CN218877402U - Wind window beam structure and vehicle - Google Patents

Abstract

The present disclosure relates to a wind window beam structure and a vehicle. This wind window beam structure includes: an upper cross beam; the lower cross beam is positioned below the upper cross beam, one end of the lower cross beam is connected with one end of the upper cross beam, and the other end of the lower cross beam and the other end of the upper cross beam are connected with a front wall plate of a vehicle; and the support bracket is connected with the upper cross beam and the lower cross beam so as to increase the deformation space during collision and is provided with at least one bent part. When the vehicle collides with the pedestrian in the driving process, the head of the pedestrian collides with the front windshield, the front windshield can transmit the impact force to the supporting bracket through the upper cross beam, the supporting bracket deforms to a certain extent at the bent part so as to effectively increase the collision deformation space, more moving spaces are provided for the head, the acceleration of the head is reduced so as to reduce the HIC value of the head, the damage to the pedestrian is reduced, and the pedestrian protection collision performance of the vehicle is improved. Moreover, the structure is simple, the number of parts is reduced, and the lightweight design is facilitated.

Description

Wind window beam structure and vehicle

Technical Field

The utility model relates to a trip equipment technical field especially relates to a wind window beam structure and vehicle.

Background

The wind window beam structure is a key structure in an automobile, the wind window beam structure is used for bearing the most important part in daily driving, namely front windshield glass, and is connected with the key part of the whole automobile, namely a front wall plate. The wind window beam structure is usually a closed cavity structure to provide enough rigidity support for the windshield glass and the whole automobile, and the integrity of the whole frame of the automobile body is ensured. However, with the gradual popularization of the pedestrian protection regulation and the third-party evaluating mechanism, the evaluation range of the pedestrian protection is expanded from the machine cover to the windshield glass area, so that the pedestrian protection investigation range is drawn into the windshield beam structure and the gutter channel area.

The expansion of the range of pedestrian protection investigation requires that the structure of the wind beam must provide sufficient support for the windshield, which means that the wind beam structure must have sufficient rigidity and certain impact deformability to provide sufficient cushioning space for pedestrian head type impact. The existing wind window beam structure with the C-shaped structure and the Y-shaped structure has great benefits for protecting pedestrians, but a plurality of supporting structures are additionally arranged below the wind window beam structure, so that the supporting rigidity of the wind window beam structure for the wind window glass is ensured. These supports are usually independently distributed, so that the number of parts is large, the research and development and production cost is increased, meanwhile, the weight of the whole vehicle is increased, and the lightweight design is not facilitated.

SUMMERY OF THE UTILITY MODEL

Therefore, it is necessary to provide a windshield beam structure and a vehicle, which can increase the collision buffer space, reduce the number of parts, reduce the cost, and reduce the weight of the entire vehicle, in order to solve the problems of the prior art, such as a large number of bracket parts for supporting the windshield beam, high cost, and increased weight of the entire vehicle.

A wind window beam structure comprising:

an upper cross beam;

the lower cross beam is positioned below the upper cross beam, one end of the lower cross beam is connected with one end of the upper cross beam, and the other end of the lower cross beam and the other end of the upper cross beam are connected with a front wall plate of a vehicle; and

the supporting bracket is connected with the upper cross beam and the lower cross beam so as to increase the deformation space during collision and is provided with at least one bent part.

In an embodiment of the present disclosure, the support bracket includes a bracket main body, a first connecting section and a second connecting section, the first connecting section and the second connecting section are arranged at two ends of the bracket main body in a bending manner, the first connecting section is connected with the upper beam, and the second connecting section is connected with the lower beam.

In an embodiment of the present disclosure, the bracket main body includes a first bracket portion, a second bracket portion, and a third bracket portion, the second bracket portion connects the first bracket portion and the third bracket portion, the first bracket portion is connected to the first connection section in a bent manner, and the third bracket portion is connected to the second connection section in a bent manner.

In an embodiment of the present disclosure, the second bracket portion is bent relative to the first bracket portion, the second bracket portion is bent relative to the third bracket portion, and a recessed space is defined by the first bracket portion, the second bracket portion, and the third bracket portion;

the angle alpha of the bending arrangement is more than or equal to 110 degrees and less than or equal to 130 degrees.

In an embodiment of the present disclosure, the bracket main body further includes a reinforcing rib, and the reinforcing rib is disposed on the second bracket portion and protrudes from the second bracket portion.

