CN214823637U - Front engine room structure, automobile body framework and automobile - Google Patents
Front engine room structure, automobile body framework and automobile Download PDFInfo
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- CN214823637U CN214823637U CN202120083139.2U CN202120083139U CN214823637U CN 214823637 U CN214823637 U CN 214823637U CN 202120083139 U CN202120083139 U CN 202120083139U CN 214823637 U CN214823637 U CN 214823637U
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Abstract
The utility model relates to a preceding cabin structure, automobile body skeleton and car, include: the damping tower assembly comprises a right front longitudinal beam damping tower assembly and a left front longitudinal beam damping tower assembly, wherein the right front longitudinal beam damping tower assembly and the left front longitudinal beam damping tower assembly are oppositely arranged at intervals; one end of the first additional connecting rod is connected with the right front longitudinal beam damping tower assembly, and the other end of the first additional connecting rod is connected with the left front longitudinal beam damping tower assembly; the front wall plate assembly is arranged on the same side of the right front longitudinal beam damping tower assembly and the left front longitudinal beam damping tower assembly; one end of a second additional connecting rod is connected with the right front longitudinal beam damping tower assembly, and the other end of the second additional connecting rod is connected with the front wall plate assembly; and one end of the third additional connecting rod is connected with the left front longitudinal beam damping tower assembly, and the other end of the third additional connecting rod is connected with the front wall plate assembly. The front engine room structure is applied to the automobile and is used as a part of an automobile body framework, so that the automobile is guaranteed to have excellent overall structural performance.
Description
Technical Field
The utility model relates to an automobile structure security performance technical field especially relates to a preceding cabin structure, automobile body skeleton and car.
Background
In the field of automobiles, the collision safety performance of an automobile is greatly influenced by the optimized design of a front cabin structure of a new energy automobile (namely an engine cabin structure of a traditional fuel oil type automobile). When the front cabin structure is used for dealing with external collision at different angles and different overlapping rates, if the front cabin structure has excellent structural strength and rigidity, the front cabin structure can well resist the impact force of the external collision, realize high-efficiency energy absorption, reduce crumple deformation and achieve the effect of protecting the safety of vehicles and drivers and passengers.
Generally, a front cabin structure mainly comprises structural modules such as a front wall lower cross beam assembly, an A-pillar inner plate assembly left side and a windshield cross beam. In the design and development process, the above components constituting the front nacelle structure need to be repeatedly optimized to improve the structural strength and rigidity. However, for different vehicle types, each part optimally designed on the basis of meeting the overall structural strength of the front cabin structure has specific structural shape, size, material and other parameters, and the universality is poor, so that the method cannot be applied to products of different vehicle types, and the design and manufacturing cost of the vehicle enterprises is increased.
SUMMERY OF THE UTILITY MODEL
Therefore, the front cabin structure, the vehicle body framework and the automobile need to be provided, and the problem that the design and manufacturing cost is high due to low universality of parts in the front cabin structure in the prior art on the premise of meeting the structural strength and rigidity is solved.
In one aspect, the present application provides a forward nacelle structure comprising:
the damping tower assembly comprises a right front longitudinal beam damping tower assembly and a left front longitudinal beam damping tower assembly, wherein the right front longitudinal beam damping tower assembly and the left front longitudinal beam damping tower assembly are oppositely arranged at intervals;
one end of the first additional connecting rod is connected with the right front longitudinal beam damping tower assembly, and the other end of the first additional connecting rod is connected with the left front longitudinal beam damping tower assembly;
a front cowl assembly disposed on a same side of the right front rail shock tower assembly and the left front rail shock tower assembly;
one end of the second additional connecting rod is connected with the right front longitudinal beam damping tower assembly, and the other end of the second additional connecting rod is connected with the front dash board assembly; and
and one end of the third additional connecting rod is connected with the left front longitudinal beam damping tower assembly, and the other end of the third additional connecting rod is connected with the front wall plate assembly.
