CN214267779U - Front cabin frame and vehicle - Google Patents
Front cabin frame and vehicle Download PDFInfo
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- CN214267779U CN214267779U CN202022946788.9U CN202022946788U CN214267779U CN 214267779 U CN214267779 U CN 214267779U CN 202022946788 U CN202022946788 U CN 202022946788U CN 214267779 U CN214267779 U CN 214267779U
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Abstract
本实用新型提供一种前机舱框架，包括：左A柱、右A柱、减震塔座、左上边梁、右上边梁、左纵梁总成、右纵梁总成、风窗下横梁、前围横梁总成、前防撞梁；左纵梁总成由左前纵梁和左纵梁后段组成，右纵梁总成由右前纵梁和右纵梁后段组成；本实用新型还提出一种基于上述前机舱框架的车辆。前机舱整体结构中优化了前围横梁与纵梁后段、前围横梁与A柱的连接结构，通过设置多层传力路径，可以有效地分散吸收碰撞能量，减少前碰对乘员舱的侵入量，提升整车的前碰安全性。整体结构中还增设了减震塔座之间的空气室外加强梁，优化了碰撞传力路径，从而优化提高白车身扭转刚度，减低碰撞变形，提高乘车人员生存空间的安全度。
The utility model provides a front nacelle frame, comprising: a left A-pillar, a right A-pillar, a shock-absorbing tower, a left upper side beam, a right upper side beam, a left longitudinal beam assembly, a right longitudinal beam assembly, a wind window lower beam, The front wall cross beam assembly and the front anti-collision beam; the left longitudinal beam assembly is composed of the left front longitudinal beam and the rear section of the left longitudinal beam, and the right longitudinal beam assembly is composed of the right front longitudinal beam and the rear section of the right longitudinal beam; the utility model also proposes A vehicle based on the aforementioned front cabin frame. In the overall structure of the front cabin, the connection structure of the front wall beam and the rear section of the longitudinal beam, the front wall beam and the A-pillar is optimized. By setting up a multi-layer force transmission path, the collision energy can be effectively dispersed and absorbed, and the intrusion of the front collision into the passenger compartment can be reduced. It can improve the front collision safety of the whole vehicle. In the overall structure, an air outdoor reinforcing beam between the shock towers is added to optimize the collision force transmission path, thereby optimizing the torsional stiffness of the body-in-white, reducing collision deformation, and improving the safety of the living space of passengers.
Description
Technical Field
The utility model relates to an automobile body structure technical field especially relates to a preceding cabin frame and vehicle.
Background
The automobile industry sets corresponding standard requirements for automobile performance in case of vehicle collision. The front end protection device of the automobile requires that when the automobile collides at a low speed, the lighting and signal devices of the automobile can normally work, the engine hood and the automobile door can be normally opened and closed, and the fuel and cooling system can keep normal functions and the like. Therefore, the front nacelle frame structure is required to have resistance to low-speed impact.
The existing SUV front nacelle frame consists of: the assembly comprises a lower wind window beam assembly, an assembly consisting of a front wall beam and a front wall plate left/right reinforcing plate and a front anti-collision beam assembly; the upper left side roof beam assembly, the upper right side roof beam assembly, the left longitudinal beam assembly and the right longitudinal beam assembly are connected into a frame main body through the longitudinal and transverse structures. The existing front nacelle frame has the following disadvantages: (1) the torsional rigidity of the body-in-white is low; (2) the change of the middle section and the left and right side sections of the second beam is too large, the root structure of the front longitudinal beam is weak, and the collision force cannot be effectively transmitted.
In addition, the connection strength between the upper side beam and the front longitudinal beam of the front cabin frame is low, and the force transmission effect during offset collision is poor.
SUMMERY OF THE UTILITY MODEL
The utility model aims at: a front cabin frame, particularly for a Sport Utility Vehicle (SUV), is provided which optimizes a collision force transmission path of the frame structure through an improvement of a longitudinal and lateral beam connection structure, thereby improving a body-in-white collision performance.