In an embodiment of the disclosure, the first connection section and/or the second connection section has a lightening hole.

In an embodiment of the present disclosure, the support bracket further includes a support section disposed between the bracket main body and the second connection section to support an end of the bracket main body away from the lower cross beam.

In an embodiment of the present disclosure, the support bracket further includes a chamfered portion, the chamfered portion is disposed at a side edge of the support bracket, and the chamfered portion is smoothly transited toward a front side of the upper cross beam.

In an embodiment of the present disclosure, the support bracket further has an extension portion provided to an edge of the chamfered portion, the extension portion extending toward a rear side of the upper cross member;

the extension size range of the extension part is 1 mm-3 mm.

In an embodiment of the present disclosure, the support bracket further includes a connecting member, the connecting member is disposed on a side surface of the bracket main body and is disposed in a step shape with the bracket main body, and the connecting member connects the front wall panel and the lower cross member.

In an embodiment of the present disclosure, the connecting member includes a first connecting portion and a second connecting portion, one end of the first connecting portion and one end of the second connecting portion are connected to the bracket main body, the other end of the first connecting portion and the other end of the second connecting portion extend toward a side surface of the bracket main body, the first connecting portion is connected to the front wall panel, and the second connecting portion is connected to the lower cross beam.

In an embodiment of the present disclosure, the supporting bracket has a mounting hole for mounting the wiper, and the mounting hole is disposed in the third bracket portion.

A vehicle comprises a vehicle body and the windshield beam structure according to any one of the technical characteristics, wherein the windshield beam structure is arranged on the vehicle body and supports a front windshield of the vehicle body.

The utility model discloses a wind window beam structure and vehicle, in this wind window beam structure, the one end of entablature with be connected with the one end of bottom end rail, the front wall of vehicle is connected respectively to the other end of entablature and the other end of bottom end rail, moreover, the support frame sets up between entablature and bottom end rail, the one end of support frame is connected at the entablature, the other end is connected at the bottom end rail, support entablature and bottom end rail through the support beam, increase the regional collision deformation space of windscreen before the vehicle, reduce head HIC value.

The wind window beam structure is connected with the upper cross beam and the lower cross beam through the support bracket, and can provide a collision deformation space while supporting the upper cross beam and the lower cross beam. When the vehicle bumps with the pedestrian at the in-process of traveling, pedestrian's head bumps the front windshield, and the front windshield can pass through the entablature with the impact and transmit the support holder, and the support holder can take place certain deformation in order effectual increase collision deformation space in the department of buckling, for the head provides more removal spaces, reduces the HIC value of head acceleration in order to reduce the head, reduces the damage that causes the pedestrian, improves the pedestrian protection collision performance of vehicle. Moreover, the structure of the wind window beam structure is simple, the upper cross beam and the lower cross beam are supported through the support bracket, a collision buffering space is provided, the number of parts is reduced, research and development and production cost are reduced, the weight of the whole vehicle is reduced, and light-weight design is facilitated.

Drawings

FIG. 1 is a schematic view of a windshield beam structure mounted to a vehicle body according to an embodiment of the present disclosure;

FIG. 2 is a partial schematic view of the windshield beam structure shown in FIG. 1 mounted to a vehicle body;

FIG. 3 is a front view of a support bracket in the windshield beam structure shown in FIG. 1;

fig. 4 is a side view of the support bracket shown in fig. 3.

Wherein: 100. a wind window beam structure; 110. an upper cross beam; 120. a lower cross beam; 130. a support bracket; 131. a stent body; 1311. a first frame part; 1312. a second bracket part; 1313. a third bracket part; 13131. mounting holes; 1314. reinforcing ribs; 132. a first connection section; 133. a second connection section; 134. a support section; 135. chamfering the corner; 136. a connecting member; 1361. a first connection portion; 1362. a second connecting portion; 200. a vehicle body.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present disclosure more comprehensible, embodiments accompanying the present disclosure are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. This disclosure may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

In the description of the present disclosure, 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 are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present disclosure and to simplify the description, but are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the present disclosure.

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 to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present disclosure, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specifically limited otherwise.

In the present disclosure, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integral; 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 disclosure can be understood by those of ordinary skill in the art as appropriate.

In the present disclosure, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. 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. As used herein, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are for purposes of illustration only and do not denote a single embodiment.

