CN203780618U - Vehicle body front portion structure - Google Patents
Vehicle body front portion structure Download PDFInfo
- Publication number
- CN203780618U CN203780618U CN201420171169.9U CN201420171169U CN203780618U CN 203780618 U CN203780618 U CN 203780618U CN 201420171169 U CN201420171169 U CN 201420171169U CN 203780618 U CN203780618 U CN 203780618U
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- CN
- China
- Prior art keywords
- cowl upper
- suspension strut
- vehicle body
- drainage channel
- cover plate
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000725 suspension Substances 0.000 claims description 67
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 abstract description 2
- 238000005452 bending Methods 0.000 description 8
- 230000000694 effects Effects 0.000 description 8
- 230000000052 comparative effect Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000005489 elastic deformation Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 239000012141 concentrate Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
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- Body Structure For Vehicles (AREA)
Abstract
The utility model provides a vehicle body front portion structure. The vehicle body front portion structure comprises a front wall upper cover plate (3) extending in the vehicle width direction and provided with two end portions respectively and fixedly connected to the tops of hanging frame supports (2) on the left and right sides of a vehicle body and bent portions (32b), wherein the front wall upper cover plate (3) is in a shape of a groove with an open upper portion, and a water drain channel (32) is formed in the bottom face in the groove of the front wall upper cover plate (3) and comprises straight extending portions (32a) extending from the middle to two ends of the front wall upper cover plate (3) in the length direction of the front wall upper cover plate (3). The bent portions (32b) respectively extends from two ends of each of the straight extending portions (32a), bypass the backs of the positions fixedly connected with the hanging frame supports (2) along a smooth curve and extend to the outer end of the vehicle body. By adopting the structure, the rigidity of the front wall upper cover plate (3) can be improved, and the hanging frame supports (2) can be prevented inclining.
Description
Technical field
The utility model relates to a kind of vehicle body front structure, particularly the added vehicle body front structure that is provided with the cowl upper extending along overall width direction of the suspension strut on car body left side and right side.
Background technology
In prior art, in order to improve the bending stiffness of car body, conventionally adopt the structure that the two ends, left and right of the front coaming plate entablatrance extending along overall width direction is connected to the front pillar bottom on left side and right side.In such structure, also there is the structure on the suspension strut that further the extended cowl upper of front end of the past coaming plate entablatrance is erected to left side and right side.
For example, in the vehicle body structure of recording at patent documentation 1, front coaming plate entablatrance extends and engages with the front pillar on left side and right side and form the frame member of overall width direction along overall width direction, from this, the front end of coaming plate entablatrance is the unlimited groove shape in top towards the extended cowl upper in car body front side, and its both ends, left and right are overlapping with the end face of the suspension strut on left side and right side and be fastenedly connected respectively.By like this cowl upper being erected on the suspension strut on left side and right side, can prevent that the load that acts on suspension from the situation that suspension strut tilts occurs.
In addition, above cowl upper, conventionally dispose the air plate with multiple slit shape vent windows.By these vent windows, it is indoor that the outdoor air of car can be directed to car, meanwhile, the rainwater etc. flowing into from vent window can be along the bottom surface of cowl upper two side flow and being discharged to the left and right.
But, for example, in the structure of above-mentioned prior art (patent documentation 1), because the cowl upper on the suspension strut on the left of being erected at and right side is formed, two ends that overlap suspension strut top tilt upward, centre portion is along the straight extension of overall width direction, so the rigidity of cowl upper is lower.In running car, for example, in the time that the suspension strut on left side and right side is subject to the load to body inner side effect, cowl upper easily occurs bending and deformation, so be difficult to suppress the inclination of suspension strut.Therefore, need further to improve the bending stiffness of cowl upper.
[patent documentation 1]: Japan opens clear 64-47484 communique in fact
Utility model content
In order to solve the problems of the technologies described above, the purpose of this utility model is, a kind of vehicle body front structure of the rigidity that can improve cowl upper is provided.