In order to achieve the above object, the present invention provides in a first aspect a front nacelle frame comprising: a left A column; a right A column; the rear section of the left longitudinal beam assembly is connected with the left A column; the rear section of the right longitudinal beam assembly is connected with the right A column; the front wall beam assembly comprises a front wall plate left reinforcing plate, a front wall plate right reinforcing plate and a front wall plate left reinforcing plate, a front wall plate front wall beam and a front wall plate right reinforcing plate which are sequentially connected from left to right, the front wall plate left reinforcing plate is connected with the left A column, the front wall plate right reinforcing plate is connected with the right A column, and two ends of the front wall beam front wall are respectively connected with the rear section of the left longitudinal beam assembly and the rear section of the right longitudinal beam assembly.
Preferably, the left longitudinal beam assembly comprises a left front longitudinal beam and a left longitudinal beam rear section, the front end of the left upper longitudinal beam is connected with the left front longitudinal beam, the rear end of the left upper longitudinal beam is connected with the left A column, and the left longitudinal beam rear section is respectively connected with the front wall cross beam and the left A column; the right longitudinal beam assembly comprises a right front longitudinal beam and a right longitudinal beam rear section, the front end of the right upper side beam is connected with the right front longitudinal beam, the rear end of the right upper side beam is connected with the right A column, and the right longitudinal beam rear section is respectively connected with the front wall cross beam and the right A column.
Preferably, the left longitudinal beam rear section is connected with the left A column through a first arc-shaped connecting plate, and the right longitudinal beam rear section is connected with the right A column through a second arc-shaped connecting plate.
Preferably, the front cabin frame further includes an air outdoor reinforcing beam, and both ends of the air outdoor reinforcing beam are connected to the left upper side beam and the right upper side beam, respectively.
Preferably, both ends of the air outdoor reinforcing beam are connected to the left and right upper side beams through shock-absorbing tower seats, respectively.
Preferably, the front wall cross beam is horizontally arranged, one end of the front wall plate left reinforcing plate connected with the front wall cross beam extends upwards in an inclined mode, and one end of the front wall plate right reinforcing plate connected with the front wall cross beam extends upwards in an inclined mode.
Preferably, the front wall plate left reinforcing plate and the front wall plate right reinforcing plate are both arc-shaped structures, the arc-shaped structure of the front wall plate left reinforcing plate is bent leftwards, and the arc-shaped structure of the front wall plate right reinforcing plate is bent rightwards.
Preferably, the front wall cross beam is overlapped on the first arc-shaped connecting plate through a left middle channel reinforcing beam, and the front wall cross beam is overlapped on the second arc-shaped connecting plate through a right middle channel reinforcing beam.
Preferably, the left front longitudinal beam comprises a first front longitudinal beam connecting plate, and the first front longitudinal beam connecting plate is connected with the left upper side beam; the right front longitudinal beam comprises a second front longitudinal beam connecting plate, and the second front longitudinal beam connecting plate is connected with the right upper side beam.
The present invention also provides in a second aspect a vehicle comprising a front cabin frame as defined in any one of the first aspects.
The utility model provides a preceding cabin frame and vehicle compares with prior art, and its beneficial effect lies in:
the utility model discloses improve preceding cabin frame construction design, left longeron assembly with before enclose the crossbeam assembly, reach right longeron assembly and before enclose interconnect between the crossbeam assembly and support, optimized frame construction design, transmit collision force effectively to the holistic crashworthiness of all-round promotion automobile body.
