CN217649533U - Automobile front cabin structure and automobile - Google Patents

Abstract

The utility model provides an automobile front cabin structure and an automobile, the utility model comprises an integrally die-cast front cabin main body, wherein the front cabin main body is provided with a lateral part respectively arranged at the left side and the right side and a connecting part connected between the rear ends of the lateral part at the two sides; the lateral parts on two sides are respectively formed with a rear section of the engine room longitudinal beam, and the front ends of the rear sections of the engine room longitudinal beams on two sides are respectively connected with a front section of the engine room longitudinal beam, a front anti-collision beam mounting seat and a front anti-collision beam energy absorption box in sequence; the front section of the cabin longitudinal beam is made of extruded aluminum profiles, and the rear section of the cabin longitudinal beam and the front section of the cabin longitudinal beam on each side are connected to form a front cabin longitudinal beam on the corresponding side. The utility model discloses an engine room structure before car can promote the security under bumping, and is favorable to promoting whole car quality.

Description

Automobile front cabin structure and automobile

Technical Field

The utility model relates to an automobile body technical field, in particular to cabin structure before car.

The utility model discloses still relate to the car that is equipped with cabin structure before above-mentioned car.

Background

With the development of automobile manufacturing technology, the integral die-casting molding technology gradually becomes a key focus of each automobile enterprise, and the automobile parts are manufactured by adopting the integral die-casting process, so that the structural strength of the parts can be improved, and the automobile parts have the advantages of simple process and high manufacturing efficiency.

Currently, many parts of automobile bodies, such as front engine rooms, rear floors, side walls and the like, have been manufactured by an integral die-casting process. However, taking the front cabin as an example, because the front cabin longitudinal beams are generally integrally formed in the front cabin during manufacturing, the structural strength of the front cabin longitudinal beams can be ensured, but the collapsing performance of the front cabin longitudinal beams can also be weakened, so that the collision safety of the whole automobile is reduced during frontal collision of the automobile.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing an automobile front cabin structure to can promote whole car security when colliding.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

an automobile front engine room structure comprises a front engine room main body which is integrally formed by die casting, wherein the front engine room main body is provided with side parts which are respectively arranged at the left side and the right side, and a connecting part which is connected between the rear ends of the side parts at the two sides;

the lateral parts on two sides are respectively formed with a rear section of the engine room longitudinal beam, and the front ends of the rear sections of the engine room longitudinal beams on two sides are respectively connected with a front section of the engine room longitudinal beam, a front anti-collision beam mounting seat and a front anti-collision beam energy absorption box in sequence; the front section of the cabin longitudinal beam is made of extruded aluminum profiles, and the rear section of the cabin longitudinal beam and the front section of the cabin longitudinal beam on each side are connected to form a front cabin longitudinal beam on the corresponding side.

Furthermore, the side parts on two sides are respectively provided with a front shock absorption tower and a wheel cover side beam in a molding mode.

Furthermore, the lower part of the rear end of the front engine room main body is provided with a concave part for embedding a front cross beam in the middle of the vehicle body, and the concave part arches forwards along the X direction of the whole vehicle.

Furthermore, the front section of the cabin longitudinal beam is connected with the rear section of the cabin longitudinal beam through a connecting assembly, the front end of the rear section of the cabin longitudinal beam is provided with an inserting groove, and the connecting assembly is provided with a connecting piece and a fastening piece;

the connecting piece is located in the front section of the cabin longitudinal beam, the connecting piece and the rear end of the front section of the cabin longitudinal beam are inserted into the insertion groove together, and the front end of the rear section of the cabin longitudinal beam, the rear end of the front section of the cabin longitudinal beam and the connecting piece are fixedly connected together through the fastening piece.

Furthermore, the connecting piece is provided with connecting holes which penetrate through the front end of the rear section of the cabin longitudinal beam and the rear end of the front section of the cabin longitudinal beam along the Y direction of the whole vehicle; the fastener is arranged in the connecting hole in a penetrating mode.

Further, the connecting piece comprises an upper connecting plate, a lower connecting plate and a supporting plate connected between the upper connecting plate and the lower connecting plate; the upper connecting plate and the lower connecting plate are both provided with the connecting holes.

