CN205273623U - Preceding cabin frame assembly - Google Patents

Abstract

A front engine room frame assembly, comprising a front anti-collision beam, a front longitudinal beam, an upper side beam, a front tower, a cowl reinforcement beam, a cowl outer reinforcement plate, a windshield beam and an A-pillar, and the front section of the front beam The front end is connected transversely to the front end of the upper side sill, the root of the front section of the front longitudinal sill is connected to the dash reinforcement crossbeam, the root of the upper side sill is connected to the A-pillar, and the dash outer reinforcement plate is connected to the root of the front section of the front longitudinal sill and the A-pillar. In the utility model, a plurality of structural beams form a closed-loop front cabin frame, which can transmit collision energy through two paths of the front longitudinal beam and the upper side beam during a frontal collision of the vehicle body, and absorb and transmit it through multiple longitudinal beams and cross beams The collision energy can fully absorb the energy generated by the frontal collision and the dispersion path is reasonable, which reduces the deformation of the passenger compartment, reduces the damage to the passengers in the passenger compartment, and improves the collision safety of the vehicle.

Description

Front cabin frame assembly

technical field

The utility model relates to the technical field of car body structures, in particular to a front cabin frame assembly.

Background technique

The front cabin, as the main structure of the body when subjected to a frontal collision, must have the function of fully absorbing the collision energy through reasonable deformation and effectively dispersing and transmitting the collision force, so as to achieve the purpose of protecting the passenger compartment. In addition, the front cabin must have sufficient bending and torsional rigidity and good NVH (Noise, Vibration, Harshness, noise, vibration and harshness) performance.

At present, the common front cabin frame structure is composed of front anti-collision beams, left and right front longitudinal beams, front wall reinforcement structure and A-pillar, etc. This structure has the problem of single, insufficient and continuous transmission path, and the structure of each longitudinal beam There is a lack of reasonable horizontal connection structure between them. When the vehicle body collides head-on, the front cabin will not be able to effectively absorb and disperse the collision energy, resulting in problems such as the intrusion of the dash panel and the excessive deformation of the floor and the middle channel, which will cause great damage to the passengers in the passenger compartment and affect the entire vehicle Crash safety. On the other hand, due to the lack of a reasonable coherent structure of this structure, the bending and torsional rigidity of the body is not good enough, which is not conducive to the improvement of the NVH performance of the vehicle.

Utility model content

The purpose of the utility model is to provide a front cabin frame assembly, which can fully absorb the energy generated by the frontal collision and has a reasonable dispersion path, effectively improves the bending torsional stiffness of the whole vehicle, improves the collision safety of the whole vehicle, and improves the NVH performance.

The front engine room frame assembly of the present utility model includes the front section of the front longitudinal beam, the upper side beam, the cowl reinforcement beam, the outer reinforcement panel of the cowl panel and the A-pillar, and the front end of the front section of the front longitudinal beam is transversely connected with the front end of the upper side beam , the root of the front section of the front side beam is connected to the dash panel reinforcing beam, the root of the roof side beam is connected to the A-pillar, and the dash outer reinforcement plate is connected to the root of the front section of the front side beam and the A-pillar.

Further, the front cabin frame assembly also includes an energy-absorbing box located in front of the front section of the front longitudinal beam and an anti-collision beam located in front of the energy-absorbing box, the anti-collision beam, the energy-absorbing box, the front longitudinal beam and the The reinforced beams of the front wall are connected to form a "mouth"-shaped frame.

Further, the roof side beam is located outside the front section of the front longitudinal beam in the width direction of the vehicle body, and the front end of the roof side beam extends beyond the rear part of the crash box.

Further, the roof side sill includes a first part, a second part and a third part, the first part is connected to the front section of the front side member, the third part is connected to the A-pillar, and the second part is connected to the first part by an arc. For the third part, the height of the first part is lower than the height of the third part.

Further, the front end of the second part is connected to the front end of the front section of the front side beam through the headlight beam and the front-end module installation column, and the front end of the first part is connected to the front end of the front section of the front side beam through the front side beam connecting bracket, The height of the front end of the first part is higher than the height of the front section of the front side member in the height direction of the vehicle body.