As the technical scheme solving the problems of the technologies described above, the utility model provides a kind of vehicle body front structure, this vehicle body front structure comprises, along the cowl upper that overall width direction is extended, both ends are fixedly connected on respectively the suspension strut top on car body left side and right side, this cowl upper is the unlimited groove shape in top, on the groove inner bottom surface of this cowl upper, be formed with drainage channel, it is characterized in that: described drainage channel comprises, the portion that directly prolongs of extending to two ends from the centre of this cowl upper along the length direction of described cowl upper; And continue respectively from these two ends of directly prolonging portion and rear along level and smooth curve from the position that is fixedly connected with described suspension strut is walked around and extends to the curve of car body outer end.
The advantage of vehicle body front structure of the present utility model as above is, because drainage channel has the portion that directly prolongs of extending to two ends from the centre of this cowl upper along the length direction of cowl upper; And continue respectively from these two ends of directly prolonging portion and rear along level and smooth curve from the position that is fixedly connected with suspension strut is walked around and extends to the curve of car body outer end, so, the length of drainage channel exceedes the distance between two suspension struts in left and right, and the corner of drainage channel is level and smooth, there is not the tortuous position that rigidity is lower, so the rigidity of cowl upper is improved.
In addition, in above-mentioned vehicle body front structure of the present utility model, be preferably, described drainage channel has by the front side wall in car body front and by the rear wall at car body rear, and the described described front side wall directly prolonging in portion links to small part with the mid point between the suspension strut in described left side and the suspension strut on described right side and overlaps.Adopt this structure, link to small part with the mid point between left side suspension strut and right side suspension strut and overlap owing to directly prolonging front side wall in portion, so, the front side wall that rigidity is stronger is just in time positioned at the most concentrated position of cowl upper upper stress, in the time that suspension strut is subject to the stress to the directive effect such as body inner side or outside, cowl upper can be compressed the effect of power, pulling force or torsion, but because this stress mainly concentrates on the front side wall that rigidity is stronger, so cowl upper is difficult for deforming, can effectively prevent the inclination of suspension strut.
In addition, in above-mentioned vehicle body front structure of the present utility model, be preferably, the length of the portion that directly prolongs of described drainage channel is the more than 1/2nd of length of described drainage channel.Adopt this structure, because the length of the portion that directly prolongs of drainage channel is the more than 1/2nd of length of drainage channel, so can guarantee that cowl upper has sufficiently high rigidity.
Brief description of the drawings
Fig. 1 is the oblique drawing that represents the vehicle body front structure of embodiment of the present utility model.
Fig. 2 is the section drawing of the II-II face in Fig. 1.
Fig. 3 is the enlarged drawing of overlooking of cowl upper.
Fig. 4 is the schematic diagram of the elastic deformation of cowl upper while representing suspension strut inclination.
Fig. 5 be comparative example cowl upper overlook enlarged drawing.
Fig. 6 is the schematic diagram of elastic deformation of the suspension strut that represents comparative example cowl upper while tilting.
Fig. 7 is the diagram of curves that represents the frequency-response data of the exciting point entrance of suspension strut.
Fig. 8 be the first variation cowl upper overlook enlarged drawing.
Fig. 9 be the second variation cowl upper overlook enlarged drawing.
Detailed description of the invention
Below, with reference to accompanying drawing, detailed description of the invention of the present utility model is described.In the present embodiment, as an example, adopt the vehicle body front structure shown in Fig. 1.As shown in Figure 1, in the front portion of car body 1, the both ends, left and right of cowl upper 3 are fastenedly connected with the top of the suspension strut 2 on left side and right side respectively.For the sake of clarity, in Fig. 1, indicate the direction of the front, back, left, right, up indication of car body 1.
As shown in Figure 1, cowl upper 3 is assembled in engine room E and the separated front coaming plate 5(of car chamber C with reference to Fig. 2) front, and be bonded on front coaming plate 5 on the front-end edge of front coaming plate entablatrance 6 of ora terminalis engage (with reference to Fig. 2).The two ends, left and right of front coaming plate entablatrance 6 are connected with the bottom of the front pillar 7 on left side and right side respectively, thereby form the frame member of overall width direction, performance strengthens the effect of rigidity of car body 1 front portion, and is supporting shown in the dummy line in car windscreen 8(Fig. 2) bottom.