Drawings
FIG. 1 is a schematic top view of a forward nacelle frame structure according to an embodiment of the present invention;
FIG. 2 is a schematic rear view of a forward nacelle frame structure according to an embodiment of the invention;
fig. 3 is a schematic structural view of a right front longitudinal beam of an embodiment of the present invention;
fig. 4 is a schematic structural view of a rear section of a right longitudinal beam according to an embodiment of the present invention;
fig. 5 is a schematic diagram of a right reinforcing plate structure of a front wall plate according to an embodiment of the present invention;
fig. 6 is a schematic view of the longitudinal force transmission of an embodiment of the invention;
fig. 7 is a schematic diagram of lateral force transmission according to an embodiment of the present invention;
in the figure, 1, a right front longitudinal beam; 2. a right upper edge beam; 3. a right longitudinal beam rear section; 4. a right A column; 5. a front wall panel right stiffener; 6. a lower crossbeam of the air window; 7. an outdoor air stiffening beam; 8. a front wall panel left stiffener panel; 9. a left A column; 10. a right center channel stiffening beam; 11. a front wall beam; 12. a left center channel stiffening beam; 13. a left longitudinal beam rear section; 14. a left upper edge beam; 15. a left front rail; 16. a front impact beam; 17. a shock absorbing tower base; 18. a first arc-shaped connecting plate; 19. a front wall beam assembly; 20. a second arc-shaped connecting plate; 21. a first front longitudinal beam web; 22. a second front longitudinal beam connecting plate; 30. a left stringer assembly; 40. and a right longitudinal beam assembly.
Detailed Description
The following detailed description of the embodiments of the present invention is provided with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.
It will be understood that when an element is referred to as being "disposed on," "corresponding to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "secured to" or "fixedly coupled" to another element, it can be removably secured or non-removably secured to the other element. When an element is referred to as being "connected," "pivotally connected," to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," "up," "down," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.
The front nacelle frame of the preferred embodiment of the present invention is further described below with reference to the schematic structural drawing.
Referring to fig. 1 and 2, a front cabin frame of a vehicle includes: the structure comprises a left A column 9, a right A column 4, a left upper side beam 14, a right upper side beam 2, a left longitudinal beam assembly 30, a right longitudinal beam assembly 40, a lower wind window cross beam 6, a front wall cross beam assembly 19 and a front anti-collision beam 16.
As shown in fig. 3 and 4, the left longitudinal beam assembly 30 includes a left front longitudinal beam 15 and a left longitudinal beam rear section 13, the left front longitudinal beam 15 is connected with the front end of the left upper side beam 14, and the left longitudinal beam rear section 13 is connected with the left a-pillar 9; the right longitudinal beam assembly 40 comprises a right front longitudinal beam 1 and a right longitudinal beam rear section 3, the right front longitudinal beam 1 is connected with the front end of the right upper side beam 2, and the right longitudinal beam rear section 3 is connected with the right A column 4. Like this for be connected between longeron assembly, A post and the roof side rail three is convenient, and joint strength is high.
The front impact beam 16 is connected at each end to a left side rail assembly 30 and a right side rail assembly 40. Preferably, the front impact beam 16 may be installed at the front ends of the left and right front side members 15 and 1 at the foremost end of the entire front nacelle frame to receive the collision force first in the event of a frontal collision.
The front end of the left upper side beam 14 is connected with the front part of the left longitudinal beam assembly 30, namely the left front longitudinal beam 15, specifically, the left front longitudinal beam 15 comprises a first front longitudinal beam connecting plate 21, the front end of the left upper side beam 14 is connected with the first front longitudinal beam connecting plate 21, and the rear end of the left upper side beam 14 is suitable for being connected with the left A column 9; the front end of the right upper side beam 2 is connected with the front part of the right longitudinal beam assembly 40, namely the right front longitudinal beam 1, the right front longitudinal beam 1 comprises a second front longitudinal beam connecting plate 22, the front end of the right upper side beam 2 is connected with the second front longitudinal beam connecting plate 22, and the rear end of the right upper side beam 2 is suitable for being connected with the right A column 4. The left and right upper side beams are arranged at intervals in the transverse direction, and the lower wind window crossbeam 6 is connected between the tops of the left A column 9 and the right A column 4. Thus, the left and right a-pillars, the lower wind window cross member 6, and the left and right upper side members together form an upper frame structure. The left and right upper side beams can be inclined outwards from front to back to form a front cabin frame with a narrow front part and a wide back part, and wind resistance is reduced.
