CN219506103U - Automobile left front wall assembly and automobile - Google Patents
Automobile left front wall assembly and automobile Download PDFInfo
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- CN219506103U CN219506103U CN202320773672.0U CN202320773672U CN219506103U CN 219506103 U CN219506103 U CN 219506103U CN 202320773672 U CN202320773672 U CN 202320773672U CN 219506103 U CN219506103 U CN 219506103U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
The utility model provides an automobile left front wall assembly and a vehicle, which specifically comprise: the front wall plate and the reinforcing structure are arranged at the lower part of the front wall plate and close to the front floor of the automobile cab, the reinforcing structure comprises a first reinforcing beam and a second reinforcing beam, the first reinforcing beam is arranged along the width direction of the automobile and is fixedly connected with the front wall plate, the second reinforcing beam is fixedly connected with the front wall plate, the extending direction of the second reinforcing beam is consistent with the extending direction of the front wall plate to the front floor, and the first reinforcing beam is connected with the second reinforcing beam in a T shape. The embodiment of the utility model can solve the problem that the front surrounding area of the vehicle body of the traditional vehicle is damaged greatly under the influence of small offset collision.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to an automobile left front wall assembly and a vehicle.
Background
Small offset collisions are one of the more frequent types of vehicle accidents, and the resulting casualties and economic losses are not negligible. Therefore, the structural design of the left front wall assembly of the automobile, which is used for dealing with the small offset collision of the automobile, has important influence on the improvement of the safety performance of the automobile. In the traditional collision process, a front longitudinal beam of a vehicle body is mainly used as a main path for energy transmission and absorption in the collision process, and in the 25% small offset collision test process, the front longitudinal beam of the vehicle body is not overlapped with a collision barrier, and the front longitudinal beam of the vehicle body is not used as a main path for energy transmission and absorption, so that the collision barrier directly impacts the A column area. Therefore, the conventional vehicle is largely damaged in the front wall area of the vehicle body under the influence of a small offset collision, and the safety of the driver in the passenger compartment is seriously compromised.
Disclosure of Invention
The embodiment of the utility model aims to provide an automobile left front wall assembly and an automobile, and solves the problem that the front wall area of the automobile body of the traditional automobile is damaged greatly under the influence of small offset collision.
In order to solve the technical problems, the utility model is realized as follows:
in a first aspect, an embodiment of the present utility model provides an automobile left front wall assembly, including: the front wall plate and the reinforcing structure are arranged at the lower part of the front wall plate and close to the front floor of the automobile cab, the reinforcing structure comprises a first reinforcing beam and a second reinforcing beam, the first reinforcing beam is arranged along the width direction of the automobile and is fixedly connected with the front wall plate, the second reinforcing beam is fixedly connected with the front wall plate, the extending direction of the second reinforcing beam is consistent with the extending direction of the front wall plate to the front floor, and the first reinforcing beam is connected with the second reinforcing beam in a T shape.
Optionally, the connection part of the first reinforcement beam and the second reinforcement beam is fixed through two welding.
Optionally, the first reinforcement beam includes a first side plate, a first bending plate, and a second side plate connected in sequence;
the first side plate is fixedly connected with the front coaming, the second side plate is fixedly connected with the front coaming, a first cavity is formed between the first bending plate and the front coaming, and the first bending plate protrudes into the automobile compartment.
Optionally, the first side plate includes N first protrusions, the second side plate includes M second protrusions, and the protrusion directions of the first protrusions and the second protrusions are consistent with the protrusion direction of the first bending plate, where N, M is an integer greater than or equal to 1;
the part between any two first bulges on the first side plate is fixedly connected with the front surrounding plate through spot welding, and the part between any two second bulges on the second side plate is fixedly connected with the front surrounding plate through spot welding.
Optionally, the second reinforcing beam comprises a third side plate, a second bending plate and a fourth side plate which are sequentially connected;
the third side plate is fixedly connected with the front coaming, the fourth side plate is fixedly connected with the front coaming, and a second cavity is formed between the second bending plate and the front coaming, wherein the second bending plate protrudes into the automobile compartment.
