CN119705638B - Front cabin assembly and vehicle - Google Patents
Front cabin assembly and vehicleInfo
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- CN119705638B CN119705638B CN202311280574.4A CN202311280574A CN119705638B CN 119705638 B CN119705638 B CN 119705638B CN 202311280574 A CN202311280574 A CN 202311280574A CN 119705638 B CN119705638 B CN 119705638B
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Abstract
本发明提供了一种前机舱总成及车辆，本发明的包括前副车架和前部框架；所述前副车架中左右两侧的副车架纵梁上分别设有前减震塔，各侧所述前减震塔与前围总成之间分别设有加强梁；所述前部框架包括分设在左右两侧的框架纵梁，以及与两侧所述框架纵梁连接的前防撞梁，且各侧所述框架纵梁的后端连接在同侧所述前副车架纵梁上，两侧所述框架纵梁的前端与所述前防撞梁相连；各侧所述框架纵梁、所述前减震塔以及所述加强梁连接形成沿整车前后方向布置的碰撞传力通道。本发明利于车身的轻量化设计和造型设计，并能够提高对碰撞力的传递效果，有助于提升整车碰撞安全性。
The present invention provides a front cabin assembly and a vehicle, comprising a front subframe and a front frame; front shock towers are respectively provided on the left and right subframe longitudinal beams of the front subframe, and reinforcing beams are respectively provided between the front shock towers on each side and the front enclosure assembly; the front frame comprises frame longitudinal beams provided on the left and right sides, and a front anti-collision beam connected to the frame longitudinal beams on both sides, and the rear end of the frame longitudinal beam on each side is connected to the front subframe longitudinal beam on the same side, and the front end of the frame longitudinal beams on both sides is connected to the front anti-collision beam; the frame longitudinal beams on each side, the front shock towers and the reinforcing beams are connected to form a collision force transmission channel arranged along the front-to-back direction of the entire vehicle. The present invention is conducive to the lightweight design and styling design of the vehicle body, and can improve the transmission effect of the collision force, thereby helping to improve the collision safety of the entire vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a front engine room assembly. The invention also relates to a vehicle provided with the front cabin assembly.
Background
In the front cabin structure of the existing bearing type vehicle body, a front shock absorber is usually arranged on a front cabin longitudinal beam, and the top of the front shock absorber is also usually connected with a front cabin boundary beam so as to ensure the structural strength of the front shock absorber and the installation effect of a front shock absorber.
However, in the existing front shock absorber arrangement mode, due to the fact that the front cabin longitudinal beam, the front cabin side beam and other beam bodies and other corresponding accessories are required to be arranged, the weight of the automobile body is greatly increased, the lightweight design of the automobile body is not facilitated, and meanwhile, the front cabin longitudinal beam, the front cabin side beam and the like are limited in the front portion of the automobile body, and the modeling design of the automobile body is not facilitated. Therefore, there is a need for an improved arrangement of front shock towers that overcomes the deficiencies of the prior art.
Disclosure of Invention
In view of the above, the present invention aims to provide a front cabin assembly, which is beneficial to the lightweight design and the modeling design of a vehicle body and is beneficial to the improvement of the collision safety of the whole vehicle.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
a front nacelle assembly comprising a front subframe and a front frame;
Front shock towers are respectively arranged on the side rails of the auxiliary frames at the left side and the right side of the front auxiliary frame, and reinforcing beams are respectively arranged between the front shock towers and the front wall assembly at each side;
The front frame comprises frame longitudinal beams which are respectively arranged at the left side and the right side, and front anti-collision beams which are connected with the frame longitudinal beams at the two sides, wherein the rear ends of the frame longitudinal beams at each side are connected to the front auxiliary frame longitudinal beams at the same side, and the front ends of the frame longitudinal beams at the two sides are connected with the front anti-collision beams;
and the frame longitudinal beams, the front shock absorption towers and the stiffening beams on all sides are connected to form a collision force transmission channel which is arranged along the front-back direction of the whole vehicle.
Further, the reinforcement beams on each side comprise a first reinforcement beam and a second reinforcement beam which are connected between the front shock absorber and the front wall assembly;
the first stiffening beam and the second stiffening beam are close to each other along the direction pointing to the front shock absorber tower, and the first stiffening beam, the second stiffening beam and the front wall assembly are connected to form a triangle structure.
Further, one end of the first stiffening beam connected with the front wall assembly is connected with the A column in the front-back direction of the whole vehicle, and/or,
The second reinforcement beam is connected with a front windshield lower cross beam in the front wall assembly.
Further, a connecting beam is connected between the front shock absorption towers at the two sides, and/or,
And a frame cross beam is connected between one ends of the frame longitudinal beams, which are close to the auxiliary frame longitudinal beams, on two sides, and the frame longitudinal beams are respectively connected with the front shock absorption towers on two sides.
Furthermore, the front ends of the frame longitudinal beams at both sides are connected with energy absorption boxes, and the frame longitudinal beams at both sides are connected with the front anti-collision beam through the energy absorption boxes, and/or,
The frame longitudinal beams on two sides are of tubular structures.
Further, the front auxiliary frame longitudinal beams at two sides are provided with an upper longitudinal beam and a lower longitudinal beam which are arranged up and down;
The front ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected with the front cross beam of the front auxiliary frame, and the rear ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected with the rear cross beam positioned at the rear part of the front auxiliary frame;
The front shock-absorbing towers on each side are connected to the upper longitudinal beams on the same side, and the rear ends of the frame longitudinal beams on each side are connected to the upper longitudinal beams on the same side.
Further, a supporting beam is connected between the upper longitudinal beam and the lower longitudinal beam at each side, and the connection point of the supporting beam and the upper longitudinal beam at each side is positioned below the front shock-absorbing tower at the same side, and/or,
And the front cross beam of the front auxiliary frame is provided with supporting pieces which are respectively supported below the frame longitudinal beams at each side.