From wheel cover 4 upward the suspension strut 2 of the approximate cylinder shape of projection for holding and support the upper end of the suspension unit of not shown vehicle front.As shown in Figure 1, cowl upper 3 is erected on the suspension strut 2 on left side and right side, the effect that suspension strut 2 is supported in performance in the horizontal.
Particularly, the both ends, left and right of cowl upper 3 are overlapping and be fixedly connected on the end face of left side and the suspension strut 2 on right side respectively.Specifically, the both ends, left and right of cowl upper 3 are processed with respectively the circular hole 30 that can make the upper end of suspension be exposed to top, are also being processed with multiple bolt-inserting holes 31 of inserting for the bolt arranging on suspension unit upper end around this circular hole 30.
The position of the multiple through holes (not shown) that form on the end face of the position of these bolt-inserting holes 31 and suspension strut 2 coincides.The bolt (not shown) that is fixed on suspension unit top inserts above-mentioned through hole and bolt-inserting hole 31 from the end face below of suspension strut 2, above cowl upper 3, screw togather with nut, thereby the end face of the end of cowl upper 3 and suspension strut 2 is overlaped and is fastenedly connected.
Fig. 2 is the section drawing of the II-II face in Fig. 1.As shown in Figure 2, cowl upper 3 is the unlimited groove shape in top to car body below depression, and the middle part of groove is formed with the further drainage channel 32 to car body below depression.As shown in Figure 3, drainage channel 32 comprises, the 32a of the portion that directly prolongs extending to two ends from the centre of this cowl upper 3 along the length direction of cowl upper 3; And continue respectively from these two ends of directly prolonging the 32a of portion and rear along level and smooth curve from the position that is connected with suspension strut 2 front of coaming plate entablatrance 6 () walks around and extend to the curve 32b of car body 1 outer end.In addition, as shown in Figure 2, drainage channel 32 has by the front side wall 32c in car body front and by the rear wall parts 32d at car body rear, and the mid point line S directly prolonging between the upper ora terminalis of front side wall 32c of the 32a of portion and the mid point 2a of the mid point 2a of left side suspension strut 2 and right side suspension strut 2 coincides.
In addition, between the bottom of front window 8 and the end edge of bonnet 9 (top of cowl upper 3), for example, dispose plastic air plate 10(as shown in the dummy line in Fig. 2).On this air plate 10, arranging the vent window (not shown) of the multiple slit shapes that extend along car body fore-and-aft direction apart along car body left and right directions predetermined distance.Extraneous air, as shown in the arrow A in Fig. 2, enters in cowl upper 3 and flows to upper space via these vent windows, be then directed in the C of car chamber by air leading-in conduit road (not shown).
Except extraneous air, rainwater etc. also can enter in cowl upper 3 by the vent window from air plate 10.The water entering in cowl upper 3 is put aside in drainage channel 32, then flows to curve 32b and the discharge port (not shown) that forms via the two side ends of car body 1 and being discharged to car from the 32a of the portion that directly prolongs of drainage channel 32.
In the present embodiment, because the drainage channel 32 of cowl upper 3 has the 32a of the portion that directly prolongs extending to two ends from the centre of this cowl upper 3 along the length direction of cowl upper 3, and continue respectively from these two ends of directly prolonging the 32a of portion and rear along level and smooth curve from the position that is connected with suspension strut 2 is walked around and extends to the curve 32b of car body 1 outer end, so, the length of drainage channel 32 exceedes the distance of 2 of two suspension struts, and the corner of drainage channel 32 is level and smooth, there is not the tortuous position that rigidity is lower, so the rigidity of cowl upper 3 is improved.
Particularly, in running car, in the time acting on load on suspension suspension strut 2 tilted to body inner side direction, for example can be as shown in the dotted line in Fig. 4, the both ends, left and right of cowl upper 3 are bending, centre portion bending upward downwards, there is on the whole mild elastic deformation, and can not occur local tortuous.