Optionally, the third side plate includes K third protrusions, the fourth side plate includes L fourth protrusions, and a protrusion direction of the third protrusions, a protrusion direction of the fourth protrusions are consistent with a protrusion direction of the second bending plate, where K, L is an integer greater than or equal to 1;
the parts between any two third bulges on the third side plate are fixedly connected with the front surrounding plate through spot welding, and the parts between any two fourth bulges on the fourth side plate are fixedly connected with the front surrounding plate through spot welding.
Optionally, the left A-pillar inner plate lower plate is included, one end of the first stiffening beam, which is far away from the second stiffening beam, extends to the left A-pillar inner plate lower plate, and is fixedly connected with the left A-pillar inner plate lower plate through two welding protections.
Optionally, the automobile comprises a left side wall outer plate, wherein the left side wall outer plate is arranged on one side of the lower plate of the left A pillar inner plate, which faces the outer side of the automobile.
Optionally, the left side wall outer plate protrudes to the outer side of the automobile, and a third cavity is formed between the left side wall outer plate and the left A column inner plate lower plate.
In a second aspect, embodiments of the present utility model further provide a vehicle on which the left front wall assembly of the automobile according to any one of the first aspects is mounted.
In the embodiment of the utility model, a reinforcing structure is additionally arranged on the automobile front wall plate, and the reinforcing structure comprises a first reinforcing beam and a second reinforcing beam. The first stiffening beam is arranged on the automobile front coaming along the width direction of the automobile, the second stiffening beam is also arranged on the automobile front coaming, the first stiffening beam is connected with the second stiffening beam in a T shape, the capability of resisting small offset collision deformation of the left front coaming area of the automobile can be enhanced under the combined action of the first stiffening beam and the second stiffening beam, and the influence of the automobile on the left front coaming area of the automobile under the influence of the small offset collision is reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the description of the embodiments of the present utility model will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of an automobile left front wall assembly according to an embodiment of the present utility model;
FIG. 2 is a schematic view of a left front wall assembly of a conventional automobile;
FIG. 3 is a schematic view of the structure of section A-A of FIG. 1;
FIG. 4 is a schematic view of the structure of section B-B in FIG. 1;
FIG. 5 is a schematic view of the structure of section C-C in FIG. 1;
the reference numerals are as follows:
10: a dash panel;
20: a reinforcing structure; 21: a first reinforcing beam; 211: a first side plate; 212: a first bending plate; 213: a second side plate; 22: a second reinforcing beam;
30: a front floor;
40: a left a pillar inner panel lower panel;
50: left side wall planking.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are only some embodiments of the present utility model, not all embodiments of the present utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
In the description of the present utility model, it should be understood that the terms "X axis," "Y axis," "Z axis," "vertical," "parallel," "up," "down," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," etc. indicate orientations or positional relationships as indicated based on the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore cannot be managed
To be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more. In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
Referring to fig. 1, fig. 1 is a schematic structural diagram of an automotive left front wall assembly according to an embodiment of the present utility model, as shown in the drawings, the automotive left front wall assembly includes:
the front wall plate 10, the reinforced structure 20 sets up the front wall plate 10 lower part, and be close to the preceding floor 30 of car cockpit, the reinforced structure 20 includes first stiffening beam 21 and second stiffening beam 22, and first stiffening beam 21 is followed the width direction setting of car and with front wall plate 10 fixed connection, second stiffening beam 22 and front wall plate 10 fixed connection, the extending direction of second stiffening beam 22 is unanimous with the extending direction of front wall plate 10 preceding floor 30, and first stiffening beam 21 is "T" word connection with second stiffening beam 22.