The front engine room structure is applied to the automobile and is used as a part of an automobile body framework, so that the automobile is guaranteed to have excellent overall structural performance. Compared with the prior art, owing to installed first additional connecting rod additional between right front longitudinal beam shock absorber tower assembly and the left front longitudinal beam shock absorber tower assembly in this scheme, installed second additional connecting rod additional between right front longitudinal beam shock absorber tower assembly and the preceding bounding wall assembly, and installed third additional connecting rod additional between left front longitudinal beam shock absorber tower assembly and the preceding bounding wall assembly, thereby showing the structural strength and the rigidity that have improved preceding cabin structure, also just owing to first additional connecting rod, the existence of second additional connecting rod and third additional connecting rod, make the structural design standard and the requirement of parts such as the preceding cabin structure original right front longitudinal beam shock absorber tower assembly be unlikely to too high, and then possess certain structural design deformation and diversified ability, can be adapted to in different motorcycle types. In addition, the length, shape, size and other parameters of the three additional connecting rods are adaptively designed, so that specialization can be realized, and the universality of other parts in the front cabin structure can be effectively improved during vehicle type expansion development, so that the aims of reducing design development and manufacturing cost are fulfilled.
The technical solution of the present application is further described below:
in one embodiment, the first, second and third additional connecting bars are arranged in a triangular configuration.
In one embodiment, the right front longitudinal beam damping tower assembly is provided with a first connecting portion, the left front longitudinal beam damping tower assembly is provided with a second connecting portion, a third connecting portion and a fourth connecting portion are respectively arranged at two ends of the first additional connecting rod, the first connecting portion and the third connecting portion are directly or indirectly connected and fixed, and the second connecting portion and the fourth connecting portion are directly or indirectly connected and fixed.
In one embodiment, the front cabin structure further comprises an engagement bracket, the engagement bracket is disposed on the front cowl assembly, the right front longitudinal beam shock absorption tower assembly is further provided with a fifth connecting portion, the engagement bracket is provided with a sixth connecting portion, two ends of the second additional connecting rod are respectively provided with a seventh connecting portion and an eighth connecting portion, the fifth connecting portion and the seventh connecting portion are directly or indirectly connected and fixed, and the sixth connecting portion and the eighth connecting portion are directly or indirectly connected and fixed.
In one embodiment, the left front longitudinal beam shock absorption tower assembly is further provided with a ninth connecting portion, the linking bracket is further provided with a tenth connecting portion, both ends of the third additional connecting rod are respectively provided with an eleventh connecting portion and a twelfth connecting portion, the ninth connecting portion and the eleventh connecting portion are directly or indirectly connected and fixed, and the tenth connecting portion and the twelfth connecting portion are directly or indirectly connected and fixed.
In one embodiment, the first additional connecting rod and/or the second additional connecting rod and/or the third additional connecting rod are/is further provided with mounting hole positions or an auxiliary bracket.
In one embodiment, the front cabin structure further comprises a right a-pillar lower inner panel assembly and a left a-pillar lower inner panel assembly, the right a-pillar lower inner panel assembly is connected with the right front longitudinal beam shock tower assembly and the front cowl assembly respectively, and the left a-pillar lower inner panel assembly is connected with the left front longitudinal beam shock tower assembly and the front cowl assembly respectively.
In one embodiment, the front cabin structure further includes a wind window cross beam and a front lower wall cross beam assembly, the wind window cross beam is mounted on the upper portion of the front wall assembly, two ends of the wind window cross beam are respectively connected with the right a-pillar lower inner plate assembly and the left a-pillar lower inner plate assembly, the front lower wall cross beam assembly is mounted on the lower portion of the front wall assembly, and the front lower wall cross beam assembly is respectively connected with the right front longitudinal beam damping tower assembly and the left front longitudinal beam damping tower assembly.
In another aspect, the present application also provides a vehicle body frame including a front cabin structure as described above.
In addition, the application also provides an automobile which comprises the automobile body framework.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification.
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic structural view of a conventional forward nacelle structure;
FIG. 2 is a schematic diagram of the exploded structure of FIG. 1;
fig. 3 is a schematic structural diagram of a front cabin structure according to an embodiment of the present invention;
fig. 4 is a schematic structural view of a first additional connecting rod of the present invention;
FIG. 5 is a schematic structural view of a second additional connecting rod of the present invention;
fig. 6 is a schematic structural view of a third additional connecting rod of the present invention;
FIG. 7 is a schematic structural view of the damping tower assembly with front longitudinal beams on the right side of the present invention;
FIG. 8 is a schematic structural view of a middle-left front longitudinal beam shock tower assembly according to the present invention;
fig. 9 is a schematic structural view of the middle linking bracket of the present invention.