Referring to fig. 1-4, the present disclosure provides a wind window beam structure 100. The wind window beam structure 100 is applied to a vehicle, and is used for carrying and supporting a front windshield of the vehicle. The existing wind window beam structure with the C-shaped structure and the Y-shaped structure has great benefits for protecting pedestrians, but a plurality of supporting structures are additionally arranged below the wind window beam structure, so that the supporting rigidity of the wind window beam structure for the wind window glass is ensured. These supports are usually independently distributed, so that the number of parts is large, the research and development and production cost is increased, meanwhile, the weight of the whole vehicle is increased, and the lightweight design is not facilitated.

Therefore, the present disclosure provides a novel wind window beam structure 100, and this wind window beam structure 100 can play the effect of supporting and buffering, increases the collision deformation space, provides more removal spaces for the Head, reduces the Head acceleration in order to reduce the HIC (Head Injury index) value of Head, reduces the damage that causes the pedestrian, improves the pedestrian protection collision performance of vehicle. Moreover, the structure of the wind window beam structure 100 is simple, the number of parts is small, research and development and production costs are reduced, the weight of the whole vehicle is reduced, and lightweight design is facilitated. The specific structure of the wind window beam structure 100 of an embodiment is described below.

Referring to fig. 1 to 4, in an embodiment, the wind window beam structure 100 includes an upper cross member 110, a lower cross member 120, and a support bracket 130. The lower cross member 120 is located below the upper cross member 110, one end of the lower cross member 120 is connected to one end of the upper cross member 110, and the other end of the lower cross member 120 and the other end of the upper cross member 110 are connected to a dash panel of the vehicle. The support bracket 130 connects the upper cross member 110 and the lower cross member 120 to increase a collision deformation space at the time of collision.

The upper cross beam 110 and the lower cross beam 120 are main structures of the wind window beam. The upper beam 110 and the lower beam 120 are arranged in the up-down direction, the upper beam 110 is located above, the lower beam 120 is located below, and the upper beam 110 and the lower beam 120 are arranged opposite to each other. To better describe the specific structure of the wind window frame structure 100, the length, width and height directions of the vehicle are taken as the direction references of the wind window frame structure 100, the up-down direction is arranged along the height direction of the vehicle, the width direction of the vehicle is the left-right direction, the upper cross beam 110 and the lower cross beam 120 are arranged along the left-right direction, i.e., the width direction of the vehicle, and the surfaces of the upper cross beam 110 and the lower cross beam 120 along the left-right direction are respectively arranged towards the front-back direction of the vehicle.

There is a certain distance between the upper beam 110 and the lower beam 120. One end of the upper cross member 110 is connected to one end of the lower cross member 120, and the other ends of the upper cross member 110 and the lower cross member 120 are connected to a dash panel structure of the vehicle. The front windshield of the vehicle is supported through the upper cross beam 110, so that the front windshield is guaranteed to be reliably fixed, meanwhile, certain rigidity support can be provided for the vehicle, and the whole frame of the vehicle is guaranteed to be completed.

In order to further improve the supporting capability of the upper cross member 110 and the lower cross member 120 and have a certain collision deformation space, the windshield beam structure 100 of the present disclosure further includes a support bracket 130, and the support bracket 130 is disposed between the upper cross member 110 and the lower cross member 120 and connects the upper cross member 110 and the lower cross member 120 to provide a collision deformation space for a pedestrian colliding with the front windshield. Specifically, one end of the support bracket 130 is connected to the upper cross member 110, and the other end of the support bracket 130 is connected to the lower cross member 120.

The support bracket 130 can support the upper and lower cross members 110 and 120, and ensure the overall rigidity of the wind window sill structure 100 and the overall frame integrity of the vehicle. When the vehicle runs, the head of a pedestrian collides with the front windshield of the vehicle, collision impact can be generated between the head of the pedestrian and the front windshield, and the impact force is transmitted to the upper cross beam 110 through the front windshield and then transmitted to the support bracket 130 through the upper cross beam 110, so that the support bracket 130 generates certain deformation, and the collision deformation space is effectively increased. That is, the support bracket 130 may generate a certain deformation space after receiving the collision impact, and the space may provide a moving space for the head of the pedestrian, reduce the acceleration of the head to reduce the HIC value of the head, reduce the damage to the pedestrian, and improve the pedestrian protection collision performance of the vehicle.