In an embodiment of the present utility model, fig. 2 is a schematic structural diagram of a left front wall assembly of a conventional automobile. Referring to fig. 1 and comparing fig. 2, in the embodiment of the present utility model, a reinforcement structure 20 is provided at the lower portion of the dash panel 10 of the automobile, and a first reinforcement beam 21 and a second reinforcement beam 22 are both fixed to the dash panel 10. The first reinforcement beam 21 may be fixed in the width direction of the automobile. Subsequently, the second reinforcement beam 22 may be fixed to the dash panel 10, and the second reinforcement beam 22 may be fixed in the vertical direction of the width of the automobile. Specifically, the direction in which the dash panel extends toward the front floor boundary may coincide with the extending direction of the second reinforcement beam, and the second reinforcement beam 22 may be fixed in this extending direction. In this way, the first reinforcing beam 21 and the second reinforcing beam 22 are respectively fixed in different directions, so that the deformation capability of the front wall plate 10 for resisting small offset collision can be enhanced, the safety collision grade of the automobile provided with the front wall assembly in the embodiment of the utility model can be effectively improved, and the safety performance is improved.
Referring to fig. 3, the first reinforcing beam 21 is fixedly connected to the dash panel 10 in the manner of two-welding connection, so that the structure with a large deformation range can be adapted, and the welding deformation is small. In this way, in the embodiment of the present utility model, the first reinforcement beam 21 and the second reinforcement beam 22 are fixed on the front panel 10, and after the first reinforcement beam 21 and the front panel 10 are connected by adopting two welding, for the automobile provided with the automobile left front wall assembly of the present utility model, the post-change amount is small, so that the automobile left front wall assembly structure can be adjusted in time, and the automobile left front wall assembly has good collision performance.
Optionally, the connection between the first reinforcement beam 21 and the second reinforcement beam 22 is fixed by two welding.
As shown in fig. 4, the first reinforcement beam 21 and the second reinforcement beam 22 are fixedly connected, specifically, two welding-protection modes can be adopted for connection, so that the crack resistance of the connection part of the first reinforcement beam 21 and the second reinforcement beam 22 can be effectively improved, the welding deformation is small, the adaptive deformation range is large, and the first reinforcement beam 21 and the second reinforcement beam 22 can be fixedly connected at the crossing part of the T shape.
Alternatively, the first reinforcement beam 21 includes a first side plate 211, a first bent plate 212, and a second side plate 213 connected in sequence;
the first side plate 211 is fixedly connected with the front coaming 10, the second side plate is fixedly connected with the front coaming, and a first cavity is formed between the first bending plate and the front coaming, wherein the first bending plate protrudes into the automobile compartment.
Optionally, the first side plate 211 includes N first protrusions, and the second side plate 213 includes M second protrusions, where the protrusion direction of the first protrusions and the protrusion direction of the second protrusions are consistent with the protrusion direction of the first bending plate 212, and N, M is an integer greater than or equal to 1;
the portion between any two of the first protrusions on the first side plate 211 is fixedly connected with the dash panel 10 by spot welding, and the portion between any two of the second protrusions on the second side plate 213 is fixedly connected with the dash panel 10 by spot welding.
With continued reference to fig. 1, to add one of the reinforcement structures for fixing the deformation preventing performance against the small offset collision of the vehicle to the dash panel 10, the first reinforcement beam 21 may be specifically provided with a first side panel 211, a first bending panel 212, and a second side panel 213 connected in this order. Specifically, the first bending plate 212 may be bent into a circular arc plate with a concave middle, and two side plates of the circular arc plate are respectively connected to the first side plate 211 and the second side plate 213. The first bending plate 212 may be further bent to have a concave middle portion, and two sides of the bending plate are respectively connected to the first side plate 211 and the second side plate 213, and form a bending plate of a step portion with the first side plate 211 and the second side plate 213 (as shown in fig. 5). Wherein, first curb plate 211 and second curb plate 213 are connected with dash panel 10, and there is the cavity between first bending plate 212 and the dash panel 10, and this cavity is protruding to the carriage in, when taking place little offset collision, this first bending plate 212 can reduce the possibility that dash panel 10 takes place to warp, promotes the anticollision performance of dash assembly.