Further, the front engine room frame assembly also includes a running water tank and a front tower seat located between the front section of the front longitudinal beam and the upper side beam, the upper part of the front tower base is connected with the two ends of the water tank, and the front longitudinal beam is connected to the bracket , the front tower, the front section of the front longitudinal beam and the upper side beam are connected to form a "mouth"-shaped frame.

Further, a sealing plate is provided at the front end of the first part, and a crush rib is provided at the lower part of the second part.

Further, the cross-section of the third part gradually increases from the end connected to the second part to the end connected to the A-pillar, and a continuous structure is formed between the third part and the A-pillar.

Further, the front cabin frame assembly also includes the rear section of the front longitudinal beam, the outer connecting bracket, the inner connecting bracket and the side longitudinal beam of the middle channel, the rear section of the front longitudinal beam is connected with the root of the front section of the front longitudinal beam, and the outer connecting bracket The bracket connects the rear section of the front longitudinal beam and the A-pillar, and the inner connecting bracket connects the rear section of the front longitudinal beam and the side longitudinal beam of the middle channel.

Further, the front nacelle frame assembly also includes a middle channel and a windshield beam located above the dash panel reinforcing beam, and the windscreen beam, A-pillar, the dash panel reinforcing beam and the dash panel outer reinforcing plate are connected A "mouth"-shaped frame is formed, and the middle part of the dashboard reinforcement beam is connected with the middle channel and the side longitudinal beams of the middle channel to form a continuous structure.

In the embodiment of the present utility model, the front end of the upper side sill is connected to the front end of the front section of the front side sill through the front longitudinal sill connecting bracket, the root of the front section of the front longitudinal sill is connected to the cowl reinforcement beam, and the root of the upper side sill is connected to the A-pillar. Thereby forming two longitudinal energy transmission paths; and the two longitudinal transmission path structures are designed with a plurality of horizontally distributed coherent overlapping structural beams, thereby forming a closed ring-type front cabin frame. In this way, in the frontal collision of the vehicle body, the collision energy can be transmitted through the two paths of the upper side beam and the front side beam, and the collision energy can be absorbed and transmitted through multiple side beams and cross beams, which can fully absorb the energy generated by the frontal collision and the dispersion path is reasonable , reduce the deformation of the passenger compartment, reduce the damage to passengers in the passenger compartment, and improve the collision safety of the vehicle. At the same time, the closed-loop front cabin frame is designed with multiple coherent overlapping structural beams distributed vertically and horizontally, which effectively improves the bending torsional stiffness of the vehicle and improves NVH performance.

Description of drawings

Fig. 1 is a three-dimensional schematic diagram of the frame assembly of the front nacelle in the embodiment of the present invention.

Fig. 2 is a schematic bottom view of the frame assembly of the front nacelle in Fig. 1 .

Fig. 3 is a schematic top view of the frame assembly of the front nacelle in Fig. 1 .

Fig. 4 is a schematic side view of the frame assembly of the front nacelle in Fig. 1 .

FIG. 5 is a schematic three-dimensional view of a partial structure of the front cabin frame assembly in FIG. 1 .

Fig. 6 is a schematic diagram of the force transmission path viewed from the upward direction when the front cabin frame assembly in Fig. 1 is dealing with a frontal collision.

Fig. 7 is a schematic diagram of a force transmission path viewed from a side view direction of the front cabin frame assembly in Fig. 1 when dealing with a frontal collision.

detailed description

In order to further explain the technical means and effects of the utility model to achieve the intended purpose of the utility model, the specific implementation, structure, features and effects of the utility model will be described in detail below in conjunction with the accompanying drawings and preferred embodiments. .

Referring to Fig. 1 to Fig. 4, the frame assembly of the front cabin of the utility model embodiment includes the anti-collision beam 10, the energy absorbing box 20, the front section 30 of the front longitudinal sill, the upper side sill 40, the connecting bracket 50 of the front longitudinal sill, and the headlight Crossbeam 60, front-end module installation column 70, front wall reinforcement crossbeam 80, front wall reinforcement panel 90, front tower 100, A-pillar 110, front longitudinal beam rear section 120, outer connection bracket 130, inner connection bracket 140, The windshield beam 150 , the water tank 160 , the middle channel 170 , and the side longitudinal beam 180 of the middle channel.