The wind sill structure 100 of the above embodiment connects the upper cross member 110 and the lower cross member 120 through the support bracket 130, and can provide a collision deformation space while supporting the upper cross member 110 and the lower cross member 120. When the vehicle collides with a pedestrian in the driving process, the head of the pedestrian collides with the front windshield, the front windshield can transmit the impact force to the supporting bracket 130 through the upper cross beam 110, the supporting bracket 130 deforms to a certain extent so as to effectively increase the collision deformation space, more moving spaces are provided for the head, the acceleration of the head is reduced so as to reduce the HIC value of the head, the damage to the pedestrian is reduced, and the pedestrian protection collision performance of the vehicle is improved. Moreover, the structure of the wind window beam structure 100 is simple, the upper cross beam 110 and the lower cross beam 120 are supported by the support bracket 130, and a collision buffer space is provided, so that the number of parts is reduced, the research and development and production costs are reduced, the weight of the whole vehicle is reduced, and the light weight design is facilitated.

Referring to fig. 1 to 4, in an embodiment, the support bracket 130 has at least one bent portion. That is, the supporting bracket 130 is bent, and after the supporting bracket 130 connects the upper beam 110 and the lower beam 120, the middle region of the supporting bracket 130 is bent. When a pedestrian collides with the front windshield to generate collision impact, the impact force is transmitted to the support bracket 130 through the upper cross beam 110, and the support bracket 130 generates certain bending deformation through the bending part, so that the collision deformation space is effectively increased.

Illustratively, the number of the bends is one, and the collision deformation space is provided by one bend. Of course, in other embodiments of the present disclosure, the number of the bending portions may also be multiple, and the multiple bending portions are arranged at intervals to effectively increase the collision deformation space.

Referring to fig. 1 to 4, in an embodiment, the support bracket 130 includes a bracket main body 131, a first connecting section 132 and a second connecting section 133, the first connecting section 132 and the second connecting section 133 are bent and disposed at two ends of the bracket main body 131, the first connecting section 132 is connected to the upper beam 110, and the second connecting section 133 is connected to the lower beam 120.

The bracket main body 131 is a main structure of the support bracket 130, a top end of the bracket main body 131 is connected with the first connecting section 132, and a bottom end of the support bracket 130 is connected with the second connecting section 133. The support bracket 130 is connected to the upper cross member 110 by a first connecting section 132 and connected to the lower cross member 120 by a second connecting section 133. Alternatively, the bracket main body 131, the first connecting section 132 and the second connecting section 133 are integrally formed. That is, the bracket main body 131, the first connecting section 132 and the second connecting section 133 are integrally formed, so that the structural strength of the support bracket 130 can be ensured.

The first connecting section 132 is bent with respect to the holder main body 131, and the second connecting section 133 is bent with respect to the holder main body 131. The top of the bracket main body 131 protrudes into the rear side of the upper cross member 110 such that the first connection section 132 is positioned above the upper cross member 110 and is connected to the upper cross member 110. Meanwhile, the bottom of the bracket main body 131 protrudes into the front side of the lower cross member 120 so that the second connection section 133 is located at the front surface of the lower cross member 120 and connected with the front surface of the lower cross member 120. Of course, in other embodiments of the present disclosure, the first connection section 132 may be directly connected with the rear surface of the upper cross member 110.

In this way, the support bracket 130 connects the upper cross member 110 and the lower cross member 120 via the first connecting section 132 and the second connecting section 133, respectively, and functions to absorb deformation via the bracket main body 131, thereby generating a certain collision deformation space when colliding with a pedestrian. Meanwhile, the support bracket 130 is connected to the upper cross beam 110 and the lower cross beam 120 through the first connecting section 132 and the second connecting section 133, respectively, and the local mode of the region is not reduced, so that the integral frame integrity of the vehicle body 200 is ensured.

Optionally, the first connecting section 132 is fixedly connected to the upper cross beam 110 by welding, and the second connecting section 133 is fixedly connected to the lower cross beam 120 by welding, so as to ensure that the support bracket 130 is reliably connected to the upper cross beam 110 and the lower cross beam 120. Optionally, the first connecting section 132 and the second connecting section 133 are provided with a plurality of welding points, and are respectively connected to the upper beam 110 and the lower beam 120 by welding points. Alternatively, the first connecting section 132 and the second connecting section 133 are arranged in a flat plate shape.

Referring to fig. 1 to 4, in an embodiment, the bracket main body 131 has at least one bend. That is, the holder main body 131 is bent. When a pedestrian collides with a front windshield to generate collision impact, the impact force is transmitted to the first connecting section 132 of the support bracket 130 through the upper cross beam 110, and then the first connecting section 132 transmits the impact force to the bracket main body 131, and the bracket main body 131 generates certain bending deformation through the bending part, so as to effectively increase the collision deformation space.

