CN219728346U - Front cabin longitudinal beam and vehicle - Google Patents

Abstract

The utility model provides a front engine room longitudinal beam and a vehicle, wherein the front engine room longitudinal beam comprises a longitudinal beam inner plate and a longitudinal beam outer plate which are buckled and connected together; an upper lap seam allowance positioned at the top of the front cabin longitudinal beam and a lower lap seam allowance positioned at the bottom of the front cabin longitudinal beam are arranged between the longitudinal beam inner plate and the longitudinal beam outer plate; in the left-right direction of the whole automobile, the lower lap seam allowance is arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam, the upper lap seam allowance is provided with a lap seam allowance front section arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam, and a lap seam allowance rear section arranged on one side, close to the inside of the automobile, of the front cabin longitudinal beam. According to the front cabin longitudinal beam, the upper lap seam allowance and the lower lap seam allowance of the front cabin longitudinal beam are arranged, so that the front cabin longitudinal beam can adapt to the motion envelope of the double-fork-arm suspension and the assembly of the motor cross beam, can meet the carrying requirement of the double-fork-arm front suspension, and is beneficial to improving the drivability of a vehicle.

Description

Front cabin longitudinal beam and vehicle

Technical Field

The utility model relates to the technical field of vehicle parts, in particular to a front engine room longitudinal beam. Meanwhile, the utility model also relates to a vehicle provided with the front cabin longitudinal beam.

Background

The double-fork arm type suspension (hereinafter referred to as a double-fork arm type suspension) has an upper fork arm and a lower fork arm, lateral force is absorbed by the two fork arms at the same time, and the strut only carries the weight of the vehicle body, so that the lateral rigidity is high. The upper and lower A-shaped fork arms of the double-fork arm suspension can accurately position various parameters of the front wheel, and when the front wheel turns, the upper and lower fork arms can simultaneously absorb transverse force born by the tire, and the transverse rigidity of the upper and lower fork arms is higher, so that the side tilting of the turning is smaller. Therefore, the vehicle with the double-fork arm suspension has better safety.

Because the double fork arm suspension is matched with the tire, more space is occupied in the width direction of the whole vehicle, and the power assembly is arranged, the space of the whole vehicle in the width direction is relatively tense. Based on the structural design of the longitudinal beam of the front engine room in the prior art, the double-fork-arm front suspension is not easy to carry, and the motor cross beam is not easy to arrange, so that the safety of a vehicle is not easy to realize.

Disclosure of Invention

In view of this, the present utility model aims to propose a front cabin rail to facilitate the double wishbone suspension motion envelope and the assembly of the motor cross member.

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

a front engine room longitudinal beam comprises a longitudinal beam inner plate and a longitudinal beam outer plate which are buckled and connected together; an upper lap seam allowance positioned at the top of the front cabin longitudinal beam and a lower lap seam allowance positioned at the bottom of the front cabin longitudinal beam are arranged between the longitudinal beam inner plate and the longitudinal beam outer plate; in the left-right direction of the whole automobile, the lower lap seam allowance is arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam, the upper lap seam allowance is provided with a lap seam allowance front section arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam, and a lap seam allowance rear section arranged on one side, close to the inside of the automobile, of the front cabin longitudinal beam.

Further, the projection of the front section of the longitudinal beam inner plate on each side in the up-down direction of the whole vehicle is triangular; the front ends of the longitudinal beam inner plates at all sides are gradually reduced in cross section area along the left-right direction of the whole vehicle from front to back along the front-back direction of the whole vehicle; the front section of the longitudinal beam inner plate is a part of the longitudinal beam inner plate, which is positioned at the front side of a demarcation point between the front section of the upper lap seam allowance and the rear section of the upper lap seam allowance.

Further, an inner plate corner reinforcing piece is arranged on the inner side of the longitudinal beam inner plate, and the cross section of the inner plate corner reinforcing piece is L-shaped and is connected to the edge angle position of the longitudinal beam inner plate; and/or an outer plate corner reinforcement is arranged on the inner side of the longitudinal beam outer plate, and the cross section of the outer plate corner reinforcement is L-shaped and is connected to the edge angle position of the longitudinal beam outer plate.

Further, a front auxiliary frame mounting part is arranged in the front engine room longitudinal beam; the front auxiliary frame mounting part comprises a nut plate with a threaded connection hole and a reinforcing plate connected with the nut plate; the reinforcing plate is connected with at least the top surface, the left side surface and the right side surface in the front engine room longitudinal beam.