Enclose before 19 both ends of crossbeam assembly and be connected with left A post 9 and right A post 4 respectively (the left reinforcing plate of antetheca 8 is connected with left A post 9, and the right reinforcing plate of antetheca 5 is connected with right A post 4), enclose before crossbeam assembly 19 and be located the lower part of wind window bottom end rail 6, the interlude at left A post 9 and right A post 4 is connected respectively at both ends. Thus, the lower windshield cross member 6 and the cowl cross member assembly 19 connect the left and right a-pillars to form a stable frame structure at the rear of the front nacelle frame.
The middle section of the front wall beam assembly 19, namely the front wall beam 11, is fixed on the left longitudinal beam rear section 13 and the right longitudinal beam rear section 3, the front wall beam 11 is horizontally arranged, the connecting end of the front wall beam assembly 19, the left A column 9 and the right A column 4 inclines upwards relative to the front wall beam 11, namely the left front wall reinforcing plate 8 inclines upwards relative to the front wall beam 11, and the right front wall reinforcing plate 5 inclines upwards relative to the front wall beam 11. Like this, the collision impact that preceding enclose crossbeam assembly 19 bore can upwards transmit for A post, downwards transmit for left and right longeron assembly rear section through both ends, form the biography power route of equidirectional, optimize collision power transmission route, enclose crossbeam cavity cross-section integrality before keeping, promote the holistic crashworthiness of automobile body.
The left longitudinal beam assembly 30 is connected between the left upper side beam 14 and the tail end structure of the front cabin frame, and the left longitudinal beam assembly 30 is positioned below the left upper side beam 14; the right longitudinal beam assembly 40 is connected between the right roof side rail 2 and the front nacelle frame end structure, and the right longitudinal beam assembly 40 is located below the right roof side rail 2. Preferably, the left longitudinal beam rear section 13 is connected with the left a-pillar 9 through a first arc-shaped connecting plate 18, and the right longitudinal beam rear section 3 is connected with the right a-pillar 4 through a second arc-shaped connecting plate 20. A left front longitudinal beam 15 of the left longitudinal beam assembly 30 can be connected with the front end of a left upper side beam 14, and a left longitudinal beam rear section 13 is fixedly connected with the left A column 9 through a first arc-shaped connecting plate 18; the right front longitudinal beam 1 of the right longitudinal beam assembly 40 can be connected with the front end of the right upper side beam 2, the radian of the rear section of the right upper side beam 2 is the same as that of the left upper side beam 14, and the rear section 3 of the right longitudinal beam is fixedly connected with the right A column 4 through a second arc-shaped connecting plate 20; the rear sections of the left and right roof side rails are curved to be connected with the front ends of the tops of the left and right A-pillars.
It will be appreciated that, in the event of a collision at the front end of the vehicle, the collision force may be transmitted rearwardly, with reference to the path indicated by the arrows in fig. 6, and specifically, when the front impact beam 16 is impacted, the collision force is transmitted rearwardly to the left and right upper side members 14, 2, the left and right side member assemblies 30, 40, the collision force being transmitted upwardly in the upper side members 14, 2, upwardly and downwardly in the left and right side member assemblies 30, 40, upwardly in the upper portion of the left a-pillar 9, and rearwardly in the lower portion of the left a-pillar 9. That is, the collision force at the front end of the entire vehicle can be transmitted rearward along at least three transmission paths: roof side rail → upper part of a pillar, front side rail → cowl cross member assembly → upper part of a pillar, front side rail → rear part of side rail → lower part of a pillar.