Compared with the prior art, the invention has the following advantages:
According to the front cabin assembly, the front shock absorber is integrally arranged on the front auxiliary frame longitudinal beam in the front auxiliary frame, so that the front cabin longitudinal beam and the front cabin side beam in the front cabin of the vehicle body can be simplified or even omitted, the vehicle body structure can be simplified, the weight of the vehicle body is reduced, and the light weight design and the modeling design of the vehicle body are facilitated. Meanwhile, through the arrangement of the front frame and the stiffening beam, the frame longitudinal beam, the front shock absorber and the stiffening beam can be connected to form a collision force transmission channel arranged along the front and rear directions of the whole car, so that the structural strength of the front shock absorber can be increased, the transmission and dispersion of the collision force to the rear part of the car body are facilitated, the installation reliability of the front shock absorber is improved, and the collision safety of the whole car is improved.
In addition, make first stiffening beam, second stiffening beam and preceding enclose the assembly and connect and form triangle-shaped structure, also can utilize the support of first stiffening beam and second stiffening beam to be connected to and triangle-shaped structural strength is big characteristics, the intensity in shock tower position before the increase. The first stiffening beam is connected with the A column and is arranged, so that strong supporting capacity can be provided for the first stiffening beam, and meanwhile, the collision force at the first stiffening beam is transmitted and dispersed to the rear part of the vehicle body through the A column, and the transmission and dispersion effect of the collision force is improved. The second stiffening beam is connected with the front windshield lower beam, can provide stronger supporting capability for the second stiffening beam equally, is favorable to the collision force of second stiffening beam department to pass through front windshield lower beam to the transmission dispersion of automobile body rear portion simultaneously, promotes the transmission dispersion effect of collision force.
Set up the connection crossbeam between the shock absorber tower before the both sides, can provide horizontal support before the both sides between the shock absorber tower to further increase the structural strength of each preceding shock absorber tower, and also can form horizontal biography power passageway before the both sides between the shock absorber tower, promote collision force transmission dispersion effect. Set up the frame crossbeam between both sides frame longeron, and make frame longeron and preceding shock absorber be connected respectively, can increase the holistic rigidity of front portion frame to and the reliability of being connected between the front auxiliary frame, also can form the horizontal power transmission passageway simultaneously to promote collision force transmission dispersion effect.
In addition, the frame longitudinal beam is connected with the front anti-collision beam through the energy absorption box, so that the crumple energy absorption capacity of the front frame during collision can be improved. The frame longitudinal beam adopts the tubular beam, can be convenient for its preparation, also can guarantee the structural strength of frame longitudinal beam simultaneously. The front auxiliary frame longitudinal beam is composed of the upper longitudinal beam and the lower longitudinal beam which are arranged up and down, and the front shock absorption towers are arranged on the upper longitudinal beams on the two sides, so that on one hand, the double force transmission channels formed by the upper longitudinal beam and the lower longitudinal beam can be utilized, the transmission capacity of collision force is increased, and the whole car collision safety is improved.
And a supporting beam positioned below the front shock absorber is arranged between the upper longitudinal beam and the lower longitudinal beam, so that the upper longitudinal beam and the front shock absorber can be supported, and the dynamic rigidity of the position of the front shock absorber is improved. The front cross beam of the front auxiliary frame is provided with the supporting piece for supporting the longitudinal beams of each side frame, so that the front frame can be prevented from being of a single cantilever structure, and the stability of the front frame can be improved.
Another object of the invention is to propose a vehicle in which a front nacelle assembly as described above is provided.
Further, a rear auxiliary frame and a connecting longitudinal beam connected between the front auxiliary frame and the rear auxiliary frame are also arranged in the vehicle;
The connecting longitudinal beams are respectively arranged at the left side and the right side, and the front auxiliary frame, the rear auxiliary frame and the connecting longitudinal beams at the two sides jointly define a battery pack installation space.
Further, the rear auxiliary frame longitudinal beams at the left side and the right side of the rear auxiliary frame comprise inner longitudinal beams and outer longitudinal beams arranged at the side of the inner longitudinal beams facing the outside of the vehicle along the left-right direction of the whole vehicle, and rear shock absorption towers are respectively arranged on the outer longitudinal beams at the two sides of the rear auxiliary frame, and/or,
In the left-right direction of the whole vehicle, the connecting longitudinal beams on each side are positioned on the same side on one side, close to the outside of the vehicle, of the front auxiliary frame longitudinal beam and the rear auxiliary frame longitudinal beam.
The vehicle provided by the invention is provided with the front engine room assembly, so that the vehicle body structure can be simplified, the weight of the vehicle body is reduced, the light weight design and the modeling design of the vehicle body are facilitated, meanwhile, the structural strength of the front shock absorber can be increased, the transmission and dispersion of collision force to the rear part of the vehicle body are facilitated, the installation reliability of the front shock absorber is improved, and the collision safety of the whole vehicle is improved.
Secondly, through the setting of both sides connection longeron to connect preceding, back sub vehicle frame through the connection longeron of both sides and connect into integrative annular structure, inject battery package installation space simultaneously in annular structure, also can constitute battery package annular frame structure with the help of the connection setting of connection longeron, the battery package can move along with annular frame structure when the vehicle bumps, can reduce the collision impact that the battery package received, with the collision security that increases the battery package, help the promotion of whole car security quality.
Moreover, make back sub vehicle frame longeron constitute by interior longeron and outer longeron to set up the rear shock absorber on the outer longeron, on the one hand also can utilize the interior, outer longeron formed two biography power passageway, increase the transmission ability to collision power, help promoting whole car collision safety, on the other hand is through setting up the rear shock absorber is integrated on preceding sub vehicle frame longeron, can simplify even save the back floor longeron of floor position behind the automobile body, also can do benefit to and simplify the automobile body structure, reduce automobile body weight, help the lightweight design and the design of modelling of automobile body. The connecting longitudinal beams on each side are positioned on one side, close to the outside of the vehicle, of the front auxiliary frame longitudinal beam and the rear auxiliary frame longitudinal beam on the same side, so that Y-direction section change of front and rear parts of the bearing type vehicle body is facilitated, and matching design requirements between a chassis and a vehicle body framework in the bearing type vehicle body are easily met.