Please refer to Fig. 1 and Fig. 2, the anti-collision beam 10 is located in front of the energy-absorbing box 20, the energy-absorbing box 20 is located in front of the front section 30 of the front longitudinal beam, the energy-absorbing box 20 is arranged at both ends of the anti-collision beam 10, and the energy-absorbing box 20 is screwed with the front end of front longitudinal beam front section 30. The front section 30 of the front side member extends along the length direction (longitudinal direction) of the vehicle body, and the dash reinforcement beam 80 is arranged along the width direction (transverse direction) of the vehicle body. , the anti-collision beam 10, the energy-absorbing box 20, the front section 30 of the front longitudinal sill and the front wall reinforcement crossbeam 80 are connected into a closed frame in the shape of a "mouth". This stable structure can improve the collision performance and bending and torsion Stiffness, the role of improving NVH performance.

Please refer to Fig. 1 to Fig. 3, the upper side rail 40 is located at the outer side of the front section 30 of the front side rail in the width direction of the vehicle body, the front end of the top side rail 40 is connected with the front end of the front section 30 of the front side rail through the front side rail connecting bracket 50, the top side rail The base of A-pillar 40 is connected to A-pillar 110 . In the embodiment of the present utility model, the front end of the front section 30 of the front side sill is connected with the front end of the top side sill 40 through the front side sill connecting bracket 50, the root of the front section 30 of the front side sill is connected with the cowl reinforcement beam 80, and the top side sill 40 The root is connected to the A-pillar 110, thereby providing two force transmission paths in the length direction of the vehicle body, that is, the collision force can be transmitted along the front section of the front side member 30 and the roof side sill 40 respectively, which can effectively absorb and disperse the collision energy.

Specifically, referring to FIG. 4 , the roof side sill 40 includes a first part 41 , a second part 42 and a third part 43 , the first part 41 is connected to the front end of the front section 30 of the front side member, and the third part 43 is connected to the upper part of the A-pillar 110 , the height of the first part 41 is lower than the height of the third part 43, this is because the space required for avoiding the layout of the headlights, etc., the smaller the height difference between the first part 41 and the third part 43, the energy can be transmitted along the roof rail 40 in a straight line , the better the effect on the crash performance of the roof side rail 40. The second part 42 arc connects the first part 41 and the third part 43. The arc structure of the second part 42 can avoid the tire envelope, and at the same time play the role of extending the path of energy absorption and force transmission, so that the roof rail 40 can fully Absorb and transfer collision energy. In addition, the materials of the three parts of the upper side beam 40 can also be set differently. The first part 41 and the second part 42 are high-strength steel with lower yield strength, and the third part 43 is high-strength steel with higher yield strength, so that the upper side beam 40 The overall structure is soft at the front and hard at the rear, weak at the front and strong at the rear, so that the front portion of the roof rail 40 can fully collapse and absorb energy, and the rear portion of the roof rail 40 can effectively disperse and transmit the remaining collision energy.

Further, the height of the front end of the first part 41 is higher than the height of the front end of the front side member front section 30 in the height direction of the vehicle body, and the front end of the first part 41, that is, the front end of the roof side rail 40 extends beyond the energy-absorbing The tail of the box 20 (that is, the position slightly in front of the tail of the crash box 20). In this way, since the front end of the roof side sill 40 extends beyond the tail of the crash box 20, when the anti-collision beam 10 and the crash box 20 are fully collapsed and absorbed energy, the collision object can touch the front end of the front section 30 of the front longitudinal beam and at the same time Contact the upper side sill 40, so as to achieve the purpose of timely and effectively dispersing and transmitting the collision energy of the upper side sill 40, and the height of the front end of the first part 41 is higher than the height of the front end of the front side member 30 in the height direction of the vehicle body, so that the collision energy can be effectively It is transmitted to the front part of the front longitudinal beam 30 and the upper side beam 40, and at the same time, the height difference between the two ends of the upper side beam 40 is reduced, so as to achieve the best energy absorption and force transmission effect. In addition, the front end of the first part 41 is further provided with a sealing plate 411 , which can prevent collision objects from being inserted into the cavity of the roof rail 40 and weaken the effect of energy absorption and force transmission at the front end of the roof rail 40 .