Referring to fig. 1 to 4, in one embodiment, the bracket body 131 includes a first bracket portion 1311, a second bracket portion 1312, and a third bracket portion 1313, the second bracket portion 1312 connects the first bracket portion 1311 and the third bracket portion 1313, the first bracket portion 1311 is bent to connect the first connecting section 132, and the third bracket portion 1313 is bent to connect the second connecting section 133. One end of first bracket portion 1311 is connected to first connecting section 132, the other end of first bracket portion 1311 is connected to one end of second bracket portion 1312, the other end of second bracket portion 1312 is connected to one end of third bracket portion 1313, and the other end of third bracket portion 1313 is connected to second connecting section 133.

That is, first bracket portion 1311, second bracket portion 1312, and third bracket portion 1313 are connected in series. After the first bracket portion 1311, the second bracket portion 1312 and the third bracket portion 1313 are sequentially connected, one end of the first bracket portion 1311 is connected to the first connecting section 132 and bent with respect to the first connecting section 132, and the other end of the third bracket portion 1313 is connected to the second connecting section 133 and bent with respect to the second connecting section 133. When the support bracket 130 connects the upper cross member 110 and the lower cross member 120, the first bracket portion 1311 is located at the rear side of the upper cross member 110, the third bracket portion 1313 is located at the front side of the lower cross member 120, and the second bracket portion 1312 is located between the upper cross member 110 and the lower cross member 120.

Of course, in other embodiments of the present disclosure, the number of the bracket portions may be more, and more bracket portions are connected in sequence. Optionally, the first bracket portion 1311 has a welding point connected to the rear surface of the upper cross member 110 to increase a contact area between the upper cross member 110 and the support bracket 130, thereby securing the reliability of fixing the support bracket 130 to the upper cross member 110.

Referring to fig. 1 to 4, in an embodiment, second bracket portion 1312 is bent with respect to first bracket portion 1311, second bracket portion 1312 is bent with respect to third bracket portion 1313, and first bracket portion 1311, second bracket portion 1312, and third bracket portion 1313 enclose a recessed space.

That is, first bracket part 1311, second bracket part 1312, and third bracket part 1313 are sequentially bent and connected, and first bracket part 1311 and third bracket part 1313 are bent toward the same side with respect to second bracket part 1312, and have a structure similar to a C-shape. First bracket 1311, second bracket 1312, and third bracket 1313 enclose a recessed space that faces the front side of the vehicle.

The top of the bracket main body 131 is located at the rear side of the upper cross member 110, and the bottom of the bracket main body 131 is located at the front side of the lower cross member 120. In this way, after the support bracket 130 is connected to the upper cross beam 110 and the lower cross beam 120 through the first connecting section 132 and the second connecting section 133, the support bracket 130 can be tilted from the rear to the front, so that the support bracket 130 is convenient to connect the upper cross beam 110 and the lower cross beam 120, and the support bracket 130 is easy to generate a collision deformation space.

Since the first bracket 1311 and the second bracket 1312 are bent, the second bracket 1312 and the third bracket 1313 are bent. This can ensure that the support bracket 130 can have a good collision deformation performance. When a pedestrian collides with the front windshield, the impact force is transmitted to the support bracket 130 by the front windshield, and the bent portion of the support bracket 130 can be deformed by the impact force, i.e., the first bracket portion 1311 is deformed relative to the second bracket portion 1312, and/or the second bracket portion 1312 is bent relative to the third bracket portion 1313, so as to increase the collision deformation space.

Referring to fig. 1 to 4, in an embodiment, the bending angle is an obtuse angle. That is, the bending angle between first bracket 1311 and second bracket 1312 is obtuse, and the bending angle between second bracket 1312 and third bracket 1313 is obtuse. Therefore, the deformability of the bent part can be ensured, the collision deformation space is increased, and the HIC value of the head of the pedestrian is reduced.

In one embodiment, the angle α at which the bend is disposed is in the range of 110 ≦ α ≦ 130. That is, the bending angle α between the first bracket portion 1311 and the second bracket portion 1312 is in the range of 110 ° α or more and 130 ° and the bending angle α between the second bracket portion 1312 and the third bracket portion 1313 is in the range of 110 ° α or more and 130 ° or less. Therefore, the deformability of the bent part can be ensured, the collision deformation space is increased, and the HIC value of the head of the pedestrian is reduced.