Specifically, N first protrusions and M second protrusions may be disposed on the first side plate 211 and the second side plate 213, each two first protrusions may be disposed at intervals, each two second protrusions may be disposed at intervals, and each two first protrusions and each two second protrusions are connected to the dash panel 10 at intervals, thereby, spot welding is performed at a junction with the dash panel 10 between each two first protrusions of the first side plate 211, spot welding is also performed at a junction with the dash panel 10 between each two second protrusions of the second side plate 213, and the first reinforcement beam 21 may be fixed to the dash panel 10. Meanwhile, the first protrusion arranged on the first side plate 211 and the second protrusion arranged on the second side plate 213 can also enhance the deformation resistance of the automobile left front wall assembly against small offset collision in the embodiment of the utility model.
Optionally, the second reinforcement beam 22 includes a third side plate, a second bent plate, and a fourth side plate connected in sequence;
the third side plate is fixedly connected with the front coaming 10, the fourth side plate is fixedly connected with the front coaming 10, and a second cavity is formed between the second bending plate and the front coaming 10, wherein the second bending plate protrudes into the automobile compartment.
Optionally, the third side plate includes K third protrusions, the fourth side plate includes L fourth protrusions, and a protrusion direction of the third protrusions, a protrusion direction of the fourth protrusions are consistent with a protrusion direction of the second bending plate, where K, L is an integer greater than or equal to 1;
the parts between any two third bulges on the third side plate are fixedly connected with the front wall plate 10 through spot welding, and the parts between any two fourth bulges on the fourth side plate are fixedly connected with the front wall plate 10 through spot welding.
Referring again to fig. 4, in fig. 4, there is a gap between the second reinforcement beam 22 and the dash panel 10 because the protrusions on the third side plate and the fourth side plate of the second reinforcement beam 22 do not connect with the dash panel 10, and the depressions between each two protrusions are connected with the dash panel 10, so that the third side plate and the fourth side plate of the second reinforcement beam 22 can be connected with the dash panel 10 by spot welding. The beneficial effects of the third side plate, the second bent plate, and the fourth side plate in the second reinforcement beam 22 can be determined by referring to the first side plate 211, the first bent plate 212, and the second side plate 213 in the first reinforcement beam 21, which are not described herein.
Optionally, the left a pillar inner panel lower 40 is included, and one end of the first reinforcement beam 21 away from the second reinforcement beam 22 extends to the left a pillar inner panel lower 40 and is fixedly connected with the left a pillar inner panel lower 40 by two welding.
Optionally, a left side body outer panel 50 is included, the left side body outer panel 50 being provided on a side of the left a pillar inner panel lower 40 facing the outside of the automobile.
Alternatively, the left side fascia outer panel 50 projects outwardly of the vehicle, with a third cavity being formed between the left side fascia outer panel 50 and the left a pillar inner panel lower 40.
Referring to fig. 1 and 2 in detail, an end of the first reinforcement beam 21 remote from the second reinforcement beam 22 may be connected to the left a pillar inner panel lower panel 40 of the front wall of the automobile, and the first reinforcement beam 21 and the second reinforcement beam 22 may be fixedly connected by two welding. In addition, a left side wall outer plate can be covered on the outer side part of the automobile of the left A column inner plate lower plate, so that a third cavity is formed between the left side wall outer plate 50 and the left A column inner plate lower plate 40, the third cavity can be used as an anti-deformation structure when small offset collision occurs, and the anti-deformation performance of the automobile left front wall assembly is improved.
In another embodiment of the present utility model, a vehicle may be provided, where the vehicle has the technical features of the left front wall assembly of the automobile in any one of the foregoing embodiments, and meanwhile, the beneficial effects of the foregoing embodiments may be achieved, and the specific technical features and beneficial effects are shown in the foregoing embodiments and are not repeated herein.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The foregoing is merely illustrative of the present utility model, and the present utility model is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present utility model. Therefore, the protection scope of the utility model is subject to the protection scope of the claims.