Description of reference numerals:
10. a right front longitudinal beam shock tower assembly; 11. a first connection portion; 12. a fifth connecting part; 20. a left front longitudinal beam shock tower assembly; 21. a second connecting portion; 22. a ninth connecting portion; 30. a first additional connecting rod; 31. a third connecting portion; 32. a fourth connecting portion; 40. a dash panel assembly; 50. a second additional connecting rod; 51. a seventh connecting portion; 52. an eighth connecting portion; 60. a third additional connecting rod; 61. an eleventh connecting portion; 62. a twelfth connecting portion; 70. connecting the bracket; 71. a sixth connecting portion; 72. a tenth connecting portion; 80. a right column A lower inner plate assembly; 90. a left A-pillar lower inner plate assembly; 90a, a wind window beam; 90b, and enclosing the lower crossbeam assembly before.
Detailed Description
In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present invention.
The embodiment of the application provides an automobile, which can be a fuel oil type automobile, a pure electric type automobile or an oil-electricity hybrid power type automobile according to actual needs. In the embodiment, the vehicle mainly refers to a pure electric vehicle.
Illustratively, in structural composition, the pure electric automobile mainly comprises a body frame, an electric control system, a power battery system, a safety system and the like. The automobile body framework is generally made of high-strength aluminum alloy, stainless steel, composite materials and the like, and is used as a main body component of an automobile to play a role in bearing and fixing functional components such as an electric control system and a power battery system.
The electronic control system is configured as a control center of the car, i.e. similar to the human brain. The electric control system can automatically output working instructions to the power battery system, the safety system and the like, so that the automation of the automobile is realized or the normal operation of the automobile is controlled after the input commands of drivers and passengers are obtained.
The power battery system provides essential electric energy for normal running of the pure electric automobile and normal operation of various functions. The core components of a battery system are battery modules, which are generally divided into two broad categories, batteries and fuel cells. The storage battery is suitable for pure electric vehicles and comprises a lead-acid storage battery, a nickel-metal hydride battery, a sodium-sulfur battery, a secondary lithium battery, an air battery and a ternary lithium battery. Fuel cells are used exclusively for fuel cell electric vehicles, including Alkaline Fuel Cells (AFC), Phosphoric Acid Fuel Cells (PAFC), Molten Carbonate Fuel Cells (MCFC), Solid Oxide Fuel Cells (SOFC), Proton Exchange Membrane Fuel Cells (PEMFC), Direct Methanol Fuel Cells (DMFC).
The battery module is slightly different in use type according to the type of the electric automobile. In a pure electric vehicle which is equipped only with a battery, the battery serves as the sole power source for the vehicle drive system. In a hybrid vehicle equipped with a conventional engine (or fuel cell) and a battery, the battery can play both the role of the main power source and the role of the auxiliary power source of the vehicle drive system. Therefore, at low speed and starting, the storage battery plays the role of a main power source of an automobile driving system; during full-load acceleration, the device plays the role of an auxiliary power source; the energy storage function is realized during normal driving or deceleration and braking.
The battery core in the battery module is generally composed of a plurality of batteries stacked in series. A typical battery pack has about 96 cells, and for lithium ion cells charged to 4.2V, such a battery pack can produce a total voltage in excess of 400V.
In addition, the safety system is used for performing active and/or passive safety protection on drivers and passengers when a dangerous accident occurs to the automobile. For example, safety systems include, but are not limited to, seat belts and airbags. The safety belt is bound and hooped on the driver and passengers, and plays a passive protection role for the driver and passengers. When sensing that the automobile is impacted, the safety airbag can automatically pop out of the automobile body, so that the driver and passengers can be actively prevented from being seriously injured due to the fact that inertia force violently impacts the automobile body.
For the body frame, located at the foremost part of the entire automobile, it is the front cabin structure for mounting the engine. According to accident statistics, the front collision obstacles are caused by the problem that most of the collision accidents of the automobile are front-end rear-end collisions or drivers and passengers, so that the front cabin structure is the part which is firstly and directly subjected to the collision force, and the safety of the automobile and the drivers and the passengers is determined to a great extent by the quality of the structural strength and the rigidity of the front cabin structure.