Furthermore, the bottom of the insertion groove is inwards inclined from front to back along the X direction of the whole vehicle, one end of the connecting piece extends out of the front cabin longitudinal beam front section, and the end part of the extending part of the connecting piece is an inclined plane parallel to the bottom of the insertion groove.

Furthermore, the longitudinal beams of the front engine room are arranged in an outward inclining mode from back to front and from two sides along the X direction of the whole vehicle.

Furthermore, the inclination angle alpha between each front cabin longitudinal beam and the X direction of the whole vehicle is 1.8-2.0 degrees.

Compared with the prior art, the utility model discloses following advantage has:

cabin structure before car connects cabin longeron anterior segment through the front end at cabin longeron back end for cabin longeron back end and cabin longeron anterior segment are connected and are constituteed preceding cabin longeron, and the cabin longeron anterior segment also adopts the extrusion aluminium alloy. Therefore, the length of the rear section of the engine room longitudinal beam formed by die casting can be reduced, the good crumple energy absorption performance of the extruded aluminum section can be utilized, the integral energy absorption crumple space of the front engine room longitudinal beam is increased, the safety of the whole automobile in direct collision is improved, and the quality of the whole automobile is favorably improved.

Another object of the present invention is to provide a car, wherein the car body of the car has the front cabin structure.

The car set up above-mentioned car front cabin structure, can increase the holistic energy-absorbing of front cabin longeron and burst the space that contracts, improve the security when whole car is bumping, it can do benefit to the promotion of whole car quality, and has fine practicality.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a schematic view of an automobile front cabin structure according to an embodiment of the present invention;

fig. 2 is a schematic structural view of a front cabin body according to an embodiment of the present invention;

FIG. 3 is an enlarged view of a portion A of FIG. 2;

FIG. 4 is a schematic view of the structure shown in FIG. 2 from another perspective;

fig. 5 is a schematic structural view of a front section of a nacelle stringer according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a connecting member according to an embodiment of the present invention;

fig. 7 is a schematic view of a camber arrangement of a front nacelle stringer according to an embodiment of the present invention;

description of reference numerals:

1. a forward nacelle body; 2. a cabin longitudinal beam front section; 3. a front impact beam mounting base; 4. a front impact beam energy absorption box; 5. a front impact beam; 6. an upper cross beam;

10. a side portion; 20. a connecting portion; 30. a recessed portion;

101. a rear section of the cabin longitudinal beam; 102. a front shock tower; 103. a wheel cover edge beam; 1011. inserting grooves; 1012. a limiting bulge; 1013. a base plate;

201. a limiting groove; 202. a fastener; 203. a connecting member; 2031. an upper connecting plate; 2032. a lower connecting plate; 2033. a support plate; 2034. connecting holes; 2035. a bevel.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

In the description of the present invention, it should be noted that, if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. appear, they are based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the appearances of the terms first, second, etc. in this specification are not necessarily all referring to the same item, but are instead intended to cover the same item.

In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. To those of ordinary skill in the art, the specific meaning of the above terms in the present invention can be understood in combination with the specific situation.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The embodiment relates to an automobile front cabin structure, which can increase the whole energy-absorbing collapse space of a front cabin longitudinal beam and improve the safety of the whole automobile in frontal collision.

In the overall structure, as shown in fig. 1 and fig. 2, the front cabin structure of the automobile of the present embodiment includes a front cabin body 1 formed by integral die-casting, the front cabin body 1 has side portions 10 respectively disposed at the left and right sides, and a connecting portion 20 connected between the rear ends of the side portions 10, and at the same time, the side portions 10 are formed with a cabin longitudinal beam rear section 101, and a cabin longitudinal beam front section 2, a front impact beam mounting seat 3, and a front impact beam energy-absorbing box 4 are sequentially connected to the front end of the cabin longitudinal beam rear section 101.

In a preferred embodiment, the front nacelle body 1 is generally formed by die-casting cast aluminum, and the side portions 10 on both sides are formed with the front shock absorbing tower 102 and the wheel house side members 103 at the same time as the rear section 101 of the nacelle side member, and the upper cross member 6 is connected between the front ends of the wheel house side members 103 on both sides, and the upper cross member 6 is also supported on the top of the front impact beam mounting seats 3 on both sides.