In addition, in the present embodiment, the front side wall 32c(of the 32a of the portion that directly prolongs of drainage channel 32 is the upper ora terminalis of front side wall 32c at this) overlap with the mid point line S between the mid point 2a of left side suspension strut 2 and the mid point 2a of right side suspension strut 2.Like this, the front side wall 32c that rigidity is stronger is just in time positioned at the most concentrated position of cowl upper 3 upper stresses.For example, in the time that suspension strut 2 is subject to the compressive force of the directive effect such as body inner side, outside, pulling force or torsion, this stress is mainly concentrated on the front side wall 32c corresponding with mid point line S, but because the rigidity of this front side wall 32c is stronger, so can suppress the distortion of cowl upper 3, thereby can effectively prevent the inclination of suspension strut 2.
In order to compare, the structure of the cowl upper 3S of a comparative example shown in Fig. 5.In this structure, as shown in Figure 5, compared with the cowl upper 3 of above-mentioned embodiment, drainage channel 33 width are wider and overall more outstanding to front side, the two end portions of its front side wall 33c is significantly bending near suspension strut 2, and crosses the mid point line S between suspension strut and approach the leading edge of cowl upper 3S in the portion of prolonging directly.In such structure, the front side wall 33c that in cowl upper 3S, rigidity is stronger is positioned at the front portion of cowl upper 3S, from the most concentrated position of stress (position corresponding with mid point line S) away from.Therefore, in the time that suspension strut 2 is subject to the stress to body inner side effect, this stress mainly concentrates on the position corresponding with mid point line S, and this position is the base plate of drainage channel 32, be the position that rigidity is lower, make the possibility of cowl upper 3S distortion larger so never can resist stress.As an example, the deformation state of cowl upper 3S when suspension strut 2 shown in Fig. 6 tilts to body inner side.As shown in Figure 6, cowl upper 3S is when direction is significantly bending up and down, and near the leading edge of cowl upper 3S, (range L in Fig. 5) local complications also occur.
In addition, vehicle body front structure of the present utility model also has the effect that can suppress suspension strut vibration.Fig. 7 is the diagram of curves that represents the frequency-response data of the exciting point entrance of suspension strut.In Fig. 7, transverse axis represents the frequency (exciting frequency) of the load that puts on suspension strut 2 via suspension; The longitudinal axis represents the entrance (acceleration/accel/disturbance force) of the suspension strut 2 under each exciting frequency, and block curve represents the frequency-response data of the entrance of the suspension strut 2 of present embodiment; Dashed curve represents the frequency-response data of the entrance of the suspension strut of comparative example, the frequency domain of the load that bear for suspension strut in running car 2 in the region of f1 to f2.As can be seen from Figure 7, in the frequency domain in whole frequency domain scope, particularly running car (f1-f2), the entrance of suspension strut 2 of the present utility model is less than the entrance of comparative example substantially.Thereby, the structure of employing present embodiment, suspension strut 2 is not easy to produce vibration.Thereby, can reduce to be delivered to the vibration in the C of car chamber from suspension strut 2.
In addition, structure of the present utility model is not subject to the restriction of above-mentioned embodiment, can carry out various distortion.For example, in the above-described embodiment, mid point line S between upper ora terminalis and two suspension struts 2 of the front side wall 32c of the 32a of the portion that directly prolongs of the drainage channel 32 forming on cowl upper 3 coincides, but be not limited to this, the first variation and the second variation are as shown in Figure 8 and Figure 9 such, as long as the upper ora terminalis of front side wall 32c is positioned near mid point line S, and be roughly parallel to mid point line S.But, the upper ora terminalis of the front side wall 32c of the 32a of the portion that directly prolongs of drainage channel 32 from mid point line S more close to, the rigidity of cowl upper 3 is stronger.