Further, in the present embodiment, a collapse rib 421 is provided under the middle part of the second part 42, so that the first part 41 and the second part 42 of the roof side rail 40 can fully play the role of collapse and energy absorption, and reduce the size of the roof side rail 40. Impact of the rear (ie third portion 43 ) on the A-pillar 110 . At the same time, the cross-section of the third part 43 gradually increases from the end connected to the second part 42 to the end connected to the A-pillar 110, and a cavity structure is formed between the third part 43 and the A-pillar 110, which can further disperse the collision energy to The upper and lower ends of the A-pillar 110 are further transmitted to the upper and lower parts of the side wall. In addition, in this embodiment, the width of the roof side rail 40 in the vehicle body width direction is substantially consistent with the width of the A-pillar 110 in the vehicle body width direction, which can avoid the existence of a bending structure between the roof side rail 40 and the A-pillar 110, thereby ensuring Direct transfer of collision energy.

Further, please refer to FIG. 5 , in this embodiment, the front end of the first part 41 is transversely connected to the front end of the front section 30 of the front longitudinal beam through the front longitudinal beam connecting bracket 50, and the front end of the second part 42 is passed through the headlight beam of the vehicle body. 60. The front-end module installation column 70 is connected to the front end of the front section 30 of the front longitudinal beam, and the middle and rear ends of the second part 42 are connected to the middle part of the front section 30 of the front longitudinal beam through the front tower 100, thereby forming a "mouth"-shaped frame, which It has a significant effect on the improvement of 25% offset collision performance, and at the same time further improves the bending and torsional rigidity of the vehicle and improves NVH performance.

Continuing from the above, please refer to Figure 1 and Figure 2 again, the left and right ends of the windshield beam 150 located at the upper end of the dash frame are connected to the A-pillar 110, and the dash outer reinforcement plate 80 located at the lower end of the dash frame is connected to the A-pillar 110 connections, together forming two horizontally coherent closed reinforcement structures. A coherent structure is formed between the dash panel outer reinforcement panel 90, the dash panel reinforcement cross member 80, the front side member front section 30, and the A-pillar 110 in the width direction of the vehicle body, that is, the windshield cross member 150, the A-pillar 110, the dash panel The reinforced crossbeam 80 and the front wall outer reinforcement plate 90 are connected to form a "mouth"-shaped frame, which can further improve the ability of the vehicle to resist bending and torsional deformation under the action of external loads, thereby improving the bending and torsional rigidity of the vehicle, and at the same time Play the role of improving the bending and torsion mode of the whole vehicle, and improve the NVH performance.

The rear section of the front side beam 120 is connected to the root of the front section of the front side beam 30 and extends along the length of the vehicle body. The outer connecting bracket 130 connects the rear section of the front side beam 120 to the A-pillar 110 , and the inner connecting bracket 140 connects the rear section of the front side beam. 120 and side longitudinal beams 180 of the middle channel. In this embodiment, the outer connection bracket 130 and the inner connection bracket 140 are arranged on both sides of the same position near the root of the front section 30 of the front side beam in the length direction of the rear section 120 of the front side beam, so that the rear section 120 of the front side beam, the outer section The connecting bracket 130 and the inner connecting bracket 140 form a coherent overlapping structure in the width direction of the vehicle body, which may also improve the ability of the whole vehicle to resist bending and torsional deformation under the action of external loads, and at the same time, it can also reduce the load on the subframe during a frontal collision. The energy is dispersed from the rear section 120 of the front longitudinal beam to the threshold (not shown in the figure) and the side longitudinal beam 180 of the middle channel, so as to improve the strength of the mounting point of the sub-frame on the bracket. In addition, the middle part of the dash reinforcement beam 80 is connected with the middle channel 170 and the side longitudinal beams 180 of the middle channel to form a coherent structure, which can effectively disperse the energy transmitted by the collision, and can also improve the local mode of the front end of the center channel 170, further Improve the bending and torsional rigidity of the vehicle.