In this embodiment for preceding cabin main part 1 adopts the die-casting mode shaping, not only can improve structural strength, and compare in current panel beating welding manufacturing method, also can simplify preceding cabin main part 1 shaping mode, promotes manufacturing efficiency greatly. In addition, because preceding cabin main part 1 integrative die-casting shaping, when current cabin main part 1 is impaired, thereby often need carry out whole change and increase cost of maintenance, this embodiment sets up cabin longeron anterior segment 2 through the front end at preceding cabin main part 1, because cabin longeron anterior segment 2 adopts the extrusion aluminium structure, can burst the deformation of contracting earlier after the car bumps, thereby reduce the collision force that preceding cabin main part 1 received, can reduce preceding cabin main part 1 and suffer more serious destruction in the car collision in-process, reduce cost of maintenance.

In addition, the nacelle longitudinal front section 2 of the present embodiment is also made of extruded aluminum, and in this case, the nacelle longitudinal rear section 101 and the nacelle longitudinal front section 2 on each side are connected to form a front nacelle longitudinal on the corresponding side. And the front section 2 of the cabin longitudinal beam adopts an extruded aluminum profile, so that the forming is convenient, and the extruded aluminum profile has better crumpling energy absorption performance, so that the integral energy absorption crumpling space of the front cabin longitudinal beam can be increased well.

As further shown in fig. 3 to 6, the nacelle stringer front section 2 of the present embodiment is also connected to the nacelle stringer rear section 101 by a connecting assembly. In this case, as a preferred embodiment, a plug-in groove 1011 is provided at the front end of the rear cabin longitudinal beam section 101, and the connecting assembly comprises the connecting piece 203 and the fastening piece 202.

Wherein, the connecting piece 203 is located cabin longeron anterior segment 2 to in the rear end of connecting piece 202 and cabin longeron anterior segment 2 inserts the inserting groove 1011 together, the fastener 202 then links firmly the front end of cabin longeron back end 101, the rear end of cabin longeron anterior segment 2 to and connecting piece 203 together, realizes the connection between cabin longeron anterior segment 2 and the cabin longeron back end 101 of corresponding side from this.

Further, as a preferred exemplary structure, the connector 203 of the present embodiment includes an upper link 2031, a lower link 2032, and a support plate 2033 connected between the upper link 2031 and the lower link 2032. The upper connecting plate 2031 and the lower connecting plate 2032 are both provided with a connecting hole 2034, and the fastener 202 is inserted into the connecting hole 2034. Meanwhile, the connection hole 2034 also penetrates the front end of the back section 101 of the cabin longitudinal beam and the back end of the front section 2 of the cabin longitudinal beam along the Y direction of the whole vehicle, that is, the left and right directions of the whole vehicle, so that the back section 101 of the cabin longitudinal beam, the front section 2 of the cabin longitudinal beam and the connection member 203 can be fixedly connected together by the fastening member 202 penetrating through the connection hole 2034.

And through built-in connecting piece 203, it can be in whole car Y to play the effect of stay tube, when can avoiding preceding cabin longeron unilateral atress, the too big longeron structure of messenger of one side hookup location atress is to one side upset, leads to the problem of structural stability poor.

It should be noted that, in implementation, the fastening member 202 is usually formed by a bolt pair, which has the advantages of reliable connection and simple and convenient operation. In addition, to ensure the connection effect between the front section 2 and the rear section 101 of the nacelle longitudinal beam, the connection holes 2034 and the fasteners 202 penetrating therethrough are generally arranged in multiple sets, for example, four sets as shown in fig. 5, and two sets are respectively arranged on the upper connection plate 2031 and the lower connection plate 2032.

In the present embodiment, based on the fact that the rear end of the front section 2 of the cabin longitudinal beam and the front end of the rear section 101 of the cabin longitudinal beam are plugged together, as a preferred embodiment, the bottom of the plugging groove 1011, i.e. the bottom plate 1013 in fig. 4, is arranged to tilt inward from front to back along the whole vehicle X direction, i.e. the front-rear direction of the whole vehicle. Meanwhile, one end of the connecting member 203 extends out of the front cabin longitudinal beam front section 2 as shown in fig. 5, and the end of the extending part of the connecting member 203 is an inclined surface 2035 parallel to the bottom of the insertion groove 1011.