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 assembly in an overall vehicle according to an embodiment of the invention;
FIG. 2 is a schematic view of a front nacelle according to an embodiment of the invention;
FIG. 3 is a schematic view of the structure of FIG. 2 from another perspective;
FIG. 4 is a schematic view of a crash force transfer channel according to an embodiment of the invention;
FIG. 5 is a schematic diagram of a portion of the structure of FIG. 2;
FIG. 6 is a schematic diagram of a portion of the structure of FIG. 5;
FIG. 7 is a schematic view of the structure of a first reinforcing beam and a second reinforcing beam according to an embodiment of the present invention;
FIG. 8 is a schematic view of a first reinforcement beam according to an embodiment of the present invention;
FIG. 9 is a schematic structural view of a second reinforcing beam according to an embodiment of the present invention;
FIG. 10 is a schematic view of a connecting beam according to an embodiment of the present invention;
FIG. 11 is a schematic structural view of a reinforcing beam according to an embodiment of the present invention;
FIG. 12 is a schematic view of a front frame according to an embodiment of the present invention;
fig. 13 is a schematic structural view of a front subframe according to an embodiment of the present invention;
FIG. 14 is a schematic view showing the structure of a front shock tower according to an embodiment of the present invention;
FIG. 15 is a schematic view of a chassis structure according to an embodiment of the present invention;
FIG. 16 is a schematic view of a rear subframe according to an embodiment of the present invention;
FIG. 17 is a schematic view illustrating the cooperation between a chassis structure and a vehicle body according to an embodiment of the present invention;
reference numerals illustrate:
100. chassis structure, 200, body skeleton, 300, front wall assembly, 400, front frame;
1. Front auxiliary frame, rear auxiliary frame, 3, A column, 4, front window lower beam, 5, first reinforcing beam, 6, second reinforcing beam, 7, connecting beam, 8, frame longitudinal beam, 9, front anti-collision beam, 10, frame transverse beam, 11, supporting piece, 12, connecting longitudinal beam, 13, battery pack, 14, vehicle body
101. Front auxiliary frame longitudinal beams, 102, front auxiliary frame front cross beams, 103, front auxiliary frame middle cross beams, 104, rear cross beams, 105, front auxiliary frame anti-collision beams, 106, front auxiliary frame energy-absorbing boxes, 107, front shock absorber towers, 108, supporting beams, 201, rear auxiliary frame longitudinal beams, 202, rear auxiliary frame front cross beams, 203, rear auxiliary frame rear cross beams, 204, front cross beams, 205, rear auxiliary frame anti-collision beams, 206, rear auxiliary frame energy-absorbing boxes, 207, rear shock absorber towers, 3a, A column upper sections, 501, connecting plates, 502, connecting beams, 6a, reinforcing ribs, 7a, reinforcing cross beams, 13a and connecting sections;
1011. upper longitudinal beam, 1012, lower longitudinal beam, 107a, boss, 107b, reinforcing flanging, 2011, inner longitudinal beam, 2012 and outer longitudinal beam.
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.
Furthermore, in the description of the present invention, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. 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 embodiment relates to a front engine room assembly, which is beneficial to the light weight design and the modeling design of a vehicle body and is also beneficial to improving the collision safety of the whole vehicle.
In overall construction, and as shown in connection with fig. 1 to 4, the front nacelle assembly of the present embodiment includes a front subframe 1 and a front frame 400.
The front sub frame members 101 on the left and right sides of the front sub frame 1 are respectively provided with a front shock absorber 107, and reinforcing beams are respectively provided between the front shock absorber 107 and the front wall assembly 300 on each side. The front frame 400 includes frame stringers 8 provided on both left and right sides, and front impact beams 9 connected to the frame stringers 8, and rear ends of the frame stringers 8 are connected to the front sub-frame stringers 101 on the same side, and front ends of the frame stringers 8 are connected to the front impact beams 9.
In addition, the frame side members 8, the front shock absorber 107, and the reinforcement members on each side are also connected to form a collision force transmission path arranged in the front-rear direction of the entire vehicle.
At this time, as set forth above, by integrally providing the front shock absorber 107 on the front sub frame rail 101 in the front sub frame 1, the present embodiment can simplify and even omit the front cabin rail and the front cabin side rail in the front cabin of the vehicle body, thereby contributing to simplification of the vehicle body structure, reduction of the vehicle body weight, and contribution to the lightweight design and the styling design of the vehicle body.
Meanwhile, through the arrangement of the front frame 400 and the stiffening beams, the frame longitudinal beams 8, the front shock absorber 107 and the stiffening beams can be connected to form a collision force transmission channel arranged along the front and rear directions of the whole vehicle, and the embodiment can also increase the structural strength of the front shock absorber 107 and facilitate the transmission and dispersion of the collision force to the rear part of the vehicle body, thereby being beneficial to improving the installation reliability of the front shock absorber and the collision safety of the whole vehicle.
Based on the above description, specifically, in the present embodiment, the front subframe 1 is a part of the chassis structure 100, the front wall assembly 300 and the reinforcement beam are a part of the vehicle body frame 200, and the chassis structure 100 is connected to the bottom of the vehicle body frame 200 to form the frame structure of the whole vehicle together with the vehicle body frame 200.
In particular, the front frame 1 of the front shock absorber 107 is disposed on the front wall assembly 300 and the side sub-frame rails 101, which are disposed in the vehicle body frame 200 in the present embodiment, for example, refer to the related structure in the existing vehicle, and will not be described herein.
With continued reference to fig. 5 to 7, in a preferred embodiment, the reinforcement beams on each side specifically include a first reinforcement beam 5 and a second reinforcement beam 6 connected between the front shock tower 107 and the front wall assembly 300. And, the first reinforcing beam 5 and the second reinforcing beam 6 are adjacent to each other in a direction toward the front shock tower 107, and the first reinforcing beam 5, the second reinforcing beam 6, and the front wall assembly 300 are also connected to form a triangle structure.
At this time, it can be understood that by making the reinforcement beam consist of the first reinforcement beam 5 and the second reinforcement beam 6, and making the first reinforcement beam 5, the second reinforcement beam 6 and the front wall assembly 300 connected to form a triangle structure, not only can the support connection of the first reinforcement beam 5 and the second reinforcement beam 6 be utilized, and the characteristic of large triangle structure strength, the effect of the structural strength of the position of the front shock absorber 107 can be better increased, but also the impact force can be better transferred to the front wall assembly 300 by utilizing the first reinforcement beam 5 and the second reinforcement beam 6, and the impact force transfer effect can be improved.