Fig. 1 is a schematic structural view of a conventional front nacelle structure; fig. 2 correspondingly shows the schematic diagram of the explosive structure of fig. 1. Fig. 3 is a schematic structural diagram illustrating a front nacelle structure according to an embodiment of the present application. In particular the forward nacelle structure comprises: right front side rail shock tower assembly 10, left front side rail shock tower assembly 20, first additional connecting rod 30, dash panel assembly 40, second additional connecting rod 50, and third additional connecting rod 60.
The right front longitudinal beam shock absorption tower assembly 10 and the left front longitudinal beam shock absorption tower assembly 20 are oppositely arranged at intervals. Specifically, the right front longitudinal beam shock absorption tower assembly 10 and the left front longitudinal beam shock absorption tower assembly 20 are arranged side by side at intervals in the width direction of the automobile.
One end of the first additional connecting rod 30 is connected with the right front longitudinal beam damping tower assembly 10, and the other end of the first additional connecting rod 30 is connected with the left front longitudinal beam damping tower assembly 20.
The dash panel assembly 40 is disposed on the same side of the right front rail shock tower assembly 10 and the left front rail shock tower assembly 20. Specifically, the dash panel assembly 40 is disposed rearward of the right and left front side member shock tower assemblies 10 and 20, i.e., closer to the rear of the vehicle, as viewed in the direction from the front to the rear of the vehicle.
One end of the second additional connecting rod 50 is connected with the right front longitudinal beam shock absorption tower assembly 10, and the other end of the second additional connecting rod is connected with the front wall plate assembly 40; one end of the third additional connecting rod 60 is connected to the left front side member damper tower assembly 20, and the other end of the third additional connecting rod 60 is connected to the dash panel assembly 40.
In summary, the implementation of the technical solution of the present embodiment has the following beneficial effects: the front engine room structure is applied to the automobile and is used as a part of an automobile body framework, so that the automobile is guaranteed to have excellent overall structural performance. Compared with the prior art, in the scheme, the first additional connecting rod 30 is additionally arranged between the right front longitudinal beam damping tower assembly 10 and the left front longitudinal beam damping tower assembly 20, the second additional connecting rod 50 is additionally arranged between the right front longitudinal beam damping tower assembly 10 and the front wall plate assembly 40, and the third additional connecting rod 60 is additionally arranged between the left front longitudinal beam damping tower assembly 20 and the front wall plate assembly 40, so that the structural strength and the rigidity of the front cabin structure are obviously improved, and the structural design standards and the requirements of the original parts such as the right front longitudinal beam damping tower assembly 10 in the front cabin structure are not too high due to the existence of the first additional connecting rod 30, the second additional connecting rod 50 and the third additional connecting rod 60, so that the front cabin structure has certain structural design deformation and diversification capacity, and can be applied to different vehicle types. In addition, the length, shape, size and other parameters of the three additional connecting rods are adaptively designed, so that specialization can be realized, and the universality of other parts in the front cabin structure can be effectively improved during vehicle type expansion development, so that the aims of reducing design development and manufacturing cost are fulfilled.
With reference to fig. 3, on the basis of the above embodiment, it is preferable that the first additional connecting rod 30, the second additional connecting rod 50 and the third additional connecting rod 60 are arranged in a triangular structure. According to the knowledge of geometric principles, the triangular structure has better stability than other shapes, so that the first additional connecting rod 30, the second additional connecting rod 50 and the third additional connecting rod 60 are arranged in a triangular structure, the structure is more stable, and the overall structural strength and rigidity of the front cabin structure are improved.
Of course, it should be noted that in other embodiments, the first additional connecting rod 30, the second additional connecting rod 50 and the third additional connecting rod 60 may also adopt other structural arrangements, for example, a U-shaped, a Z-shaped, etc., which may be specifically selected according to actual needs.
With continued reference to fig. 3, 4, 7 and 8, in order to achieve the assembly and connection of the components, in some embodiments, the right front longitudinal beam damper tower assembly 10 is provided with a first connection portion 11, the left front longitudinal beam damper tower assembly 20 is provided with a second connection portion 21, two ends of the first additional connection rod 30 are respectively provided with a third connection portion 31 and a fourth connection portion 32, the first connection portion 11 and the third connection portion 31 are directly or indirectly connected and fixed, and the second connection portion 21 and the fourth connection portion 32 are directly or indirectly connected and fixed.
