CN209467213U - Front cabin force transmission structure and automobile - Google Patents

Abstract

The utility model discloses a force transmission structure of a front engine room, which comprises an upper side beam of the engine room, a front longitudinal beam of the engine room, a channel assembly and an engine room wheel cover respectively connected with the upper side beam of the engine room and the front longitudinal beam of the engine room, and the channel assembly is located at the rear of the wheel cover of the engine room The side and both ends are respectively connected with the upper side beam of the engine room and the front longitudinal beam of the engine room. The channel assembly includes an upper connecting plate and a lower connecting plate connected to the upper connecting plate. A first force transmission chamber is formed between the upper connecting plate and the lower connecting plate. The two ends of the first force transmission chamber respectively extend to the upper side beam of the engine room and the front longitudinal beam of the engine room; a channel assembly is added on the rear side of the wheel house of the engine room, which is conducive to the absorption and dispersion of stress; the first force transmission cavity is arranged in the channel assembly , which is conducive to absorbing the load of the whole vehicle. While meeting the performance goals of the whole vehicle, the performance of the chassis of the whole vehicle has been improved to a certain extent, and the weight reduction of the channel assembly has also been realized, which is conducive to the weight reduction of the vehicle body; the energy-absorbing space of the front suspension When it is reduced, it can effectively guide and decompose the front impact energy, so as to realize the transmission and decomposition of the collision force.

Description

Front cabin force transmission structure and automobile

technical field

The utility model belongs to the field of automobiles, in particular to a force transmission structure of a front cabin and an automobile.

Background technique

The engine room wheel housing of the automobile is respectively connected to the upper side beam of the engine room and the front longitudinal beam of the engine room to form a force transmission structure of the front engine room, which has the problem of insufficient rigidity. Therefore, in the prior art, there is a steel crossbeam directly connected to the upper side beam of the cabin and the front longitudinal beam of the cabin to meet the rigidity requirements of the vehicle body, which not only leads to an increase in vehicle weight and cost, but also makes it difficult to realize the lack of energy-absorbing space for the front collision The following collision force decomposition.

Utility model content

The technical problem to be solved by the utility model is: to provide a front engine room force transmission structure and an automobile in view of the problem that the existing scheme is heavy and difficult to realize the decomposition of the collision force when the energy absorption space of the front collision is insufficient.

In order to solve the above-mentioned technical problems, the embodiment of the utility model provides a force transmission structure of the front nacelle, including the nacelle upper beam, the nacelle front longitudinal beam, the nacelle wheel cover and the channel assembly, and the nacelle wheel house and the nacelle upper side respectively The beam is connected to the front longitudinal beam of the engine room, the channel assembly is located at the rear side of the wheel house of the engine room and its two ends are respectively connected to the upper side beam of the engine room and the front longitudinal beam of the engine room, and the channel assembly includes an upper A connection plate and a lower connection plate connected to the upper connection plate, a first force transmission cavity is formed between the upper connection plate and the lower connection plate, and the two ends of the first force transmission cavity respectively extend to the The nacelle roof rail and the nacelle front stringer.

Optionally, one end of the upper connecting plate is connected to the inner side of the roof rail of the cabin, and the other end is connected to the upper side of the front longitudinal beam of the cabin; one end of the lower connecting plate is connected to the side beam of the cabin roof. The lower side, and the other end is connected to the inner side of the front longitudinal beam of the cabin.

Optionally, a first concave cavity is formed on a side of the upper connecting plate facing the lower connecting plate, and the first concave cavity penetrates through the upper connecting plate along the extending direction of the upper connecting plate; A second concave cavity is formed on the side of the lower connecting plate facing the upper connecting plate, and the second concave cavity penetrates the lower connecting plate along the extending direction of the lower connecting plate; the first concave cavity and the The second concave cavity is combined to form the first force transmission cavity.

Optionally, the upper connecting plate is bent into a zigzag shape, the lower connecting plate is bent into a zigzag shape upside down, and the first force transmission cavity is a hexagonal cavity.

Optionally, the channel assembly is spaced apart from the nacelle wheel housing.