As a preferred embodiment, the end of the first reinforcement beam 5 connected to the front wall assembly 300 may be specifically connected to the a pillar 3 in the front-rear direction of the vehicle. At this time, the linking setting between first stiffening beam 5 and the A post 3, its also both promptly at the at least partial overlapping of the ascending projection of whole car front and back to link up the setting between through first stiffening beam and the A post 3, not only can provide stronger bearing capacity for first stiffening beam 5, also be favorable to simultaneously that the collision force of first stiffening beam 5 department passes through A post 3 to the transmission dispersion of automobile body rear portion, and then can promote the transmission dispersion effect of collision force.
In addition, on the basis of being connected with the a-pillar 3, preferably, in the implementation of the embodiment, the whole first reinforcing beam 5 is obliquely arranged backward and upward, and thus the first reinforcing beam 5 and the a-pillar upper section 3a in the a-pillar 3 form a through force transmission channel. In this way, the collision force from the first reinforcement beam 5 can be transmitted along the a-pillar 3 to the bottom sill beam position, and can be transmitted better to the top roof side rail position of the top roof to achieve a better collision force transmission dispersion effect.
With continued reference to fig. 8, in the embodiment, for the first reinforcement beam 5, the first reinforcement beam 5 may include a connection plate 501 connected to the front wall assembly 300, and a connection beam 502 with one end connected to the connection plate 501, and the other end of the connection beam 502 is connected to the front shock absorber 107.
At this time, the first reinforcement beam 5 is made up of the connection plate 501 and the connection beam 502, and it is understood that it can facilitate the preparation of the first reinforcement beam 5, and at the same time, can facilitate the arrangement of the first reinforcement beam 5 between the front wall assembly 300 and the front shock tower 107.
In addition, in a specific structural arrangement, it is preferable that the present embodiment is further shown in fig. 7 and 8, for example, the connection plate 501 may be made box-shaped, and a cavity is formed between the connection plate 501 and the front wall assembly 300 based thereon. Thus, by making the connecting plate 501 box-shaped and enclosing the front wall assembly 300 to form a cavity, the characteristic of high strength of the box-shaped structure can be utilized to ensure the strength of the connecting plate 501 and the reliability of the connection.
In this embodiment, instead of allowing the connection plate 501 to have a box-like structure, it is preferable that the connection beam 502 be a tube beam, for example. Moreover, by having the connection beam 502 employ a tubular beam, it can be appreciated that it can facilitate the preparation of the connection beam 502 while also ensuring the structural strength of the connection beam 502.
With continued reference to fig. 9, the second reinforcing beam 6 of the present embodiment may be, for example, a plate structure formed by stamping, and in order to increase the structural strength of the second reinforcing beam 6, reinforcing ribs 6a may be formed thereon, and at the same time, the reinforcing ribs 6a may be designed to be a plurality of reinforcing ribs arranged side by side according to the width of the second reinforcing beam 6, so as to ensure the structural reinforcing effect.
It should be noted that, for example, after the connection between the connection plate 501 and the connection beam 502 that form the first reinforcement beam 5 may be fixedly connected together through a screw structure, one end of the connection plate 501, which is close to the front wall assembly 300, may be fixedly connected to the front wall assembly 300 in a welding manner, and one end of the connection beam 502, which is close to the front shock absorber 107, may also be fixedly connected to the front shock absorber 107 through a screw structure. And both ends of the second reinforcement beam 6 may be connected to the front wall assembly 300 and the front shock tower 107 by screw structures.
In addition, it should be noted that, in addition to the first reinforcing beam 501 and the second reinforcing beam 6 adopting the above-mentioned structural forms, it is of course possible to adopt other structures such as stamped sheet metal, extruded profiles, etc. for the first reinforcing beam 501 and the second reinforcing beam 6 in the specific implementation, as long as they can satisfy the supporting and reinforcing effects on the position of the front shock absorber 107.
In this embodiment, as a preferred embodiment, the second reinforcement beam 6 may be specifically connected to the front windshield lower cross member 4 in the cowl assembly 300. So for second stiffening beam 6 is connected with preceding wind window underbeam 4, can provide stronger bearing capacity for second stiffening beam 6 equally, also is favorable to the collision force of second stiffening beam 6 department to pass through preceding wind window underbeam 4 to the automobile body rear portion transmission dispersion simultaneously, and promotes the transmission dispersion effect of collision force.
In the preferred embodiment, the first reinforcing beam 5 and the second reinforcing beam 6 may be generally connected to the top of the front shock absorber 107 in the practical implementation. At this time, by connecting the first reinforcing beam 5 and the second reinforcing beam 6 at the top of the front shock absorber 107, the connection between the two and the front shock absorber 107 can be facilitated, and the arrangement of the two reinforcing beams can also be facilitated.
It is to be noted that it is possible to make the reinforcing beams of each side include the first reinforcing beam 5 and the second reinforcing beam 6, except as described above, of course, to make the reinforcing beams of each side only one, or more, and to make the reinforcing beams take such as an extruded profile or a sheet metal welded structure, or the like. In the specific implementation, the selection can be made according to the actual design requirement.
As is also shown in fig. 2 to 5, as a preferred embodiment, further in this embodiment, a connecting cross member 7 is connected between the front shock towers 107 on the left and right sides. At this time, by providing the connection cross member 7 between the front shock-absorbing towers 107 on both sides, lateral support can be provided between the front shock-absorbing towers 107 on both sides to further increase the structural strength of each front shock-absorbing tower 107, and the provision of the connection cross member 7 can also form a lateral (i.e., left and right direction of the whole vehicle) force transmission passage between the front shock-absorbing towers 107 on both sides, thereby improving the impact force transmission dispersion effect.
In practice, the connecting beam 7 may be connected between the tops of the front shock towers 107 on both sides, so that the connecting beam 7 is connected between the tops of the front shock towers 107 on both sides, and the arrangement of the connecting beam 7 may be facilitated.