Therefore, the first connecting portion 11 and the third connecting portion 31 are directly or indirectly connected and fixed, so that the right front longitudinal beam damping tower assembly 10 is connected with one end of the first additional connecting rod 30, the second connecting portion 21 and the fourth connecting portion 32 are directly or indirectly connected and fixed, and the left front longitudinal beam damping tower assembly 20 is connected with the other end of the first additional connecting rod 30.
Particularly, first connecting portion 11, second connecting portion 21, third connecting portion 31 and fourth connecting portion 32 all set up to the through-hole, adopt the bolt to wear to establish back locking bolt with two paired through-holes, can wear to establish right front longitudinal beam shock attenuation tower assembly 10, first additional connecting rod 30 and left front longitudinal beam shock attenuation tower assembly 20 three fast and firm equipment fixed, and this spiro union mounting means simple structure, the simple operation is laborsaving, and the reliability is high. This screw connection is to be understood as an indirect connection. Of course, the first connection portion 11 and the third connection portion 31, and the second connection portion 21 and the fourth connection portion 32 may be directly welded or riveted, and the welding or riveting method may be a direct connection method.
With reference to fig. 3, 5, 7 and 9, in some embodiments, the front cabin structure further includes a connecting bracket 70, the connecting bracket 70 is disposed on the front cowl assembly 40, the right front side rail damping tower assembly 10 is further provided with a fifth connecting portion 12, the connecting bracket 70 is provided with a sixth connecting portion 71, two ends of the second additional connecting rod 50 are respectively provided with a seventh connecting portion 51 and an eighth connecting portion 52, the fifth connecting portion 12 and the seventh connecting portion 51 are directly or indirectly connected and fixed, and the sixth connecting portion 71 and the eighth connecting portion 52 are directly or indirectly connected and fixed.
The engagement bracket 70 may be detachably assembled to the dash panel assembly 40 or may be integrally formed. Preferably, in the present embodiment, the linking bracket 70 is integrally fixed to the dash panel assembly 40 by welding, so that the connecting strength is high and the reliability is good. By means of the direct or indirect connection and fixation of the fifth connecting portion 12 and the seventh connecting portion 51, and the direct or indirect connection and fixation of the sixth connecting portion 71 and the eighth connecting portion 52, the two ends of the second additional connecting rod 50 are respectively installed and fixed on the right front side rail damping tower and the front wall assembly 40.
It should be noted that, in the present embodiment, the indirect or direct connection manner between the second additional connecting rod 50 and the right front longitudinal beam shock absorption tower assembly 10 and the linking bracket 70 is the same as the connection manner of the first additional connecting rod 30 and the right front longitudinal beam shock absorption tower assembly 10 and the left front longitudinal beam shock absorption tower assembly 20 in the foregoing embodiment, and therefore, the detailed description is omitted here.
Referring to fig. 3, fig. 6, fig. 8 and fig. 9, in further another embodiment, the left front side rail damper tower assembly 20 is further provided with a ninth connection portion 22, the linking bracket 70 is further provided with a tenth connection portion 72, both ends of the third additional connection rod 60 are respectively provided with an eleventh connection portion 61 and a twelfth connection portion 62, the ninth connection portion 22 and the eleventh connection portion 61 are directly or indirectly connected and fixed, and the tenth connection portion 72 and the twelfth connection portion 62 are directly or indirectly connected and fixed.
Therefore, the third additional connecting rod 60 is directly or indirectly connected and fixed with the eleventh connecting part 61 through the ninth connecting part 22, and the tenth connecting part 72 is directly or indirectly connected and fixed with the twelfth connecting part 62, so that the third additional connecting rod is respectively assembled and fixed with the left front side member damping tower assembly 20 and the dash panel assembly 40.
It should be noted that, in the present embodiment, the indirect or direct connection manner between the third additional connecting rod 60 and the left front longitudinal beam shock absorption tower assembly 20 and the linking bracket 70 is the same as the connection manner between the first additional connecting rod 30 and the right front longitudinal beam shock absorption tower assembly 10 and the left front longitudinal beam shock absorption tower assembly 20 in the foregoing embodiment, such as screwing, welding, and the like, and therefore, the description is omitted here.
In addition, in order to improve the function and effect of each additional connecting rod, in some embodiments, the first additional connecting rod 30 and/or the second additional connecting rod 50 and/or the third additional connecting rod 60 are further provided with mounting holes or auxiliary brackets.