In addition, in the above-described embodiment, the 32a of the portion that directly prolongs of drainage channel 32 extends near the position being connected with suspension strut 2 always, but is not limited to this, and the second variation that also can be is as shown in Figure 9 such, shortens the length of directly prolonging the 32a of portion.Directly prolong the length of the 32a of portion as long as the more than 1/2nd of drainage channel 32 total lengths.In addition, the front side wall 32c and the rear wall parts 32d that directly prolong on the 32a of portion also can be processed to level and smooth plane of bending.
Claims (3)
1. a vehicle body front structure, comprise along the cowl upper that overall width direction is extended, both ends are fixedly connected on respectively the suspension strut top on car body left side and right side, this cowl upper is the unlimited groove shape in top, on the groove inner bottom surface of this cowl upper, be formed with drainage channel, it is characterized in that:
Described drainage channel comprises, the portion that directly prolongs of extending to two ends from the centre of this cowl upper along the length direction of described cowl upper; And continue respectively from these two ends of directly prolonging portion and rear along level and smooth curve from the position that is fixedly connected with described suspension strut is walked around and extends to the curve of car body outer end.
2. vehicle body front structure as claimed in claim 1, is characterized in that:
Described drainage channel has by the front side wall in car body front and by the rear wall at car body rear, and the described described front side wall directly prolonging in portion links to small part with the mid point between the suspension strut in described left side and the suspension strut on described right side and overlaps.
3. vehicle body front structure as claimed in claim 1 or 2, is characterized in that:
The length of the portion that directly prolongs of described drainage channel is the more than 1/2nd of length of described drainage channel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420171169.9U CN203780618U (en) | 2014-04-10 | 2014-04-10 | Vehicle body front portion structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420171169.9U CN203780618U (en) | 2014-04-10 | 2014-04-10 | Vehicle body front portion structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203780618U true CN203780618U (en) | 2014-08-20 |
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ID=51316830
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201420171169.9U Expired - Lifetime CN203780618U (en) | 2014-04-10 | 2014-04-10 | Vehicle body front portion structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203780618U (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104608827B (en) * | 2014-11-28 | 2017-05-10 | 奇瑞汽车股份有限公司 | Sequence welding type automobile forecabin gutter channel structure |
| CN107472198A (en) * | 2016-06-29 | 2017-12-15 | 宝沃汽车（中国）有限公司 | windscreen wiper mounting bracket and vehicle |
| CN110446650A (en) * | 2017-03-29 | 2019-11-12 | 株式会社神户制钢所 | Vehicle front body structure |
| CN110466620A (en) * | 2018-05-11 | 2019-11-19 | 上汽通用五菱汽车股份有限公司 | A kind of front baffle lower installation board transverse beam assembly |
| CN113696975A (en) * | 2021-08-30 | 2021-11-26 | 东风汽车集团股份有限公司 | Front windshield lower beam assembly of non-bearing type vehicle body |
-
2014
- 2014-04-10 CN CN201420171169.9U patent/CN203780618U/en not_active Expired - Lifetime
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104608827B (en) * | 2014-11-28 | 2017-05-10 | 奇瑞汽车股份有限公司 | Sequence welding type automobile forecabin gutter channel structure |
| CN107472198A (en) * | 2016-06-29 | 2017-12-15 | 宝沃汽车（中国）有限公司 | windscreen wiper mounting bracket and vehicle |
| CN107472198B (en) * | 2016-06-29 | 2019-09-20 | 宝沃汽车（中国）有限公司 | Windscreen wiper mounting bracket and vehicle |
| CN110446650A (en) * | 2017-03-29 | 2019-11-12 | 株式会社神户制钢所 | Vehicle front body structure |
| CN110466620A (en) * | 2018-05-11 | 2019-11-19 | 上汽通用五菱汽车股份有限公司 | A kind of front baffle lower installation board transverse beam assembly |
| CN113696975A (en) * | 2021-08-30 | 2021-11-26 | 东风汽车集团股份有限公司 | Front windshield lower beam assembly of non-bearing type vehicle body |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CX01 | Expiry of patent term |
Granted publication date: 20140820 |
|
| CX01 | Expiry of patent term |