In addition, as shown in fig. 10, in the embodiment, for example, a sheet metal beam structure formed by stamping may be adopted as the connecting beam 7, two ends of the connecting beam may be connected to the front shock absorber 107 by a screw connection structure, and as further shown in fig. 11, in this embodiment, a reinforcing beam 7a extending in the left-right direction of the whole vehicle may be further disposed in the middle of the connecting beam 7, and the reinforcing beam 7a and the connecting beam 7 may be fastened together.
At this time, the reinforcing beam 7a is also made of a sheet metal member formed by press forming, and by providing the reinforcing beam 7a in the middle of the connecting beam 7, it is apparent that it can further improve the supporting strength and the collision force transmitting performance of the connecting beam 7.
In the present embodiment, still as shown in fig. 1 to 5, and with continued reference to fig. 12, in the front frame 400, the rear ends of the side frame stringers 8 are located on the front side of the same-side front shock absorber 107. Furthermore, as a preferred embodiment, a frame cross member 9 is connected between the ends of the side frame rails 8 near the front subframe rail 101, and the frame cross member 10 is also connected to the front shock absorber 107 on both sides, respectively.
In this way, by providing the frame cross member 10 between the frame stringers 8 on both sides and connecting the frame stringers 10 with the front shock-absorbing towers 107 on each side, the rigidity of the front frame 400 as a whole and the reliability of the connection with the front subframe 1 can be increased, and at the same time, a lateral force transmission passage can be formed to promote the impact force transmission dispersion effect.
In this embodiment, the front bumper beam 9 connected to the front ends of the side frame stringers 8 corresponds to the front bumper beam assembly structure in a conventional vehicle body, and preferably, the front ends of the side frame stringers 8 may be connected to energy-absorbing boxes, not shown, so that the side frame stringers 8 are connected to the front bumper beam 9 through the energy-absorbing boxes.
At this time, the frame longitudinal beam 8 is connected with the front anti-collision beam 9 through the energy absorption box, so that the crumple energy absorption capacity of the front frame 400 during collision can be improved. In addition, in the embodiment, the frame stringers 8 on both sides, and the frame cross members 10 may each have a tubular structure. In this way, the frame longitudinal beam 8, the frame transverse beam 10 and the like adopt tubular beams, so that the preparation of the frame longitudinal beam 8 and the frame transverse beam 10 can be facilitated, and meanwhile, the structural strength of the frame longitudinal beam 8 and the frame transverse beam 10 can be ensured.
It should be noted that, in addition to the fact that the front subframe 1 can be made to adopt the related structure in the existing vehicle, as a preferred embodiment, in the front subframe 1 of the present embodiment, as shown in fig. 13, each side front subframe rail 1 has an upper side rail 1011 and a lower side rail 1012 arranged up and down, each of the upper side rail 1011 and the lower side rail 1012 extends in the front-rear direction of the entire vehicle, and each side front shock absorber 107 is provided on the upper side rail 1011 on the same side.
Specifically, still referring to fig. 13, based on the front subframe rail 1 having upper side rails 1011 and lower side rails 1012 arranged up and down, as an exemplary structure, the front ends of each side upper side rail 1011 and lower side rail 1012 are connected to the front subframe front cross member 102, the rear ends of each side upper side rail 1011 and lower side rail 1012 are connected to the rear cross member 104 located at the rear of the front subframe 1, and at the same time, each side frame rail 8 is also connected to the upper side rail 1011 on the same side.
Further, similar to the front subframe 1 provided in the vehicle in the related art, the present embodiment is provided with a front subframe center cross member 103 between the front subframe side members 101 on both sides in addition to the front subframe front cross member 102. The front sub frame center rail 103 is located between the center portions of the side front sub frame rails 101 and is specifically connected between the side sill 1012 on both sides.
In addition to the front sub-frame center cross member 103 described above, the present embodiment is also provided with a front sub-frame impact beam 105 at the front end of the front sub-frame 1, and the front sub-frame impact beam 105 is also connected to the front side of the front sub-frame center cross member 102 specifically through front sub-frame energy absorbing boxes 106 provided separately on the left and right sides.
In this embodiment, the rear cross member 104 may be, for example, a part of the front subframe 1, and specifically, a front subframe rear cross member located at the rear end of the front subframe 1. However, instead of being a front sub-frame rear cross member, the rear cross member 104 of the present embodiment may be a beam structure provided at the rear of the front sub-frame 1 independently of the front sub-frame 1, and the rear cross member 104 may be connected between the side connecting stringers 12 described below, for example, to meet the installation requirements.
It should be noted that, in the implementation, when the rear cross member 104 is disposed independently of the front subframe 1, the connection between the rear cross member and the front subframe 1 is also typically connected to the rear ends of the front side members 101. Further, when the rear cross member 104 is provided independently of the front subframe 1, it may be provided selectively as needed for the front subframe rear cross member in the front subframe 1.
As a preferred embodiment, the front ends of the upper side member 1011 and the lower side member 1012 on each side are joined to the front sub-frame front cross member 102, and the present embodiment also allows the front ends of the upper side member 1011 and the lower side member 1012 on each side to meet together, and the front sections of the upper side member 1011 and the lower side member 1012 on each side and the front sub-frame energy absorbing box 106 located on the front side of the front sub-frame front cross member 102 together form a herringbone structure.
At this time, the front ends of the upper and lower side members on each side are connected to the front cross member 102 of the front subframe, and the front sections of the upper and lower side members on each side and the front subframe energy-absorbing box 106 form a herringbone structure, which is beneficial to the force transmission of the collision force to the upper and lower side members, so that the transmission capacity of the front subframe side member 101 to the collision force can be further increased.
In this embodiment, as a preferred embodiment, the middle portions of the side upper stringers 1011 are each arched upward in the up-down direction of the entire vehicle, and the front shock towers 107 on each side are also specifically provided on top of the arched positions of the side upper stringers 1011. In addition, front damper mounting structures are also provided on each side of the front damper tower 107, respectively, for mounting the front dampers. It can be appreciated that by making the middle portion of the upper longitudinal beam 1011 arch upward and disposing the front shock absorber 107 in the arched position, it is not only helpful to promote the crumple energy absorbing effect of the upper longitudinal beam 1011 when the vehicle collides, in particular, when the vehicle collides, but also to meet the height requirement of the front shock absorber 107 in the whole vehicle.