The inclined surface 2035 is specifically located at the end of the upper connecting plate 2031 and the end of the lower connecting plate 2032, and because the bottom of the insertion groove 1011 and the rear end of the connecting piece 203 are designed to be inclined, the front cabin longitudinal beam can be controlled to be in front collision with a stressed first contact point when in front collision, and then the inclination angle of the front cabin longitudinal beam is controlled, so as to achieve the effect of controlling the collision, deformation and overturn of the front cabin longitudinal beam.

In specific implementation, the connecting member 203 of this embodiment is preferably made of an aluminum alloy, and can be prepared by extrusion molding or casting molding of an aluminum alloy. Thus, not only the manufacturing of the connector 203 is facilitated, but also the lightweight design thereof is facilitated.

Still referring to fig. 4, the present embodiment is also provided with a recessed portion 30 into which the vehicle body center front cross member is fitted at a lower portion of the rear end of the front nacelle main body 1, and the recessed portion 30 is arched forward, that is, in the vehicle front direction, along the entire vehicle X. Through the arrangement of the concave part 30, the problems of stress concentration, unsmooth force transmission and the like at the connecting position of the front cabin main body and the front cross beam in the middle of the automobile body can be avoided. On one hand, the rear end of the front engine room main body 1 is beneficial to avoiding process defects, the process forming is facilitated, and on the other hand, the situations that the front engine room main body 101 is broken and the like can be avoided when collision occurs by ensuring the smoothness of a force transmission path.

In addition, as shown in fig. 3 and fig. 5, on the basis that the cabin longitudinal beam front section 2 is made of extruded aluminum profile, the limiting grooves 201 are also provided on the left and right end surfaces of the cabin longitudinal beam front section 2 in the present embodiment, the limiting grooves 201 extend along the length direction of the cabin longitudinal beam front section 2, and correspondingly, the inner wall of the insertion groove 101 is also provided with limiting protrusions 1012 embedded in the limiting grooves 201 on each side.

The cooperation between spacing arch 1012 and the spacing groove 201 is passed through to this embodiment, can play the effect of direction when cabin longeron anterior segment 2 inserts to the inserting groove 1011, and because spacing groove 201 and spacing arch 1012 are along the length direction of cabin longeron anterior segment 2, also arrange along whole car fore-and-aft direction, utilize the cooperation of spacing arch 1012 and spacing groove 201, also can play the effect of avoiding cabin longeron anterior segment 2 to lift up when taking place just bumping, thereby increase collision security.

As shown in fig. 7, as a preferred embodiment, the present embodiment also enables both side front cabin stringers to be arranged in a camber manner from the rear to the front in the entire vehicle X direction. In a specific implementation, the inclination angle α between each front cabin longitudinal beam and the whole vehicle in the X direction may be set between 1.8 ° and 2.0 °, and may be, for example, 1.8 °, 1.9 °, or 2.0 °. Through the integral outward-inclining arrangement of the front cabin longitudinal beam, the supporting size of the front section 2 of the cabin longitudinal beam can be increased when the frontal collision occurs, and the front rigidity is improved. When offset collision occurs, the collision participation contribution capacity of the front cabin longitudinal beam can be increased, the collision performance is improved, meanwhile, due to the fact that the front cabin longitudinal beam is arranged in the outward inclining mode, the arrangement direction of the front cabin longitudinal beam can be overlapped with the force transmission direction during offset collision, and therefore the force transmission smoothness during offset collision can be increased.

The front cabin structure of the automobile of the embodiment is characterized in that the front end of the rear cabin longitudinal beam section 101 is connected with the front cabin longitudinal beam section 2, so that the rear cabin longitudinal beam section 101 and the front cabin longitudinal beam section 2 are connected to form a front cabin longitudinal beam, and the front cabin longitudinal beam section 2 also adopts an extruded aluminum profile. Therefore, the length of the rear section 101 of the engine room longitudinal beam formed by die casting can be reduced, and meanwhile, the whole energy-absorbing collapse space of the front engine room longitudinal beam can be increased by utilizing the good collapse energy-absorbing performance of the extruded aluminum section, so that the safety of the whole vehicle in direct collision can be improved, and the quality of the whole vehicle is improved.