Further, the nut plate comprises a bottom plate and a threaded sleeve connected with the bottom plate; the threaded connection hole is positioned in the threaded sleeve and penetrates through the bottom plate, the threaded sleeve is connected in a groove on the reinforcing plate, and the groove is arranged along with the threaded sleeve.

Further, the nut plate is integrally formed by stamping; and/or the top and the left side and the right side of the reinforcing plate are respectively provided with a connecting flanging, and the reinforcing plate is connected in the front engine room longitudinal beam through each connecting flanging.

Compared with the prior art, the utility model has the following advantages:

according to the front cabin longitudinal beam, the upper lap seam allowance and the lower lap seam allowance of the front cabin longitudinal beam are arranged, so that the front cabin longitudinal beam can adapt to the motion envelope of the double-fork-arm suspension and the assembly of the motor cross beam, can meet the carrying requirement of the double-fork-arm front suspension, and is beneficial to improving the drivability of a vehicle.

In addition, make the anterior segment of longeron inner panel triangle-shaped, and make the cross-sectional area of longeron inner panel anterior segment from front to back taper setting, not only can promote the structural strength of longeron inner panel anterior segment, also can be in the anterior segment of collision process mainly by longeron inner panel atress, the posterior segment of collision process is by longeron planking atress, can realize the segmentation collapsibility of collision force from this, improve the energy-absorbing ability that contracts of front cabin longeron, improve maintenance economy. The angle reinforcing piece is arranged at the inner side edge angle position of the longitudinal beam inner plate and the longitudinal beam outer plate, so that the structural strength of the longitudinal beam inner plate and the longitudinal beam outer plate can be increased, and the section force of the front engine room longitudinal beam is effectively improved.

In addition, the front auxiliary frame installation part comprises a nut plate and a reinforcing plate, and the reinforcing plate is connected with the top surface and the side surfaces of the two sides in the front engine room longitudinal beam, so that the structural strength of the front auxiliary frame installation part can be ensured, and the stability of the front auxiliary frame installation can be improved. The nut plate is composed of a bottom plate and a nut sleeve, so that the nut plate can be conveniently arranged in the front engine room longitudinal beam, and meanwhile, the nut plate can be matched with a groove arranged on the reinforcing plate along with the shape, so that the nut plate and the reinforcing plate can be conveniently connected. The nut plate is integrally formed by stamping, so that the nut plate can be conveniently prepared, and meanwhile, the structural strength of the nut plate can be ensured; the reinforcing plate is connected with the front cabin longitudinal beam through the connecting flanging, so that the structural strength of the reinforcing plate can be improved, and the reliability of connection between the reinforcing plate and the front cabin longitudinal beam can be improved.

Another object of the present utility model is to provide a vehicle, in which the front cabin is provided with the front cabin side members as described above, and the front cabin side members are two pieces provided separately on the left and right sides.

Further, the front cabin is also provided with a front shock absorber which is connected with the longitudinal beams of the front cabin on each side; a beam body structure connected into a ring shape is arranged between the front shock absorption towers at two sides, and comprises a shock absorption tower connecting beam and a motor rear mounting beam which are oppositely arranged up and down; the shock absorber is characterized in that upper connecting arms are respectively arranged at the left end and the right end of the connecting beam of the shock absorber, lower connecting arms are respectively arranged at the left end and the right end of the rear mounting beam of the motor, and the upper connecting arms and the lower connecting arms on the same side are connected together.

Further, each upper connecting arm is connected with the front shock absorber on the same side; and/or the lower connecting arms on each side are connected with the outer stringer plate and the inner stringer plate on the upper lap seam allowance on the same side.

Further, a motor front mounting cross beam is connected between the tops of the front sections of the longitudinal beam inner plates at the two sides; the connection points between the motor front mounting cross beam and the longitudinal beam inner plates at all sides are close to the same side, and the boundary points between the front section of the upper lap seam allowance and the rear section of the upper lap seam allowance are arranged.

The vehicle of the present utility model has the same technical effects as the front cabin longitudinal beam described above, and will not be described again here.