In the embodiment, as a preferred embodiment, the upper side member 1011 and the front shock absorber 107 are integrally provided, and as shown in fig. 13, the upper side member 1011 and the front shock absorber 107 may be connected in a straight structure extending in the front-rear direction of the vehicle.
In this way, the upper longitudinal beam 1011 and the front shock absorber 107 are connected in a straight structure, which can facilitate the integrated arrangement of the front shock absorber 107 and also facilitate the improvement of the collision force transmission capability of the upper longitudinal beam 101. Furthermore, as a preferred embodiment, since the upper side member 1011 has a straight structure, the present embodiment can also be seen from the front-rear direction of the entire vehicle such that each side frame member 8 is aligned with the straight structure in the same side upper side member 1011, whereby the collision force from the frame member 8 can be transmitted to the upper side member 1011 position more effectively.
As further shown in fig. 14, in the embodiment, the front damper mounting structure on the front damper tower 107 may be, for example, a front damper mounting hole provided at the top of the front damper tower 107, and a through hole for receiving the top of the front damper. Meanwhile, in order to increase the rigidity of the mounting position of the front shock absorber, it is preferable that the present embodiment also forms the boss 107a protruding upward at the top of the front shock absorber tower 107, and that the above-mentioned mounting hole for mounting the front shock absorber and the through hole for receiving the top of the front shock absorber are all located on the boss 107 a.
In addition to providing the boss 107a as described above, as a preferred embodiment, as shown in fig. 13 and 14, the reinforcing flanges 107b may be provided on both the front and rear sides of the front shock absorber 107, such that the bottoms of the reinforcing flanges 107b on both the front and rear sides are connected to the upper side member 1011, and the tops of the reinforcing flanges 107b on both the front and rear sides are connected to the top of the front shock absorber 107.
Through the reinforcing flanges 107b provided on the front and rear sides of the front shock absorber 107, it can be understood that the structural strength of the front shock absorber 107 can be increased, the reliability of the installation of the front shock absorber can be improved, and the stability of the connection between the front shock absorber 107 and the upper longitudinal beam 1011 can be increased.
In this embodiment, as a preferred embodiment, as shown in fig. 13, a supporting beam 108 may be disposed between each side lower beam 1012 and each upper beam 1011, and the bottom end of each side supporting beam 108 is connected to the lower beam 1012, and the connection point between each side supporting beam 108 and the upper beam 1011 is located specifically below the same side front shock absorber 107.
At this time, by providing a support beam 108 located below the front shock absorber 107 between the upper and lower stringers on each side, the upper stringer 1011 and the front shock absorber 107 can be supported to increase the dynamic stiffness at the position of the front shock absorber 107. In particular, the top of the support beam 108 and the upper side member 1011 may be connected by a screw structure, and the connection portion between the support beam 108 and the lower side member 1012 may be arranged corresponding to the cross member 103 in the front subframe, so as to increase the supporting capability of the support beam 108.
In the present embodiment, based on the above-described arrangement of the front subframe 1 and the front frame 400, as a preferred embodiment, the front subframe front cross member 102 is also provided with the support members 11 supported below the respective side frame rails 8. The supporting members 11 on each side are formed of a conventional box-shaped sheet metal structure, or an extruded profile, etc., and by providing the supporting members 11 for supporting each side frame rail 8 on the front sub-frame front cross member 102, the front frame 400 can be prevented from being formed as a single cantilever structure, and the stability of the front frame 400 can be improved.
The front cabin assembly of the embodiment can simplify and even omit the front cabin side frame and the front cabin side frame in the front cabin of the vehicle body by integrating the front shock absorber 107 on the front auxiliary frame side frame 101 in the front auxiliary frame 1, thereby being beneficial to simplifying the structure of the vehicle body, reducing the weight of the vehicle body and being beneficial to the light weight design and the modeling design of the vehicle body.
Of course, through the setting of front frame 400 and stiffening beam to make frame longeron 8, preceding shock absorber 107 and stiffening beam joinable form the collision power transmission passageway of arranging along whole car front and back direction, this embodiment also can increase the structural strength of front shock absorber 107 position, and be favorable to collision power to the automobile body rear portion transmission dispersion, and then help promoting the reliability of front shock absorber installation, and help promoting the collision security of whole car, and have fine practicality.
Example two
The present embodiment relates to a vehicle in which the front cabin assembly of the first embodiment is provided.
Furthermore, it should be noted that the vehicle of the present embodiment provided with the front cabin assembly described above may be, for example, still a conventional fuel-fired vehicle type, but, as a preferred embodiment, as shown in fig. 15, the vehicle of the present embodiment may be, for example, a new energy vehicle type, and may be, in particular, a pure electric vehicle type, and in this vehicle, a rear subframe 2, and a connecting rail 12 connected between the front subframe 1 and the rear subframe 2 are also provided.
The connecting stringers 12 are two connecting stringers respectively arranged at the left side and the right side, and the front auxiliary frame 1, the rear auxiliary frame 2 and the connecting stringers 12 at the two sides also jointly define a battery pack installation space. Meanwhile, the rear sub-frame 2 and the front sub-frame 1, and the connecting side members 3 connecting the two together, together constitute the chassis structure 100 in the present embodiment.
At this time, through the setting of both sides connection longeron 12 to connect preceding, back sub vehicle frame through the connection longeron 12 of both sides and connect into integrative annular structure, inject battery package installation space simultaneously in annular structure, also can constitute battery package annular frame structure with the help of the connection setting of connection longeron 12, battery package 13 can move along with annular frame structure when the vehicle bumps, can reduce the collision impact that battery package 13 received, with the collision security that increases battery package 13, help the promotion of whole car safety quality.
Specifically, in the present embodiment, as a preferable embodiment, the rear shock absorber 207 may be provided to each of the left and right side members 201 of the rear subframe 2. Meanwhile, based on the rear shock absorber 207 also being provided on each side of the rear sub frame rail 201, as an exemplary structure, as shown in fig. 16, for the rear sub frame 2, the rear sub frame rails 201 on both sides each include an inner rail 2011, and in the vehicle left-right direction, outer rails 2012 are provided on the sides of the inner rails 2011 facing the outside of the vehicle, respectively, and the rear shock absorber 207 on each side is provided on the outer rail 2012 on the same side.
