor upper beam (3022) is provided with a plurality of motor mounting brackets (304), the motor mounting brackets (305) are arranged on the motor upper beam (3022) at intervals along the left-right direction of the whole vehicle, and/or,

The motor upper cross beam (3022) is provided with a storage battery support (305), and the storage battery support (305) is arranged close to the front cabin longitudinal beam (1) on one side of the storage battery support.

7. The front nacelle structure of claim 2, wherein:

an upper blocking part which is arranged convexly along the up-down direction of the whole vehicle is arranged on the upper cross beam (3022) of the motor, and the upper blocking part is used for limiting the backward movement of a charger (4) arranged on the rear mounting cross beam (302) of the motor and/or,

The motor lower cross beam (3021) is provided with a lower blocking portion which is arranged in a downward protruding mode along the up-down direction of the whole vehicle, and the lower blocking portion is used for limiting the driving motor (5) mounted on the front auxiliary frame (9) to move backwards.

8. The front nacelle structure of claim 7, wherein:

the upper blocking part comprises an upper boss (3023) which is integrally formed on the upper cross beam (3022) of the motor and is arranged in an upward protruding manner;

the lower blocking portion comprises a lower boss (3024) which is integrally formed on the motor lower beam (3021) and is arranged in a downward protruding mode.

9. The front nacelle structure of claim 8, wherein:

An upper energy absorption structure (3025) positioned on one side of the upper boss (3023) is integrally formed on the upper motor cross beam (3022), and/or a lower energy absorption structure (3026) positioned on one side of the lower boss (3024) is integrally formed on the lower motor cross beam (3021);

wherein the cross sections of the upper energy absorbing structure (3025) and the lower energy absorbing structure (3026) are stepped.

10. Front nacelle structure according to any of claims 1-9, wherein:

The front cabin longitudinal beams (1) on both sides comprise a longitudinal beam inner plate (101) and a longitudinal beam outer plate (102) which are buckled and connected together;

An upper lap seam allowance (103) positioned at the top of the front cabin longitudinal beam (1) and a lower lap seam allowance (104) positioned at the bottom of the front cabin longitudinal beam (1) are arranged between the longitudinal beam inner plate (101) and the longitudinal beam outer plate (102);

In the left-right direction of the whole automobile, the lower lap seam allowance (104) is arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam (1), the upper lap seam allowance (103) is provided with a lap seam allowance front section (1031) arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam (1), and a lap seam allowance rear section (1032) arranged on one side, close to the inside of the automobile, of the front cabin longitudinal beam (1).

11. The front nacelle structure of claim 10, wherein:

a motor front mounting cross beam mounting part positioned at one side of the front section (1031) of the upper lap seam allowance is arranged at the top of the longitudinal beam inner plate (101);

Each side motor front mounting beam mounting portion is close to the same side the demarcation point between the upper overlap joint tang anterior segment (1031) and the upper overlap joint tang posterior segment (1032), and both sides be connected with motor front mounting beam (6) between the motor front mounting beam mounting portion.

12. A vehicle, characterized in that:

The vehicle having the front cabin structure of any one of claims 1 to 11 disposed therein.