Optionally, the upper connection plate includes a roof side sill connection plate and a front side sill connection plate, one end of the roof side sill connection plate is connected to the cabin roof side sill, and one end of the front side sill connection plate is connected to the cabin The other end of the front longitudinal beam is connected to the end of the roof side beam connecting plate away from the cabin roof side beam.

Optionally, the connection plate of the upper side sill is welded and sealed with the lower connection plate, the end of the connection plate of the upper side sill is connected with the upper side sill of the cabin by self-piercing riveting, and the connection plate of the front longitudinal sill is connected to the cabin Hot-melt self-tapping connection of the front longitudinal beam;

The end of the upper side sill connecting plate overlaps and welds the end of the front side sill connecting plate; at least one of the upper side sill connecting plate and the front longitudinal sill connecting plate is used for overlapping Another type of plate is provided with a stepped surface at the end.

Optionally, lightening holes are provided on the nacelle wheel cover and the channel assembly.

Optionally, the front and rear sides of the bottom of the nacelle wheel cover are provided with a second force transmission chamber;

The engine room wheel cover is a cast aluminum wheel cover, the material of the upper side beam of the engine room is steel, the material of the front longitudinal beam of the engine room is aluminum, and the material of the channel assembly is aluminum.

The embodiment of the utility model also provides an automobile, which includes a sub-frame installation assembly and a force transmission structure in the front cabin, and the channel assembly is opposite to the sub-frame installation assembly.

The front engine room force transmission structure and the automobile provided by the embodiment of the utility model have added a channel assembly connecting the upper side beam of the engine room and the front longitudinal beam of the engine room on the rear side of the wheel house of the engine room, and the Z-direction load received by the sub-frame mounting plate assembly It is transmitted to the front longitudinal beam of the engine room, and then transmitted to the upper side beam of the engine room through the assembly of the wheel house and the channel. The assembly is transmitted to the upper side beam of the engine room, and then transmitted along the upper side beam of the engine room, which is conducive to the absorption and dispersion of stress; the first force transmission chamber is set in the channel assembly, which is conducive to absorbing the load of the whole vehicle. While meeting the performance goals of the whole vehicle, The performance of the vehicle chassis has been improved to a certain extent, and the weight reduction of the channel assembly has been realized, which is conducive to the lightweight of the vehicle body; while the energy absorption space of the front suspension of the same level of models is reduced, it can effectively guide and decompose the front impact energy, thereby Realize the transmission and decomposition of collision force.

Description of drawings

Fig. 1 is the reference diagram of the use state of the front engine room force transmission structure provided by the embodiment of the present invention;

Fig. 2 is the A direction view of Fig. 1;

Fig. 3 is the exploded view of the force transmission structure of the front nacelle provided by the embodiment of the utility model;

Fig. 4 is a schematic cross-sectional view of the channel assembly in Fig. 1;

Fig. 5 is a schematic cross-sectional view of the upper side beam of the nacelle, the channel assembly and the front longitudinal beam of the nacelle in Fig. 1 .

The reference signs in the instructions are as follows:

1. The upper beam of the engine room; 2. The front longitudinal beam of the engine room;

3. Engine room wheel cover; 31. The second force transmission chamber;

4. Channel assembly; 41. Upper connecting plate; 411. First concave cavity; 412. Upper side beam connecting plate; 413. Front longitudinal beam connecting plate; 42. Lower connecting plate; 421. Second concave cavity;

43. The first force transmission cavity; 44. The stepped surface;

5. Lightening holes;

6. Subframe installation assembly.

Detailed ways

In order to make the technical problems, technical solutions and beneficial effects solved by the utility model clearer, the utility model will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model, and are not intended to limit the utility model.