Further, similarly to the rear subframe 2 provided in the vehicle in the prior art, the rear subframe 2 of the present embodiment also has therein a rear subframe cross member connected between the rear subframe rails 201 on both sides, and includes a rear subframe front cross member 202 provided near the front end of the rear subframe rail 201, and a rear subframe rear cross member 203 provided near the rear end of the rear subframe rail 201.
Meanwhile, as a preferred embodiment, in the present embodiment, the side outer side members 2012 each extend in the front-rear direction of the entire vehicle, and each side outer side member 2012 is connected between the front and rear ends of the same side rear sub frame members 201. In this way, the outer side member 2012 is connected between the front end and the rear end of the rear subframe rail 201, so that the outer side member 2012 can better participate in the collision force transmission, and the collision force transmission effect of the rear subframe 2 can be further improved.
As one of the differences from the conventional rear subframe structure, in this embodiment, as a preferred embodiment, a front cross member 204 is also provided between the front ends of the rear subframe side members 201 on both sides, and based on the provision of this front cross member 204, the rear subframe side members, and the rear subframe side members 201 and the outer side members 2012 on each side are also connected to form a plurality of annular structures.
At this time, it can be understood that, through the arrangement of the front cross member 204, the structural strength and rigidity of the front portion of the rear subframe 2 can be increased, and meanwhile, the front cross member 204, the rear subframe cross member, and the inner side beams 2011 and the outer side beams 2012 on each side are connected to form a plurality of annular structures, which can utilize the characteristic of high annular structural strength to ensure the structural strength and rigidity of the whole rear subframe 2, thereby being beneficial to the improvement of the torsional rigidity of the rear portion of the whole vehicle.
In addition, by the arrangement of the front cross member 204, the battery pack installation space of the present embodiment is also formed between the front cross member 204, the rear cross member 104 and the side connecting stringers 12, which is advantageous in that it enables the annular frame structure for defining the battery pack installation space to be a rigid encircling structure adapted to the shape of the battery pack 13, thereby enabling the collision safety of the battery pack 13 to be improved better
In this embodiment, as still referring to fig. 16, as another difference from the existing rear subframe structure, a rear subframe collision preventing beam 205 is provided at the rear end of the rear subframe 2, and rear subframe energy absorbing boxes 206 are also connected to the rear ends of the rear subframe side members 201 on both sides, and the rear subframe collision preventing beam 205 is connected to the rear subframe energy absorbing boxes 206 on both sides, so as to realize the arrangement at the rear end position of the rear subframe 2.
The rear subframe impact beam 205 and each rear subframe crash box 206 are all conventional impact beam and crash box structures found in existing vehicle bodies. Moreover, by arranging the rear subframe collision avoidance beam 205 at the rear end of the rear subframe 2, it can be understood that, on one hand, the rear subframe collision avoidance beam 205 can promote the rear subframe 2 and collide with the force transmission performance, so that the collision force can be better transmitted forward along the rear subframe longitudinal beam 201 and the outer longitudinal beam 2012, the unit location stress is avoided, the collision force is difficult to disperse, and the deformation is overlarge, and on the other hand, the rear subframe collision avoidance beam 205 can also be used as a pedestrian anti-entanglement beam at the rear part of the vehicle, and the safety in the reversing process can be promoted.
By connecting the rear subframe impact beam 205 with the rear subframe rail 201 through the rear subframe energy-absorbing box 206, the present embodiment can collapse and absorb energy through the rear subframe energy-absorbing box 206, which is helpful for further improving the safety during a vehicle collision.
In this embodiment, as also shown in fig. 16, as a preferred embodiment, the middle portions of the side outside stringers 2012 are each arched upward in the vehicle up-down direction, and the tops of the arched portions of the side outside stringers 2012 may be each provided as a straight section arranged in the vehicle front-rear direction. In this way, the center portions of the side outside stringers 2012 are allowed to arch upward, which helps to increase the crush performance of the outside stringers 2012 in the event of a collision. The top of the arched part of the outer longitudinal beam 2012 is a straight section, and at this time, the rear shock-absorbing towers 207 on each side are connected to the top of the straight section on the same side, and at the same time, the bottom of the straight section on each side can be connected to the rear shock-absorbing spring mounting base, so as to facilitate the arrangement of the rear shock-absorbing springs.
In this embodiment, as shown in fig. 15, the side connecting stringers 12 are also located on the same side as the front sub-frame side member 101 and the rear sub-frame side member 201 on the side closer to the outside of the vehicle, as a preferable embodiment, based on the connection of the side connecting stringers 12 to the front and rear sub-frames in the left-right direction of the entire vehicle.
At this time, such that the side connecting stringers 12 are located on the side of the same-side front sub-frame rail 101 and rear sub-frame rail 201 that is closer to the outside of the vehicle as shown in fig. 15, the present embodiment contributes to achieving a Y-directional cross-sectional change such as the front-rear portion of the load-bearing vehicle body, while being able to meet the matching design requirements between the chassis structure 100 and the vehicle body skeleton 200 in the load-bearing vehicle body.
In the embodiment, the rear cross member 104 is provided at the rear portion of the front subframe 1, and the front ends of the side connecting stringers 12 are respectively connected to the ends of the left and right outer extensions of the rear cross member 104, and the rear ends of the side connecting stringers 12 are respectively connected to the front ends of the side rear subframe stringers 201.
Moreover, this embodiment is also based on the overhanging sections on both sides of the rear cross member 104, and by connecting each side connecting rail 12 with the rear sub frame rail 201 through the connecting sections 13a arranged obliquely as shown in fig. 16, it is achieved that the connecting rail 12 is located on the side of the front sub frame rail 101 and the rear sub frame rail 201 close to the outside of the vehicle, satisfying the Y-directional (left-right direction of the whole vehicle) cross section variation of the front and rear portions of the load-bearing vehicle body. Of course, the above-described change in cross section in the Y direction also causes the side connecting rail 12 to bend not in a straight line with the front sub-frame rail 101 and the rear sub-frame rail 201 but at the joint position therebetween, and thereby causes the vehicle body Y-direction cross-sectional dimension to become smaller at the front sub-frame 1 and the rear sub-frame 2.