In addition, through set up annular roof beam body structure before both sides between the shock absorber tower, the rigidity of shock absorber tower position before both sides can not only increase, increase the transverse rigidity between the shock absorber tower before both sides to utilize the great characteristics of annular structural strength, also can promote the whole rigidity in cabin position before, do benefit to the transmission dispersion of collision force in cabin position before. The upper connecting arm is connected with the front shock absorber, the lower connecting arm is connected with the longitudinal beam outer plate and the longitudinal beam inner plate at the upper lap seam allowance, a stable force transmission structure can be formed among the front shock absorber, the front engine room longitudinal beam and the beam body structure, the transfer of collision force among the front shock absorber, the front engine room longitudinal beam and the beam body structure is facilitated, and the collision safety of a vehicle can be improved.

In addition, set up motor front mounting crossbeam between both sides longeron inner panel top, but make full use of longeron inner panel cross-section for the plane at longeron inner panel top can be directly as the mounting point of motor front mounting crossbeam, does not need to set up structures such as transition support, simple to operate, and is favorable to the arrangement of motor front mounting crossbeam in the automobile body, helps the lightweight of automobile body. Meanwhile, the connecting point between the motor front mounting cross beam and the longitudinal beam inner plate is close to the boundary point between the front section of the upper lap joint spigot and the rear section of the upper lap joint spigot, so that the dynamic stiffness of the boundary point between the front section of the upper lap joint spigot and the rear section of the upper lap joint spigot can be improved by means of the motor front mounting cross beam, and the improvement of the overall stiffness of the front part of the vehicle body is facilitated.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

fig. 1 is a schematic view showing an arrangement of a front cabin rail on a vehicle body according to an embodiment of the present utility model;

fig. 2 is a schematic structural view of a front cabin rail according to an embodiment of the present utility model at a first view angle;

fig. 3 is a schematic structural view of a front cabin rail according to an embodiment of the present utility model at a second view angle;

fig. 4 is a schematic structural view of a front cabin rail according to an embodiment of the present utility model at a third view angle;

FIG. 5 is a schematic view of a stringer inner panel according to an embodiment of the present utility model in a view angle;

FIG. 6 is a schematic view of a stringer inner panel according to an embodiment of the present utility model in another view;

FIG. 7 is a schematic view of a stringer outer panel according to an embodiment of the present utility model;

FIG. 8 is a schematic view of a reinforcement plate and nutplate in accordance with one embodiment of the present utility model from one perspective thereof;

FIG. 9 is a schematic view of a reinforcement plate and nutplate from another perspective in accordance with one embodiment of the present utility model;

FIG. 10 is a schematic structural view of a reinforcing plate according to an embodiment of the present utility model;

FIG. 11 is a schematic view illustrating a part of a front nacelle according to a second embodiment of the utility model;

FIG. 12 is a schematic view of a beam structure and a front shock tower according to a second embodiment of the present utility model;

fig. 13 is a schematic structural view of a beam structure according to a second embodiment of the present utility model.

Reference numerals illustrate:

1. a front cabin rail; 2. a front shock absorber; 3. a beam body structure; 4. an energy absorption box; 5. a front bumper beam; 6. a cross beam is arranged in front of the motor; 7. front wheel cover side beams;

101. a stringer inner panel; 102. a stringer outer panel; 103. an upper lap seam allowance; 1031. the front section of the spigot is overlapped; 1032. the rear section of the upper lap seam allowance; 104. a lower lap seam allowance; 105. a recessed portion; 106. inner panel corner reinforcements; 107. an outer panel corner reinforcement; 108. a nutplate; 1081. a bottom plate; 1082. a screw sleeve; 109. a reinforcing plate; 1091. a groove; 1092. connecting and flanging; 110. an extension beam; 111. the inner lower spigot is turned; 112. the inner upper spigot is turned; 113. the outer upper spigot is turned; 114. the outer lower spigot is turned;

301. the damping tower is connected with the cross beam; 3011. a first beam upper plate; 3012. a first cross member lower plate; 3013. an upper connecting arm; 302. a cross beam is arranged behind the motor; 3021. a second beam upper plate; 3022. a second cross member lower plate; 3023. and a lower connecting arm.

Detailed Description

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

In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present utility model, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the connection can be fixed connection, detachable connection or integrated connection; 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 can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a front cabin rail 1 to facilitate the double wishbone suspension movement envelope and assembly of the motor cross member.

The front cabin rail 1 includes a rail inner panel 101 and a rail outer panel 102 that are fastened together. An upper overlap seam allowance 103 positioned at the top of the front cabin rail 1 and a lower overlap seam allowance 104 positioned at the bottom of the front cabin rail 1 are arranged between the rail inner plate 101 and the rail outer plate 102.