As shown in Fig. 1 to Fig. 4, the embodiment of the utility model provides the force transmission structure of the front engine room, including the engine room upper beam 1, the engine room front longitudinal beam 2, the engine room wheel cover 3 and the channel assembly 4, and the engine room wheel cover 3 is connected with the engine room respectively. The engine room roof beam 1 is connected to the engine room front longitudinal beam 2, the channel assembly 4 is located at the rear side of the engine room wheel house 3 and its two ends are respectively connected to the engine room roof beam 1 and the engine room front beam 2, and the channel assembly 4 includes an upper connecting plate 41 and the lower connecting plate 42 connecting the upper connecting plate 41, a first force transmission chamber 43 is formed between the upper connecting plate 41 and the lower connecting plate 42, and the two ends of the first force transmission chamber 43 respectively extend to the cabin roof rail 1 and the cabin Front longitudinal beam 2.

In the front engine room power transmission structure provided by the embodiment of the utility model, a channel assembly 4 connecting the upper side beam 1 of the engine room and the front longitudinal beam 2 of the engine room is added on the rear side of the wheel house 3 of the engine room, and the subframe mounting plate assembly is subjected to Z The load is transmitted to the front longitudinal beam 2 of the nacelle, and then decomposed and transmitted to the upper side beam 1 of the nacelle through the wheel house 3 and the channel assembly 4. The other part is transmitted to the cabin roof beam 1 through the cabin wheel cover 3 and the channel assembly 4, and then transmitted along the cabin roof beam 1, which is conducive to the absorption and dispersion of stress; the first force transmission chamber 43 is set in the channel assembly 4, which is beneficial to Absorb the load of the whole vehicle, while meeting the performance target of the whole vehicle, it can improve the performance of the chassis of the whole vehicle to a certain extent, and also realize the weight reduction of the channel assembly 4, which is beneficial to the weight reduction of the body; While the space is reduced, it can effectively guide and decompose the front collision energy, so as to realize the transmission and decomposition of the collision force.

The power transmission structure of the front cabin of the present application is not only suitable for the power transmission at the left wheelhouse place, but also suitable for the power transmission at the right wheelhouse place; The left upper side beam of the engine room, the left front longitudinal beam of the engine room and the left wheel cover of the engine room can also be respectively the right upper side beam of the engine room, the right front longitudinal beam of the engine room and the right wheel cover of the engine room.

In one embodiment, as shown in Fig. 1, Fig. 2 and Fig. 5, one end of the upper connecting plate 41 is connected to the inner side of the roof rail 1 of the cabin (in this application, the inner side of the roof rail 1 of the cabin refers to the approaching side of the roof rail 1 of the cabin. One side of the middle part in the width direction of the vehicle body), the other end is connected to the upper side of the front longitudinal beam 2 of the cabin; Inner side (in this application, the inner side of the front side member 2 of the nacelle refers to the side near the middle of the front side member 2 in the vehicle body width direction). Avoid excessive collision force causing structural cracking, and ensure the effective decomposition of collision force along the upper end.

In one embodiment, as shown in FIG. 3 and FIG. 4 , a first cavity 411 is formed on the side of the upper connecting plate 41 facing the lower connecting plate 42 , and the first cavity 411 penetrates along the extending direction of the upper connecting plate 41 The upper connecting plate 41; the side of the lower connecting plate 42 facing the upper connecting plate 41 is formed with a second concave cavity 421, and the second concave cavity 421 penetrates the lower connecting plate 42 along the extension direction of the lower connecting plate 42; the upper connecting plate 41 and After the lower connection plate 42 is connected, the first cavity 411 and the second cavity 421 are combined to form the first force transmission cavity 43 . The first force transmission cavity 43 is formed by the combination of the concave cavities (the first concave cavity 411 and the second concave cavity 421) on the upper connecting plate 41 and the lower connecting plate 42, which is more conducive to the absorption and decomposition of stress by the channel assembly 4, thereby increasing Carrying capacity.

In one embodiment, as shown in Fig. 3 and Fig. 4, the upper connecting plate 41 is bent into a several-shaped shape, the inner cavity of the upper connecting plate 41 in the shape of a few characters is the first cavity 411, and the lower connecting plate 42 is bent into an inverted shape. The inner cavity of the lower connecting plate 42 is the second concave cavity 421 in the shape of a few characters, and the inner cavity of the lower connecting plate 42 is the second cavity 421. The cavity of the section in the XZ plane of the vehicle body is hexagonal, see Figure 4), which can increase the stiffness of the connecting channel itself, reduce weight and meet the load-bearing requirements.