The change of the Y-direction section of the front part of the vehicle body obviously basically has the same front and back of the Y-direction section of the frame girder in the non-bearing vehicle body, and the embodiment also meets the matching design requirement between the chassis and the vehicle body framework in the bearing vehicle body through the dimensional change of the Y-direction section of the front part of the vehicle body.
In this embodiment, in the implementation, the connecting stringers 12 on both sides may be, for example, an integrally formed beam structure, and specifically an integrally closed structure. In this case, the connecting rail 12 may be welded to the rear cross member 104 and the rear sub frame rail 201 of the front and rear sub frames. Thus, it will be appreciated that by means of the closed cross-section, which can guarantee the structural strength of the connecting stringers 12 themselves by virtue of the characteristic of great structural strength of the cavities.
Of course, the connecting stringers 12 of the present embodiment may take other structures other than an integral structure, and may take, for example, a steel profile welded structure, an aluminum alloy profile extruded structure, or the like.
The vehicle of this embodiment can help simplifying the vehicle body structure, reducing the weight of the vehicle body, contributing to the lightweight design and the modeling design of the vehicle body, and simultaneously, also being able to increase the strength of the front shock absorber 107 and also contributing to the improvement of the collision safety of the whole vehicle by arranging the front cabin assembly in the first embodiment.
In addition, through the arrangement of the connecting stringers 12 on both sides, and the front and rear sub-frames are connected, and the rear cross member 104, the front cross member 204 and the connecting stringers 12 on both sides together define a battery pack installation space, the present embodiment can also form a battery pack ring-shaped frame structure by means of the connection arrangement of the connecting stringers 12. The battery pack 13 can move along with the annular frame structure during collision, so that collision impact of the battery pack 13 can be reduced, and collision safety of the battery pack 13 can be improved, so that safety quality of the whole vehicle can be improved.
In addition, it should be noted that, in this embodiment, since the front and rear ends of the chassis are still front and rear sub-frames, the sub-frame structure is smaller than the Y-directional cross section of the frame in the non-load-bearing vehicle body, and the sub-frame position longitudinal beam is a curved longitudinal beam structure, the chassis structure 100 in this embodiment is a structural innovation in the form of sub-frame, and is significantly different from the conventional non-load-bearing frame girder structure. Specifically, the front and rear sub-frames in this embodiment are still separate units, which are based on the front and rear sub-frames in the load-bearing vehicle body, and the connecting stringers 12 connected front and rear are further added, instead of the integral girder structure in the load-bearing vehicle body.
Of course, in the implementation form of connecting the connecting longitudinal beam 12 with the front and rear sub-frames, the integral structure of the front and rear sub-frames connected by the connecting longitudinal beam 12 is adopted, so that the embodiment not only can utilize the characteristics of the bearing type vehicle body structure to reduce the weight of the vehicle body so as to increase the whole vehicle endurance, but also can form the annular protection frame of the battery pack so as to better improve the collision safety of the battery pack 13. Therefore, the vehicle body structure not only improves the defects of the bearing type vehicle body structure, but also has the advantages of the non-bearing type vehicle body structure, and the overall quality of the vehicle can be well improved.
In addition, when the vehicle of this embodiment is in final assembly, the sub-frame that is still the bottom is assembled to the vehicle body upwards in the same way as the existing load-bearing vehicle body assembly, and the upper vehicle body skeleton is the load-bearing main body in the vehicle, and chassis accessories also rely on the front and rear sub-frames to be assembled into the vehicle body. In the event of a collision of the vehicle, the upper body frame, the front and rear sub-frames in the chassis and the connecting longitudinal beams 12 are involved in the absorption and transmission of collision force, rather than the transmission and absorption of force by the frame girder alone as in a non-load-bearing vehicle body.
Meanwhile, further, the present embodiment may also make the whole chassis structure a skateboard chassis based on the front shock absorber 107 and the rear shock absorber 207 integrated on the front and rear sub frames, respectively. As shown in fig. 17, the present embodiment can eliminate the influence of the distribution of the shock absorber in the load-bearing vehicle body on the vehicle body structure, thereby eliminating the front cabin side member and the front cabin side member in the front cabin position, and eliminating the rear floor side member in the rear floor position, thereby enabling only the middle riding cabin to remain in the vehicle body 14, making the vehicle body design simpler, achieving the effect of the light weight of the vehicle body, and facilitating the vehicle body design.
When only the middle driving cabin is reserved, the front side and the rear side of the driving cabin are connected with the front auxiliary frame and the rear auxiliary frame through sectional materials or beam parts, and the front cabin and the rear cabin of the vehicle are matched with the trunk part only according to the whole vehicle modeling design.
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 (10)
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| CN202311280574.4A CN119705638B (en) | 2023-09-28 | 2023-09-28 | Front cabin assembly and vehicle |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111409702A (en) * | 2020-03-23 | 2020-07-14 | 上海思致汽车工程技术有限公司 | Automobile frame structure |
| CN214267779U (en) * | 2020-12-11 | 2021-09-24 | 广州汽车集团股份有限公司 | Front cabin frame and vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2009051239A (en) * | 2007-08-23 | 2009-03-12 | Mazda Motor Corp | Arrangement structure of vehicle accessory |
| CN106275086B (en) * | 2015-05-29 | 2019-08-23 | 广州汽车集团股份有限公司 | A kind of car engine room assembly |
| DE102019208696B4 (en) * | 2019-06-14 | 2023-06-07 | Volkswagen Aktiengesellschaft | Front end structure of a motor vehicle |
| CN219406616U (en) * | 2023-03-31 | 2023-07-25 | 长城汽车股份有限公司 | Front structure of vehicle body and vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111409702A (en) * | 2020-03-23 | 2020-07-14 | 上海思致汽车工程技术有限公司 | Automobile frame structure |
| CN214267779U (en) * | 2020-12-11 | 2021-09-24 | 广州汽车集团股份有限公司 | Front cabin frame and vehicle |
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