The two ends of the front wall beam assembly 19 are inclined upwards and are respectively connected with the left A column 9 and the right A column 4. The change in the center cross section and the left and right cross sections of the front wall cross member assembly 19 is too large to effectively transmit the collision force, and when the front wall cross member assembly 19 is subjected to a force, the force transmission path indicated by the arrow in fig. 7 is referred to. Specifically, power can be by enclosing the parallel both sides transmission of beam assembly 19 before, and through enclosing beam assembly 19 both ends structure slope upwards transmitting for A post before, guarantee before enclose beam assembly 19 not destroyed.
The front cabin frame of the vehicle of the embodiment of the utility model optimizes the frame structure design, the longitudinal beam assembly is divided into a front longitudinal beam structure and a rear longitudinal beam structure, the rear section of the longitudinal beam is additionally provided with the first arc-shaped connecting plate 18 and the second arc-shaped connecting plate 20, the first arc-shaped connecting plate 18 is connected with the left A column 9, the second arc-shaped connecting plate 20 is connected with the right A column 4, and the force transmission path is increased; enclose crossbeam cavity cross-section integrality before keeping, enclose crossbeam both ends before and designed the ascending connection structure of slope, be connected to A post, make power slope upwards transmit for A post, optimize the collision force transfer path, promote the holistic collision performance of automobile body.
According to a preferred embodiment of the present invention, referring to fig. 2, 4 and 5, the front cowl cross member assembly 19 is formed by a front cowl cross member 11, a front wall panel left reinforcement panel 8 and a front wall panel right reinforcement panel 5, and both ends of the front cowl cross member 11 are connected to the front wall panel left reinforcement panel 8 and the front wall panel right reinforcement panel 5, respectively. The front wall plate left reinforcing plate 8 and the front wall plate right reinforcing plate 5 are designed into arc structures, the arc structure of the front wall plate left reinforcing plate 8 is bent leftwards, the upper end of the front wall plate left reinforcing plate 8 is connected with the left A column 9 in an inclined and upward mode, and the lower end of the front wall plate left reinforcing plate is connected with the left end of the front wall cross beam 11 and the left longitudinal beam rear section 13; the arc structure of the right reinforcing plate 5 of the front wall plate is bent rightwards, the upper end of the right reinforcing plate 5 of the front wall plate is obliquely and upwards connected with the right A column 4, and the lower end of the right reinforcing plate is connected with the right end of the front wall enclosing cross beam 11 and the rear section 3 of the right longitudinal beam. Thus, when the front engine room is impacted, the impact of the collision born by the front wall cross beam 11 can be transmitted to the A columns on the two sides in the horizontal direction in an inclined and upward manner, and can also be transmitted to the rear sections of the left and right longitudinal beams in the longitudinal direction; meanwhile, when the front impact beam 16 is impacted, the impact force is transmitted to the left and right upper side beams and the left and right side member assemblies in the rear direction, and the impact force is transmitted upward in the left and right upper side beams, upward and downward in the left and right side member assemblies, upward in the upper portion of the a-pillar, and rearward in the lower portion of the a-pillar. That is, the collision force at the front end of the entire vehicle can be transmitted rearward along at least three transmission paths: the roof side rail → the upper part of the a-pillar, the front side rail → the front wall panel reinforcement → the upper part of the a-pillar, the front side rail → the rear side rail → the lower part of the a-pillar. The front wall beam assembly 19 is divided into three sections, so that the collision force can be dispersed and transmitted, the integrity of the cross section of the cavity of the front wall beam is maintained, the intrusion amount to the cockpit is effectively reduced, and the collision safety of a front cabin frame is ensured.