In one embodiment, as shown in FIG. 1 , the channel assembly 4 is spaced apart from the nacelle wheel house 3, so that the nacelle upper beam 1, the nacelle front longitudinal beam 2, the nacelle wheel house 3 and the channel assembly 4 form a closed frame transmission. Force structure, increase structural stability.

In one embodiment, as shown in FIG. 3 and FIG. 5 , the upper connecting plate 41 includes a roof side sill connecting plate 412 and a front longitudinal beam connecting plate 413, one end of the roof side beam connecting plate 412 is connected to the cabin roof side beam 1, and the front side beam One end of the connecting plate 413 is connected to the front longitudinal beam 2 of the engine room, and the other end is connected to the end of the upper side sill connecting plate 412 away from the upper side beam 1 of the engine room; in this way, the upper connecting plate 41 is set as a two-stage structure, which facilitates the assembly of the channel assembly 4 , and the connection of the channel assembly 4 with the cabin roof rail 1 and the cabin front longitudinal beam 2.

In one embodiment, the upper side sill connecting plate 412 and the lower connecting plate 42 are welded and sealed (preferably SPR connection), the end of the upper side sill connecting plate 412 is self-piercing riveted to the cabin upper side sill 1 (that is, SPR connection), and the front The longitudinal beam connecting plate 413 is thermally melted and self-tapping connected to the front longitudinal beam 2 of the engine room (ie FDS connection). Realize the lightweight connection of the force transmission structure of the front cabin.

In one embodiment, the upper side beam connecting plate 412 and the front longitudinal beam connecting plate 413 are welded, one end of the lower connecting plate 42 is self-piercingly riveted to the cabin upper side beam 1 (i.e. SPR connection), and the other end is connected to the cabin front longitudinal beam 2. Hot-melt self-tapping connection (FDS connection), which can realize the lightweight connection of the force transmission structure of the front cabin.

In one embodiment, as shown in FIG. 5 , the end of the upper side sill connecting plate 412 is overlapped with the end of the front side sill connecting plate 413 and welded to ensure the mechanical properties of the joint. Preferably, at least one of the upper side sill connecting plate 412 and the front longitudinal sill connecting plate 413 is provided with a stepped surface 44 at the end of at least one of the plates used to overlap the other, that is, the upper side sill connecting plate 412 is used to connect the front longitudinal One end of the beam connecting plate 413 and/or one end of the front longitudinal sill connecting plate 413 used to connect to the upper side sill connecting plate 412 is provided with a stepped surface 44, which is beneficial to increase the bearing capacity and avoid tearing.

In one embodiment, as shown in FIG. 3 , a lightening hole 5 is provided on the nacelle wheel cover 3 and the channel assembly 4 , which is beneficial to the weight reduction of the vehicle body.

In one embodiment, as shown in FIG. 2 , the front and rear sides of the bottom of the nacelle wheel house 3 are provided with second force transmission chambers 31 to increase the ability of the nacelle wheel house 3 to absorb and disperse stress, and effectively guide and decompose the collision energy. .

In one embodiment, the nacelle wheel housing 3 is a cast aluminum wheel housing, the nacelle upper side beam 1 is made of steel, the nacelle front longitudinal beam 2 is made of aluminum, and the material of the channel assembly 4 is aluminum. In this way, the partial structure of the steel-aluminum body is formed, and multiple structures are made of aluminum, which is not only convenient for processing, but also conducive to weight reduction.

As shown in Fig. 1 and Fig. 2, the embodiment of the present utility model also provides a car, including the force transmission structure of the front cabin mentioned in any of the foregoing embodiments. The channel assembly 4 with the first force transmission chamber 43 realizes weight reduction and meets various performance requirements at the same time, especially suitable for steel and aluminum bodies; realizes the effective guidance and decomposition of front collision energy in the case of insufficient energy absorption space for front collision , so as to realize the transmission and decomposition of the collision force to meet the five-star requirements.