Generally speaking, besides the engine, a chassis, a large number of large or small electrical components with different types and the like can be installed in the space of the front cabin, and at the moment, installation hole sites and/or auxiliary supports which are pre-arranged on the additional connecting rods provide installation positions for the chassis and the electrical components, so that the internal structure of the front cabin is simplified, and the spatial arrangement is optimized.
With reference to fig. 1 to fig. 3, in addition to any of the above embodiments, the front cabin structure further includes a right a-pillar lower inner panel assembly 80 and a left a-pillar lower inner panel assembly 90, the right a-pillar lower inner panel assembly 80 is connected to the right front side rail shock tower assembly 10 and the front dash panel assembly 40, respectively, and the left a-pillar lower inner panel assembly 90 is connected to the left front side rail shock tower assembly 20 and the front dash panel assembly 40, respectively.
And the right A-pillar lower inner plate assembly 80 and the left A-pillar lower inner plate assembly 90 can reliably load the fixed A-pillar, and meanwhile, the whole structural strength and rigidity of the front cabin structure can be further strengthened by connecting the right front longitudinal beam damping tower assembly 10, the left front longitudinal beam damping tower assembly 20 and the front wall plate assembly 40, so that the anti-collision performance is improved.
With reference to fig. 1 to fig. 3, the front cabin structure further includes a wind window cross member 90a and a front wall lower cross member assembly 90b, the wind window cross member 90a is mounted on the upper portion of the front wall assembly 40, two ends of the wind window cross member 90a are respectively connected to the right a-pillar lower inner plate assembly 80 and the left a-pillar lower inner plate assembly 90, the front wall lower cross member assembly 90b is mounted on the lower portion of the front wall assembly 40, and the front wall lower cross member assembly 90b is respectively connected to the right front longitudinal beam damping tower assembly 10 and the left front longitudinal beam damping tower assembly 20.
The windshield cross member 90a functions as a loading support for the front windshield. And with wind window crossbeam 90a and preceding enclose bottom end rail assembly 90b respectively with right A post bottom end inner panel assembly 80, left A post bottom end inner panel assembly 90, preceding bounding wall assembly 40, right front longeron shock absorber tower assembly 10, left front longeron shock absorber tower assembly 20 etc. assembled connection as an organic whole, can further strengthen preceding cabin structure's overall structure intensity and rigidity, promote crashworthiness.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" 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 "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
Claims (10)
1. A forward nacelle structure, comprising:
the damping tower assembly comprises a right front longitudinal beam damping tower assembly and a left front longitudinal beam damping tower assembly, wherein the right front longitudinal beam damping tower assembly and the left front longitudinal beam damping tower assembly are oppositely arranged at intervals;
one end of the first additional connecting rod is connected with the right front longitudinal beam damping tower assembly, and the other end of the first additional connecting rod is connected with the left front longitudinal beam damping tower assembly;
a front cowl assembly disposed on a same side of the right front rail shock tower assembly and the left front rail shock tower assembly;
one end of the second additional connecting rod is connected with the right front longitudinal beam damping tower assembly, and the other end of the second additional connecting rod is connected with the front dash board assembly; and
and one end of the third additional connecting rod is connected with the left front longitudinal beam damping tower assembly, and the other end of the third additional connecting rod is connected with the front wall plate assembly.
2. The forward nacelle construction of claim 1, wherein the first, second and third additional connecting rods are arranged in a triangular configuration.
3. The front nacelle structure of claim 1, wherein the right front side rail damping tower assembly is provided with a first connecting portion, the left front side rail damping tower assembly is provided with a second connecting portion, a third connecting portion and a fourth connecting portion are respectively provided at two ends of the first additional connecting rod, the first connecting portion and the third connecting portion are directly or indirectly connected and fixed, and the second connecting portion and the fourth connecting portion are directly or indirectly connected and fixed.
4. The front cabin structure of claim 3, further comprising an engagement bracket disposed on the front cowl assembly, wherein the right front side rail damper tower assembly is further provided with a fifth connecting portion, the engagement bracket is provided with a sixth connecting portion, two ends of the second additional connecting rod are respectively provided with a seventh connecting portion and an eighth connecting portion, the fifth connecting portion and the seventh connecting portion are directly or indirectly connected and fixed, and the sixth connecting portion and the eighth connecting portion are directly or indirectly connected and fixed.