According to a preferred embodiment of the present invention, as shown in fig. 1, an air chamber outer reinforcement beam 7 is provided between the left and right roof side rails 14 and 2. Both ends of the air chamber outer reinforcing beam 7 may be connected to the upper ends of the left upper beam 14 and the right upper beam 2, respectively. Thus, the air dome outer reinforcement beam 7 connects the left and right roof rails 14 and 2 into a stable frame structure. The utility model discloses preceding cabin frame of vehicle has increased air chamber outer stiffening beam 7 on the basis of current preceding cabin frame "three violently four indulge" frame construction, and air chamber outer stiffening beam 7 can be connected between the upper edge beam about through shock absorber seat 17. Because the change of the middle section and the sections of the left side and the right side of the front wall beam 11 is too large, the collision force cannot be effectively transmitted, the supporting effect of the beam in the whole structure can be effectively supplemented by the addition of the reinforcing beam 7 outside the air chamber, and the torsional rigidity of the body-in-white is improved.
According to a preferred embodiment of the present invention, as shown in fig. 2, the front wall beam assembly 19 middle section is overlapped on the first arc-shaped connecting plate 18 through the left middle channel reinforcing beam 12, and the front wall beam assembly 19 middle section is overlapped on the second arc-shaped connecting plate 20 through the right middle channel reinforcing beam 10. The left middle channel stiffening beam 12 and the right middle channel stiffening beam 10 are connected with the front cabin frame through bolts, and other parts are connected through welding technology. Thus, by adding the design of the left and right center channel reinforcing beams, the middle section support of the front wall cross beam is supplemented.
According to the utility model discloses a preceding cabin frame of preferred embodiment, preceding cabin frame can be the steel except that preceding crashproof roof beam, and preceding crashproof roof beam is aluminium section. Therefore, the strength and the rigidity of the front engine room frame can be met, and the anti-collision performance is good.
The front engine room frame structure is an important component of a lower vehicle body frame and mainly used for bearing the whole vehicle body structure and absorbing and transferring collision energy; the sufficient rigidity performance of the vehicle body is ensured; meanwhile, the requirements of arrangement, man-machine and the like are required to be met. The utility model optimizes the front cabin frame structure in terms of collision performance, optimizes the collision force transmission path, optimizes the cross section sizes of the longitudinal beam and the cross beam, is beneficial to the light weight of the automobile body, and improves the rigidity modal performance and the collision performance of the automobile body; reduce collision deformation and improve the living space of passengers.
The embodiment further provides a vehicle based on the front cabin frame, which includes all technical features of the front cabin frame, and the related technical features of the vehicle are not repeated herein.
To sum up, the utility model discloses create embodiment provides a preceding cabin frame and vehicle of vehicle, mainly include A post, roof side rail, front longitudinal, longeron back end, wind window bottom end rail, preceding enclose crossbeam and preceding anticollision roof beam. The connection structure of the front wall beam and the rear section of the longitudinal beam, the front wall beam and the A column is optimized in the overall structure of the front engine room, and through the arrangement of the multilayer force transmission paths, the collision energy can be effectively dispersed and absorbed, the intrusion amount of the front collision to the passenger cabin is reduced, and the front collision safety of the whole automobile is improved. The integral structure is additionally provided with an air chamber external reinforcing beam between the shock absorption tower seats, and a collision force transmission path is optimized, so that the torsional rigidity of the body-in-white is improved, the collision deformation is reduced, and the safety of passenger living space is improved.
Particularly, the embodiment of the utility model provides a main advantage lies in:
(1) the front wall beam 11 is connected with the rear section of the longitudinal beam and is also connected with the A column in an inclined and upward manner through a front wall plate reinforcing plate, the transmission path of the collision force is optimized through structural improvement, the integrity of the section of the cavity of the front wall beam is kept, and the overall collision performance of the vehicle body is improved;
(2) the connecting structure strengthens the root strength of the front longitudinal beam, so that the front longitudinal beam can absorb more collision energy as much as possible, and the intrusion amount of a vehicle body during collision is reduced;
(3) the design of adding the air chamber and the reinforcing beam 7 between the tower seats of the upper side beams supplements the insufficient rigidity caused by the structural change of the front wall cross beam 11, and improves the torsional rigidity of the body in white.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of modifications and replacements can be made without departing from the technical principle of the present invention, and these modifications and replacements should also be regarded as the protection scope of the present invention.