Referring to fig. 3 and 4, in an embodiment, the bracket main body 131 further includes a reinforcing rib 1314, and the reinforcing rib 1314 is disposed on the second bracket portion 1312 and protrudes from the second bracket portion 1312. The reinforcing ribs 1314 are disposed along the height direction of the supporting bracket 130 and at the second bracket portion 1312, and the supporting bracket 130 protrudes from the surface of the second bracket portion 1312. The structure of the support bracket 130 is reinforced by the reinforcing ribs 1314 to ensure the support capability of the support bracket 130 on the upper cross beam 110 and the lower cross beam 120, thereby ensuring the integrity of the overall frame of the vehicle.

Optionally, a bead 1314 may also be provided on the first frame portion 1311 to reinforce the structural strength of the frame body 131. Of course, in other embodiments of the present disclosure, the stiffener 1314 may also be disposed on the first bracket portion 1311 and the second bracket portion 1312.

Referring to fig. 3, in an embodiment, the supporting bracket 130 has a mounting hole 13131 for mounting a wiper, and the mounting hole 13131 is provided at the third bracket portion 1313. That is, the support bracket 130 of the present disclosure can provide a mounting space for the wiper of the vehicle while being supported by the upper cross beam 110 and the lower cross beam 120, without separately providing a mounting structure for the wiper, and reduce the number of parts.

The main wiper arm of the wiper is mounted on the third bracket portion 1313. The third bracket portion 1313 has a mounting hole 13131 for mounting the main wiper arm, the mounting hole 13131 is located below the reinforcing rib 1314, and the main wiper arm is fixedly mounted in the mounting hole 13131 by a screw. Alternatively, a nut is disposed in the mounting hole 13131, and the screw is a bolt. The main wiper arm of the wiper is fixed to the third bracket part 1313 of the support bracket 130 by fitting bolts and nuts into the mounting holes 13131. Optionally, the nut is a desoldering nut.

In an embodiment, the first connection section 132 and/or the second connection section 133 have lightening holes. That is, the first connecting section 132 may be provided with lightening holes, the second connecting section 133 may be provided with lightening holes, and both the first connecting section 132 and the second connecting section 133 may be provided with lightening holes. After the first connecting section 132 and the second connecting section 133 are provided with lightening holes, the overall weight can be lightened while the connection reliability is not influenced. It is to be noted that the shape and size of the lightening hole are not limited in principle as long as the overall structural strength is not affected.

Referring to fig. 1 and 4, in an embodiment, the support bracket 130 further includes a support section 134, and the support section 134 is disposed between the bracket main body 131 and the second connection section 133 to support an end of the support bracket 130 away from the lower cross member 120.

The supporting section 134 is disposed between the third frame portion 1313 and the second connecting section 133 of the frame body 131, and the supporting section 134 can support between the third frame portion 1313 and the second connecting section 133, so that a certain distance exists between the end of the frame body 131 and the lower beam 120, and then the second connecting section 133 is located at the rear end of the frame body 131, and a certain distance exists between the second connecting section and the third frame portion 1313, so as to facilitate the connection between the supporting frame 130 and the lower beam 120.

Moreover, after the support section 134 is provided, the support section 134 can support the bracket main body 131, so that the support section 134 and the bracket main body 131 are reliably supported between the upper cross beam 110 and the lower cross beam 120. Meanwhile, after a pedestrian collides with the front windshield to generate collision impact, the impact is applied to the bracket body 131, and the bracket 130 body is supported by the support section 134 to provide a collision deformation space. Optionally, the support section 134 is plate-shaped.

Referring to fig. 3, in an embodiment, the support bracket 130 further includes a chamfered portion 135, the chamfered portion 135 is disposed at a side edge of the support bracket 130, and the chamfered portion 135 is rounded toward a front side of the upper beam 110. As shown in fig. 3, a chamfered portion 135 is provided on the left side of the bracket main body 131, the chamfered portion 135 is convex toward the front of the vehicle and concave toward the rear of the vehicle, and the strength and process requirements of the support bracket 130 are satisfied by the chamfered portion 135.

Alternatively, the chamfered portion 135 may have an arc-shaped cross-sectional shape. That is, the chamfered portion 135 is rounded.