5. The front cabin structure of claim 4, wherein the left front longitudinal beam shock absorber tower assembly is further provided with a ninth connecting portion, the linking bracket is further provided with a tenth connecting portion, both ends of the third additional connecting rod are respectively provided with an eleventh connecting portion and a twelfth connecting portion, the ninth connecting portion and the eleventh connecting portion are directly or indirectly connected and fixed, and the tenth connecting portion and the twelfth connecting portion are directly or indirectly connected and fixed.
6. The forward nacelle structure of any one of claims 1 to 5, wherein the first additional connecting rod and/or the second additional connecting rod and/or the third additional connecting rod is further provided with a mounting hole or an auxiliary bracket.
7. The front nacelle structure of any of claims 1 to 5, further comprising a right A-pillar inner lower panel assembly and a left A-pillar inner lower panel assembly, the right A-pillar inner lower panel assembly being connected to the right front rail damper tower assembly and the cowl panel assembly, respectively, and the left A-pillar inner lower panel assembly being connected to the left front rail damper tower assembly and the cowl panel assembly, respectively.
8. The front nacelle structure of claim 7, further comprising a windshield cross member and a cowl bottom cross member assembly, wherein the windshield cross member is mounted on an upper portion of the cowl assembly, and both ends of the windshield cross member are connected to the right A-pillar lower inner panel assembly and the left A-pillar lower inner panel assembly, respectively, the cowl bottom cross member assembly is mounted on a lower portion of the cowl assembly, and the cowl bottom cross member assembly is connected to the right front side member shock tower assembly and the left front side member shock tower assembly, respectively.
9. A vehicle body frame, characterized by comprising a front cabin structure according to any one of claims 1 to 8.
10. An automobile comprising the body frame according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202120083139.2U CN214823637U (en) | 2021-01-13 | 2021-01-13 | Front engine room structure, automobile body framework and automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120083139.2U CN214823637U (en) | 2021-01-13 | 2021-01-13 | Front engine room structure, automobile body framework and automobile |
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| CN214823637U true CN214823637U (en) | 2021-11-23 |
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| CN202120083139.2U Active CN214823637U (en) | 2021-01-13 | 2021-01-13 | Front engine room structure, automobile body framework and automobile |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114104118A (en) * | 2021-12-16 | 2022-03-01 | 广州小鹏汽车科技有限公司 | Front cabin structure, vehicle and vehicle body connection structure |
| CN114435511A (en) * | 2022-02-22 | 2022-05-06 | 重庆长安汽车股份有限公司 | Support based on automobile platform front windshield supporting structure |
| CN115214790A (en) * | 2022-03-31 | 2022-10-21 | 长城汽车股份有限公司 | Automobile front engine room and automobile |
| CN115214789A (en) * | 2022-03-31 | 2022-10-21 | 长城汽车股份有限公司 | Lower vehicle body front part assembly and automobile |
| CN115432069A (en) * | 2022-03-25 | 2022-12-06 | 北京车和家汽车科技有限公司 | Tubular beam support for chassis, vehicle chassis and vehicle |
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2021
- 2021-01-13 CN CN202120083139.2U patent/CN214823637U/en active Active
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114104118A (en) * | 2021-12-16 | 2022-03-01 | 广州小鹏汽车科技有限公司 | Front cabin structure, vehicle and vehicle body connection structure |
| CN114435511A (en) * | 2022-02-22 | 2022-05-06 | 重庆长安汽车股份有限公司 | Support based on automobile platform front windshield supporting structure |
| CN115432069A (en) * | 2022-03-25 | 2022-12-06 | 北京车和家汽车科技有限公司 | Tubular beam support for chassis, vehicle chassis and vehicle |
| CN115214790A (en) * | 2022-03-31 | 2022-10-21 | 长城汽车股份有限公司 | Automobile front engine room and automobile |
| CN115214789A (en) * | 2022-03-31 | 2022-10-21 | 长城汽车股份有限公司 | Lower vehicle body front part assembly and automobile |
| CN115214789B (en) * | 2022-03-31 | 2024-03-19 | 长城汽车股份有限公司 | Lower front body assembly and automobile |
| CN115214790B (en) * | 2022-03-31 | 2024-04-12 | 长城汽车股份有限公司 | Automobile front cabin and automobile |
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