The working principle of the front cabin frame assembly of the utility model when dealing with a frontal collision:

Please refer to Fig. 6 and Fig. 7, when the vehicle body collides head-on, the collision object first hits the anti-collision beam 10, and the anti-collision beam 10 transmits the collision force to the front end of the energy-absorbing box 20 and the front section 30 of the front longitudinal beam. After the impact beam 10 and the energy-absorbing box 20 are fully collapsed and absorbed energy, the collision object contacts the front end of the front side sill 40 while touching the front end of the front section 30 of the front side sill, and the space between the front section 30 of the front side sill and the side sill 40 can The collision force is dispersed through the front longitudinal beam connection bracket 50, the headlight beam 60, and the front-end module installation column 70, so that the collision force can pass through the two force transmission paths of the front longitudinal beam front section 30 and the upper side beam 40 in the longitudinal direction of the vehicle body (as shown in Figure 6 (indicated by the middle arrow) is transmitted to the beam structure at the rear of the front cabin frame assembly. This force transmission method can make the collision force be transmitted through the frame structure of the front cabin as a whole, and avoid the instability of a single beam structure due to excessive collision load. . At the same time, in the utility model, the horizontal connection between the longitudinal beam structures is also realized through structures such as the dash panel reinforced beam 80, the dash panel outer reinforcement plate 90, the outer connecting bracket 130, and the inner connecting bracket 140. When the beam front section 30 and the upper side beam 40 are transmitted backward, the collision force can also be dispersed laterally to the dashboard reinforcement beam 80, the dash panel (not shown in the figure), the middle tunnel 170, the middle tunnel side longitudinal beam 180, etc. (as shown in Fig. 6), so that the collision energy can be more fully dispersed to various areas, effectively reducing the amount of intrusion into the passenger compartment, thereby protecting the safety of the occupants. On the other hand, the cross-sectional change structure of the third part 43 of the roof side sill 40 can effectively disperse the collision energy to the upper end and the lower end of the A-pillar 110 (as shown by the arrow in FIG. The collision force is further dispersed, so that the collision energy is reasonably distributed on the two force transmission paths, and the energy transmission path is more sufficient, thereby improving the collision safety of the vehicle.

In summary, the front cabin frame assembly of the present utility model has the following beneficial effects:

(1) The front cabin frame assembly of the utility model has two collision energy transmission paths, which can fully absorb the energy generated by the frontal collision and the dispersion path is reasonable, which reduces the damage to the occupants during the collision process, thereby improving the collision safety of the whole vehicle sex;

(2) In the utility model, the front end of the first part of the upper side beam is provided with a sealing plate, the second part is an arc structure bent obliquely upwards and is provided with collapse ribs, the third part is a structure with a cross-section increasing gradually, and the upper side beam The overall structure is soft at the front and hard at the rear, weak at the front and strong at the rear, so it can fully play the role of absorbing and transmitting collision energy, thereby improving the collision performance of the front part of the vehicle body, especially effectively improving the vehicle's 25% offset collision performance;

(3) The front cabin frame assembly of the utility model is designed with multiple "mouth"-shaped closed structures, and is provided with multiple vertically and horizontally distributed coherent overlapping structures, which can effectively improve the bending and torsional stiffness and modal of the vehicle, and improve NVH performance.

The above are only preferred embodiments of the present utility model, and do not limit the utility model in any form. Although the utility model has been disclosed as above with preferred embodiments, it is not intended to limit the utility model. Any Those who are familiar with this profession, without departing from the scope of the technical solution of the present utility model, can use the technical content disclosed above to make some changes or modify equivalent embodiments with equivalent changes, but all without departing from the technical solution of the utility model Content, any simple modifications, equivalent changes and modifications made to the above embodiments according to the technical essence of the utility model still belong to the scope of the technical solution of the utility model.