In one embodiment, as shown in FIG. 1 and FIG. 2 , the channel assembly 4 is opposite to the sub-frame installation assembly 6 to realize the reinforcement of the part of the front longitudinal beam 2 connected to the sub-frame installation assembly 6 of the cabin, and at the same time It is conducive to the guidance and decomposition of Z-direction loads. Preferably, the channel assembly 4 is directly opposite to the subframe mounting assembly 6 .

The above are only preferred embodiments of the present utility model, and are not intended to limit the present utility model. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present utility model should be included in the utility model. within the scope of protection.

Claims (10)

1. a kind of forward engine room force transferring structure, including cabin roof side rail, engine room front longitudinal beam and cabin wheel cover, the cabin wheel cover difference It is connect with the cabin roof side rail and the engine room front longitudinal beam, which is characterized in that further include channel assembly, channel assembly position In the cabin wheel cover rear side and both ends connect respectively with the cabin roof side rail and the engine room front longitudinal beam, the channel is total At including upper junction plate and the lower connecting plate for connecting the upper junction plate, formed between the upper junction plate and the lower connecting plate There is the first power transmission chamber, the both ends of the first power transmission chamber extend respectively to the cabin roof side rail and the engine room front longitudinal beam.

2. forward engine room force transferring structure according to claim 1, which is characterized in that one end of the upper junction plate is connected to institute The inside of cabin roof side rail is stated, the other end is connected to the upside of the engine room front longitudinal beam；One end of the lower connecting plate is connected to The downside of the cabin roof side rail, the other end are connected to the inside of the engine room front longitudinal beam.

3. forward engine room force transferring structure according to claim 1, which is characterized in that the upper junction plate towards the lower company The side of fishplate bar is formed with the first cavity, and first cavity penetrates through the upper connection along the extending direction of the upper junction plate Plate；The side towards the upper junction plate of the lower connecting plate is formed with the second cavity, and second cavity is along the lower company The extending direction of fishplate bar penetrates through the lower connecting plate；First cavity and second cavity combination are at first power transmission Chamber.

4. forward engine room force transferring structure according to claim 3, which is characterized in that the upper junction plate is bent into zigzag shape, The lower connecting plate is bent into down zigzag shape, and the first power transmission chamber is hexagon cavity.

5. forward engine room force transferring structure according to claim 1, which is characterized in that the channel assembly and the cabin wheel cover Interval setting.

6. forward engine room force transferring structure according to claim 1-5, which is characterized in that the upper junction plate includes upper Side bar connecting plate and front longitudinal beam connecting plate, one end of the roof side rail connecting plate is connected to the cabin roof side rail, vertical before described Beam one end of the connection board is connected to the engine room front longitudinal beam, and the other end is connected in the separate cabin of the roof side rail connecting plate One end of side bar.

7. forward engine room force transferring structure according to claim 6, which is characterized in that the roof side rail connecting plate and the lower company Welded seal between fishplate bar, the end of the roof side rail connecting plate are connect with the cabin roof side rail self-pierce riveting, the front longitudinal beam Connecting plate melts thread tapping with the engine room front longitudinal beam heat and connect；

The lapping ends of the end of the roof side rail connecting plate and the front longitudinal beam connecting plate and welding；The roof side rail connecting plate Cascaded surface is equipped with the end for overlapping another plate of at least one of front longitudinal beam connecting plate plate.

8. forward engine room force transferring structure according to claim 1, which is characterized in that the cabin wheel cover and the channel assembly It is equipped with lightening hole.

9. forward engine room force transferring structure according to claim 1, which is characterized in that the front and back two of the bottom of the cabin wheel cover Side is equipped with the second power transmission chamber；

The cabin wheel cover is cast aluminium wheel cover, and the material of the cabin roof side rail is steel, and the material of the engine room front longitudinal beam is Aluminium, the material of the channel assembly are aluminium.

10. automobile, including subframe installation assembly, which is characterized in that including forward engine room described in any one of claim 1-9 Force transferring structure, the channel assembly are opposite with subframe installation assembly.