In one embodiment, the support bracket 130 further has an extension part provided at an edge of the chamfered part 135, the extension part extending toward the rear side of the upper cross member 110. That is, an extension is provided at an edge of the chamfered portion 135 away from the bracket main body 131, the extension extending toward the rear of the vehicle to satisfy the strength and process requirements of the support bracket 130.

Optionally, the extension size of the extension part ranges from 1mm to 3mm to meet the strength and process requirements of the support bracket 130. Preferably, the extension of the extension toward the rear of the vehicle is 2mm.

Referring to fig. 3 and 4, in an embodiment, the support bracket 130 further includes a connecting member 136, the connecting member 136 is disposed at a side of the bracket main body 131 and is disposed in a step shape with the bracket main body 131, and the connecting member 136 connects the dash panel and the lower cross member 120.

Connecting piece 136 sets up in the bottom of support holder 130, and this connecting piece 136 can connect bottom end rail 120 and preceding bounding wall, increases the area of being connected of support holder 130 and bottom end rail 120 to realize that support holder 130 is connected with preceding bounding wall, guarantee the structural strength of support holder 130 self, and then improve the support capacity of support holder 130.

As shown in fig. 3, the connecting member 136 is disposed at a side of the support main body, and a surface of the connecting member 136 is concavely disposed with respect to a surface of the bracket main body 131 to form a stepped structure. In this way, after the support bracket 130 is connected to the upper cross member 110 and the lower cross member 120, the connecting member 136 can be fixed to the dash panel and the lower cross member 120 by welding, so as to ensure that the support bracket 130 is reliably fixed.

Referring to fig. 3, in an embodiment, the link 136 includes a first link portion 1361 and a second link portion 1362, one end of the first link portion 1361 and one end of the second link portion 1362 are connected to the bracket main body 131, the other end of the first link portion 1361 and the other end of the second link portion 1362 protrude toward a side surface of the bracket main body 131, the first link portion 1361 is connected to the dash panel, and the second link portion 1362 is connected to the bottom cross member 120.

One end of the first connecting portion 1361 is connected to a side surface of the holder main body 131, and further, to a side surface of the chamfered portion 135. One end of the second connecting portion 1362 is connected to a side surface of the bracket main body 131, and further, to a side surface of the chamfered portion 135, and the first connecting portion 1361 is located above the second connecting portion 1362, and the other ends of the first connecting portion 1362 and the second connecting portion 1362 protrude toward the side surface of the bracket main body 131.

The surfaces of the first connecting portion 1361 and the second connecting portion 1362 are recessed in the surface of the bracket body 131 to be in a step-like arrangement, so that the first connecting portion 1361 is connected to the dash panel by welding, and the second connecting portion 1362 is connected to the lower cross beam 120 by welding, thereby ensuring that the support bracket 130 can be reliably fixed.

Alternatively, the first connection portion 1361 and the second connection portion 1362 are flat plate-shaped. Alternatively, the first connection portion 1361 and the second connection portion 1362 are provided in a U-shape. That is, the first connection portion 1361 and the second connection portion 1362 are provided in a concave shape. Optionally, the bracket main body 131, the support section 134, the chamfered portion 135, the extension portion, and the connecting member 136 are an integral structure.

Alternatively, the support bracket 130 is made of a DC series low carbon steel to secure the structural strength of the support bracket 130, and also to generate collision deformation under the impact force to increase a collision deformation space. Illustratively, the support bracket 130 is made of DC01 low carbon steel. Optionally, the support bracket 130 has an overall length in the range of 130mm to 150mm and a width in the range of 25mm to 40mm. Alternatively, the plate thickness of the support bracket 130 ranges from 1mm to 1.2mm.

Referring to fig. 1 to 4, in order to increase the deformability of the front windshield area, a support bracket 130 is added between the upper cross beam 110 and the lower cross beam 120, and the support bracket 130 connects the upper cross beam 110 and the lower cross beam 120 to provide support for the upper cross beam 110 and the lower cross beam 120, so as to ensure the integrity of the overall frame of the vehicle. In the pedestrian protection head type collision working condition process, the support bracket 130 receives the impact force of transmission, and this impact force makes the support main part 131 take place certain deformation in the department of buckling, provides more removal spaces for the head, reduces the head acceleration in order to reduce the HIC value, reduces the damage that causes the pedestrian, improves the pedestrian protection collision performance of vehicle.