Claims (10)

1. A front engine room frame assembly, characterized in that: it comprises a front section of the front longitudinal beam (30), an upper side sill (40), a cowl reinforcement beam (80), a cowl outer reinforcement plate (90) and an A-pillar (110), the front end of the front section of the front longitudinal beam (30) is transversely connected with the front end of the upper side beam (40), the root of the front section of the front longitudinal beam (30) is connected with the dash panel reinforcement beam (80), the upper side The root of the beam (40) is connected to the A-pillar (110), and the dash outer reinforcement plate (90) is connected to the root of the front section of the front longitudinal beam (30) and the A-pillar (110). 2. The front nacelle frame assembly according to claim 1, characterized in that: the front nacelle frame assembly further comprises an energy absorbing box (20) located in front of the front longitudinal member (30) and an energy absorbing box located in front of the front longitudinal member (30). (20) The anti-collision beam (10) in the front, the anti-collision beam (10), the energy-absorbing box (20), the front longitudinal beam (30) and the cowl reinforcement beam (80) are connected into a "mouth" font frame. 3. The front cabin frame assembly according to claim 2, characterized in that: the roof side rail (40) is located on the outside of the front side member front section (30) in the width direction of the vehicle body, and the side rail (40) The foremost end extends beyond the rear of the crash box (20). 4. The front cabin frame assembly according to claim 1, characterized in that: the roof side beam (40) comprises a first part (41), a second part (42) and a third part (43), the first part ( 41) is connected with the front section of the front side beam (30), the third part (43) is connected with the A-pillar (110), and the second part (42) connects the first part (41) and the third part in an arc (43), the height of the first part (41) is lower than the height of the third part (43). 5. The frame assembly of the front cabin as claimed in claim 4, characterized in that: the front end of the second part (42) passes through the headlight beam (60), the front-end module mounting column (70) and the front section of the front longitudinal beam The front end of (30) is connected, and the front end of this first part (41) is connected with the front end of this front longitudinal beam front section (30) through front longitudinal beam connecting bracket (50), and the height of the front end of this first part (41) is above the height of vehicle body The height direction is higher than the height of the front section (30) of the front longitudinal beam. 6. The front cabin frame assembly according to claim 5, characterized in that: the front cabin frame assembly also includes a water tank (160) and a front section (30) between the front longitudinal beam (30) and the roof rail (40). The front tower (100), the upper part of the front tower (100) is connected to the two ends of the water tank (160), the front longitudinal beam connects the bracket (50), the front tower (100), the front longitudinal beam The connection between the front section (30) and the upper side beam (40) forms a "mouth"-shaped frame. 7. The front nacelle frame assembly according to claim 4, characterized in that: the front end of the first part (41) is provided with a sealing plate (411), and the lower part of the second part (42) is provided with a collapse Tendons (421). 8. The front nacelle frame assembly according to claim 4, characterized in that: the cross section of the third part (43) is from an end connected to the second part (42) to an end connected to the A-pillar (110) Gradually increasing, a continuous structure is formed between the third part (43) and the A-pillar (110). 9. The front nacelle frame assembly according to claim 1, characterized in that: the front nacelle frame assembly also includes a front longitudinal beam rear section (120), an outer connecting bracket (130), an inner connecting bracket (140) and The side longitudinal beam (180) of the middle channel, the rear section of the front longitudinal beam (120) is connected to the root of the front section of the front longitudinal beam (30), and the outer connecting bracket (130) connects the rear section of the front longitudinal beam (120) to the A pillar (110), the inner connecting bracket (140) connects the rear section of the front longitudinal beam (120) and the side longitudinal beam of the middle channel (180). 10. The front nacelle frame assembly according to claim 9, characterized in that: the front nacelle frame assembly further comprises a middle channel (170) and a windshield crossbeam (150) located above the cowl reinforcement crossbeam (80) ), the windshield beam (150), the A-pillar (110), the dash panel reinforcement beam (80) and the dash panel outer reinforcement panel (90) are connected to form a "mouth"-shaped frame, and the dash panel The middle part of the plate reinforcement beam (80) is connected with the middle channel (170) and the side longitudinal beam (180) of the middle channel to form a continuous structure.