Claims (10)
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| CN202022946788.9U CN214267779U (en) | 2020-12-11 | 2020-12-11 | Front cabin frame and vehicle |
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| CN202022946788.9U CN214267779U (en) | 2020-12-11 | 2020-12-11 | Front cabin frame and vehicle |
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| CN214267779U true CN214267779U (en) | 2021-09-24 |
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113968285A (en) * | 2021-10-26 | 2022-01-25 | 东风越野车有限公司 | Front engine room structure of off-road vehicle body |
| CN115056855A (en) * | 2022-06-27 | 2022-09-16 | 大运汽车股份有限公司 | Root reinforcing structure of longitudinal beam of electric vehicle cabin |
| CN115158479A (en) * | 2022-06-29 | 2022-10-11 | 重庆长安汽车股份有限公司 | Cabin integral type structure and car before automobile body based on platform framework |
| CN115195871A (en) * | 2022-07-20 | 2022-10-18 | 岚图汽车科技有限公司 | Cabin structure and vehicle before platform ization |
| CN115649282A (en) * | 2022-10-09 | 2023-01-31 | 阿尔特汽车技术股份有限公司 | Front-end driving modules and vehicles |
| WO2024016514A1 (en) * | 2022-07-20 | 2024-01-25 | 岚图汽车科技有限公司 | Front cabin and vehicle |
| CN118810925A (en) * | 2024-08-28 | 2024-10-22 | 奇瑞汽车股份有限公司 | Automobile structure and vehicle for improving small offset collision performance |
| CN119705638A (en) * | 2023-09-28 | 2025-03-28 | 长城汽车股份有限公司 | Front cabin assembly and vehicle |
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2020
- 2020-12-11 CN CN202022946788.9U patent/CN214267779U/en active Active
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113968285A (en) * | 2021-10-26 | 2022-01-25 | 东风越野车有限公司 | Front engine room structure of off-road vehicle body |
| CN115056855A (en) * | 2022-06-27 | 2022-09-16 | 大运汽车股份有限公司 | Root reinforcing structure of longitudinal beam of electric vehicle cabin |
| CN115158479A (en) * | 2022-06-29 | 2022-10-11 | 重庆长安汽车股份有限公司 | Cabin integral type structure and car before automobile body based on platform framework |
| CN115158479B (en) * | 2022-06-29 | 2023-09-22 | 重庆长安汽车股份有限公司 | Automobile body front cabin integral type structure and car based on platform framework |
| CN115195871A (en) * | 2022-07-20 | 2022-10-18 | 岚图汽车科技有限公司 | Cabin structure and vehicle before platform ization |
| CN115195871B (en) * | 2022-07-20 | 2024-01-09 | 岚图汽车科技有限公司 | Cabin structure and vehicle before platformization |
| WO2024016514A1 (en) * | 2022-07-20 | 2024-01-25 | 岚图汽车科技有限公司 | Front cabin and vehicle |
| CN115649282A (en) * | 2022-10-09 | 2023-01-31 | 阿尔特汽车技术股份有限公司 | Front-end driving modules and vehicles |
| CN119705638A (en) * | 2023-09-28 | 2025-03-28 | 长城汽车股份有限公司 | Front cabin assembly and vehicle |
| CN119705638B (en) * | 2023-09-28 | 2025-10-28 | 长城汽车股份有限公司 | Front cabin assembly and vehicle |
| CN118810925A (en) * | 2024-08-28 | 2024-10-22 | 奇瑞汽车股份有限公司 | Automobile structure and vehicle for improving small offset collision performance |
| CN118810925B (en) * | 2024-08-28 | 2026-01-02 | 奇瑞汽车股份有限公司 | A vehicle architecture and vehicle for improving small offset crash performance |
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