Meanwhile, the support bracket 130 maximally maintains the connection with the surrounding parts, and ensures that the local mode is not greatly changed. This support bracket 130 can also provide the support for the main arm of scraping of windscreen wiper, makes things convenient for the installation of windscreen wiper, reduces part quantity. This wind window beam structure 100's simple structure supports entablature 110 and bottom end rail 120 through support holder 130 to provide the collision buffering space, reduce part quantity, reduce research and development and manufacturing cost, and reduce whole car weight, do benefit to the lightweight design.

The present disclosure further provides a vehicle, which includes a vehicle body 200 and the wind window beam structure 100 according to any of the above embodiments, wherein the wind window beam structure 100 is disposed on the vehicle body 200 and supports a front windshield of the vehicle body 200. After the vehicle of the present disclosure adopts the windshield beam structure 100 of the above embodiment, a collision deformation space can be provided for the collision of the pedestrian and the front windshield, the head acceleration is reduced to reduce the HIC value, the damage to the pedestrian is reduced, and the pedestrian protection collision performance of the vehicle is improved.

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-described embodiments are merely illustrative of several embodiments of the present disclosure, which are described in more detail and detailed, but are not to be construed as limiting the scope of the disclosure. It should be noted that various changes and modifications can be made by one skilled in the art without departing from the spirit of the disclosure, and these changes and modifications are all within the scope of the disclosure. Therefore, the protection scope of the present disclosure should be subject to the appended claims.

Claims (12)

1. A wind window beam structure, comprising:

an upper cross beam;

the lower cross beam is positioned below the upper cross beam, one end of the lower cross beam is connected with one end of the upper cross beam, and the other end of the lower cross beam and the other end of the upper cross beam are connected with a front wall plate of a vehicle; and

the supporting bracket is connected with the upper cross beam and the lower cross beam so as to increase the deformation space during collision and is provided with at least one bent part.

2. The wind window beam structure according to claim 1, wherein the support bracket includes a bracket main body, a first connection section and a second connection section, the first connection section and the second connection section are bent and disposed at both ends of the bracket main body, the first connection section is connected to the upper beam, and the second connection section is connected to the lower beam.

3. The wind window beam structure according to claim 2, wherein the bracket main body includes a first bracket portion, a second bracket portion, and a third bracket portion, the second bracket portion connects the first bracket portion and the third bracket portion, the first bracket portion is bent to connect the first connecting section, and the third bracket portion is bent to connect the second connecting section.

4. The wind window beam structure according to claim 3, wherein the second bracket portion is bent with respect to the first bracket portion, the second bracket portion is bent with respect to the third bracket portion, and the first bracket portion, the second bracket portion, and the third bracket portion enclose a recessed space;

the angle alpha of the bending device is more than or equal to 110 degrees and less than or equal to 130 degrees.

5. The wind window beam structure according to claim 3, wherein the bracket main body further comprises a reinforcing rib provided to the second bracket portion and provided to protrude from the second bracket portion.

6. The wind window beam structure according to any one of claims 2 to 5, wherein the support bracket further comprises a support section provided between the bracket main body and the second connection section to brace an end of the bracket main body away from the lower cross member.

7. The wind window beam structure according to any one of claims 2 to 5, wherein the support bracket further comprises a chamfered portion provided at a side edge of the support bracket, the chamfered portion being rounded toward a front side of the upper cross member.

8. The wind window beam structure of claim 7, wherein the support bracket further has an extension portion provided to an edge of the chamfered portion, the extension portion extending toward a rear side of the upper cross member;

the extension size range of the extension part is 1 mm-3 mm.

9. The wind window beam structure according to any one of claims 2 to 5, wherein the support bracket further comprises a connecting member provided at a side surface of the bracket main body and arranged in a stepped shape with the bracket main body, the connecting member connecting the cowl panel and the bottom cross member.

10. The windshield beam structure according to claim 9, wherein the connecting member includes a first connecting portion and a second connecting portion, one end of the first connecting portion and one end of the second connecting portion are connected to the bracket main body, the other end of the first connecting portion and the other end of the second connecting portion protrude toward the side of the bracket main body, the first connecting portion is connected to the dash panel, and the second connecting portion is connected to the bottom cross member.

11. The sash beam structure of claim 3, wherein the support bracket has a mounting hole to mount a wiper, the mounting hole being provided to the third bracket portion.

12. A vehicle characterized by comprising a vehicle body and the wind window beam structure of any one of claims 1 to 11, which is provided to the vehicle body and supports a front windshield of the vehicle body.

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