Claims (10)
1. A left front wall assembly of an automobile, comprising: the front wall plate and the reinforcing structure are arranged at the lower part of the front wall plate and close to the front floor of the automobile cab, the reinforcing structure comprises a first reinforcing beam and a second reinforcing beam, the first reinforcing beam is arranged along the width direction of the automobile and is fixedly connected with the front wall plate, the second reinforcing beam is fixedly connected with the front wall plate, the extending direction of the second reinforcing beam is consistent with the extending direction of the front wall plate to the front floor, and the first reinforcing beam is connected with the second reinforcing beam in a T shape.
2. The left front wall assembly of claim 1, wherein the junction of the first reinforcement beam and the second reinforcement beam is secured by two weld protectors.
3. The left front wall assembly of claim 1, wherein the first reinforcement beam comprises a first side panel, a first bend panel, and a second side panel connected in sequence;
the first side plate is fixedly connected with the front coaming, the second side plate is fixedly connected with the front coaming, a first cavity is formed between the first bending plate and the front coaming, and the first bending plate protrudes into the automobile compartment.
4. The left front wall assembly of claim 3, wherein the first side panel comprises N first protrusions, the second side panel comprises M second protrusions, and the protrusion direction of the first protrusions and the protrusion direction of the second protrusions are consistent with the protrusion direction of the first bent plate, wherein N, M is an integer greater than or equal to 1;
the part between any two first bulges on the first side plate is fixedly connected with the front surrounding plate through spot welding, and the part between any two second bulges on the second side plate is fixedly connected with the front surrounding plate through spot welding.
5. The left front wall assembly of claim 4, wherein the second reinforcement beam comprises a third side panel, a second bend panel, and a fourth side panel connected in sequence;
the third side plate is fixedly connected with the front coaming, the fourth side plate is fixedly connected with the front coaming, and a second cavity is formed between the second bending plate and the front coaming, wherein the second bending plate protrudes into the automobile compartment.
6. The left front wall assembly of claim 5, wherein the third side panel comprises K third protrusions, the fourth side panel comprises L fourth protrusions, and the protrusion direction of the third protrusions and the protrusion direction of the fourth protrusions are consistent with the protrusion direction of the second bent plate, wherein K, L is an integer greater than or equal to 1;
the parts between any two third bulges on the third side plate are fixedly connected with the front surrounding plate through spot welding, and the parts between any two fourth bulges on the fourth side plate are fixedly connected with the front surrounding plate through spot welding.
7. The left front wall assembly of claim 1, comprising a left a pillar inner panel lower panel, wherein an end of the first reinforcement beam remote from the second reinforcement beam extends to the left a pillar inner panel lower panel and is fixedly connected to the left a pillar inner panel lower panel by two weld protectors.
8. The left front wall assembly of claim 7, comprising a left side wall outer panel disposed on a side of the left a pillar inner panel lower panel facing the outside of the vehicle.
9. The automotive left front wall assembly of claim 8, wherein the left side wall outer panel is raised toward the automotive outside, and a third cavity is formed between the left side wall outer panel and the left a pillar inner panel lower panel.
10. A vehicle having mounted thereon the left front wall assembly of the automobile of any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320773672.0U CN219506103U (en) | 2023-04-10 | 2023-04-10 | Automobile left front wall assembly and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320773672.0U CN219506103U (en) | 2023-04-10 | 2023-04-10 | Automobile left front wall assembly and automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219506103U true CN219506103U (en) | 2023-08-11 |
Family
ID=87523044
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320773672.0U Active CN219506103U (en) | 2023-04-10 | 2023-04-10 | Automobile left front wall assembly and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219506103U (en) |
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2023
- 2023-04-10 CN CN202320773672.0U patent/CN219506103U/en active Active
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