Finally, the present embodiment also relates to a vehicle, in which the vehicle body is provided with the vehicle front cabin structure.

The automobile of this embodiment can increase the holistic energy-absorbing of front cabin longeron and burst the space of contracting through setting up foretell automobile front cabin structure, improves the security when whole car is just bumping, and it can do benefit to the promotion of whole car quality, and has fine practicality.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. An automobile front cabin structure is characterized in that:

the front engine room comprises a front engine room main body (1) which is integrally formed by die casting, wherein the front engine room main body (1) is provided with side parts (10) which are respectively arranged at the left side and the right side, and a connecting part (20) which is connected between the rear ends of the side parts (10) at the two sides;

the lateral parts (10) on the two sides are both formed with a cabin longitudinal beam rear section (101), and the front ends of the cabin longitudinal beam rear sections (101) on the two sides are sequentially connected with a cabin longitudinal beam front section (2), a front anti-collision beam mounting seat (3) and a front anti-collision beam energy absorption box (4);

the front cabin longitudinal beam (2) is made of extruded aluminum profiles, and the rear cabin longitudinal beam section (101) and the front cabin longitudinal beam section (2) on each side are connected to form a front cabin longitudinal beam on the corresponding side.

2. The automotive front cabin structure according to claim 1, characterized in that:

the side parts (10) on both sides are both formed with a front shock absorbing tower (102) and a wheel house boundary beam (103).

3. The automotive front cabin structure according to claim 1, characterized in that:

the lower part of preceding cabin main part (1) rear end is equipped with recess (30) that supplies automobile body middle part front beam embedding, just recess (30) are encircleed out along whole car X to preceding.

4. The automotive front cabin structure according to claim 1, characterized in that:

the front cabin longitudinal beam section (2) is connected with the rear cabin longitudinal beam section (101) through a connecting assembly, the front end of the rear cabin longitudinal beam section (101) is provided with an inserting groove (1011), and the connecting assembly is provided with a connecting piece (203) and a fastener (202);

the connecting piece (203) is located in the front section (2) of the cabin longitudinal beam, the connecting piece (203) and the rear end of the front section (2) of the cabin longitudinal beam are inserted into the insertion groove (1011), and the front end of the rear section (101) of the cabin longitudinal beam, the rear end of the front section (2) of the cabin longitudinal beam and the connecting piece (203) are fixedly connected together by the fastener (202).

5. The automotive front cabin structure according to claim 4, characterized in that:

a connecting hole (2034) is formed in the connecting piece (203), and the connecting hole (2034) penetrates through the front end of the rear section (101) of the cabin longitudinal beam and the rear end of the front section (2) of the cabin longitudinal beam along the Y direction of the whole vehicle;

the fastener (202) is arranged in the connecting hole (2034) in a penetrating way.

6. The automotive front cabin structure according to claim 5, characterized in that:

the connecting piece (203) comprises an upper connecting plate (2031), a lower connecting plate (2032) and a supporting plate (2033) connected between the upper connecting plate (2031) and the lower connecting plate (2032);

the upper connecting plate (2031) and the lower connecting plate (2032) are both provided with the connecting hole (2034).

7. The automotive front cabin structure according to claim 4, characterized in that:

the bottom of inserting groove (1011) is along whole car X to by preceding to back fall-in setting, the one end of connecting piece (203) stretches out preceding cabin longeron anterior segment (2), just the tip of connecting piece (203) extension be with parallel inclined plane (2035) in inserting groove (1011) bottom.

8. The automotive front cabin structure according to any one of claims 1 to 7, characterized in that:

the front cabin longitudinal beams are arranged in a camber mode from back to front and from two sides along the X direction of the whole vehicle.

9. The automotive front cabin structure according to claim 8, characterized in that:

the inclination angle alpha between each front cabin longitudinal beam and the whole vehicle in the X direction is 1.8-2.0 degrees.

10. An automobile, characterized in that:

the automobile is provided with the automobile front cabin structure according to any one of claims 1 to 9 in a body of the automobile.

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