In the vehicle left-right direction, the lower overlap seam allowance 104 is provided on a side of the front cabin longitudinal beam 1 close to the outside of the vehicle, the upper overlap seam allowance 103 has an overlap seam allowance front section 1031 provided on a side of the front cabin longitudinal beam 1 close to the outside of the vehicle, and an overlap seam allowance rear section 1032 provided on a side of the front cabin longitudinal beam 1 close to the inside of the vehicle.

Based on the above overall description, an exemplary structure of the front cabin rail 1 according to the present embodiment is shown in fig. 1 to 4. Considering that the front cabin stringers 1 are arranged symmetrically left and right on the vehicle, the front cabin stringers 1 located on the right side of the vehicle will be described as an example.

To form the above-described upper overlap seam allowance 103 and lower overlap seam allowance 104, as shown in fig. 5 and 6, in the present embodiment, the top of the rear section of the rail inner panel 101 is provided to extend upward in the entire vehicle height direction, so that the rear section of the rail inner panel 101 is plate-shaped.

Wherein, the top of longeron inner panel 101 back end and longeron inner panel 101 back end's lateral wall coplanarity sets up, is used for constituting the inboard portion of last overlap joint tang back end 1032, and it also can be favorable to last overlap joint tang back end 1032 to be located the side that is close to in the car.

An inner upper spigot flange 112 is provided at the top of the front section of the side member inner panel 101 so as to be inclined outward in the front-rear direction of the whole vehicle, and the inner upper spigot flange 112 is used to constitute an inner side portion of the upper lap spigot front section 1031. In this embodiment, the inner upper spigot flange 112 is obliquely arranged, so that the upper lap spigot front section 1031 is located on one side close to the outside of the vehicle, and the upper lap spigot 103 is better in transition from the inner side to the outer side of the front cabin longitudinal beam 1 and has better structural strength.

Further, an inner lower seam allowance flange 111 extending in the longitudinal direction thereof is provided at the bottom of the side member inner panel 101, and the inner lower seam allowance flange 111 is located outside the entire front cabin side member 1 and is used to constitute an inner portion of the lower lap seam allowance 104.

Referring still to fig. 1 to 5, in this embodiment, the front section of each side rail inner panel 101 is triangular in projection in the up-down direction of the entire vehicle, and the cross-sectional area of the front section of each side rail inner panel 101 in the left-right direction of the entire vehicle is also gradually reduced from front to back in the front-rear direction of the entire vehicle.

Wherein the front section of the stringer inner panel 101, that is, the portion of the stringer inner panel 101 located on the front side of the boundary point between the upper overlap seam allowance front section 1031 and the upper overlap seam allowance rear section 1032, is formed with the inner upper seam allowance flange 112.

Meanwhile, it can be understood that the front section of the longitudinal beam inner plate 101 is triangular, and the cross section area of the front section of the longitudinal beam inner plate 101 is gradually reduced from front to back, so that the structural strength of the front section of the longitudinal beam inner plate 101 can be improved, the front section of the collision process can be stressed by the longitudinal beam inner plate 101, the rear section of the collision process is stressed by the longitudinal beam outer plate 102, and therefore the sectional collapse of the collision force can be realized, the collapse energy absorbing capacity of the longitudinal beam of the front cabin is improved, and the maintenance economy is improved.

In this embodiment, a preferred exemplary structure of the stringer outer panel 102 is shown in fig. 2 and 7. An outer upper spigot flange 113 is provided on top of the stringer outer panel 102, and a rear section of the outer upper spigot flange 113 is located inside the entire front cabin stringer 1 and constitutes an outer portion of an upper lap spigot rear section 1032. The front section of the outer upper spigot flange 113 is disposed obliquely outward in the front-rear direction of the whole vehicle, and constitutes an outer side portion of the upper lap spigot front section 1031. While the bottom portion of the rear section of the side member outer panel 102 is plate-like, the front section has an outer lower spigot flange 114 to constitute the outer side portion of the lower overlap spigot 104, such that the lower overlap spigot 104 is located on the side of the front cabin side member 1 that is closer to the outside of the vehicle. Here, the upper lap seam allowance 103 and the lower lap seam allowance 104 are simple in structure, convenient to process and form, and good in use effect.

In a specific implementation, the motion envelope of the double-wishbone suspension is arranged on the outer side of the front cabin longitudinal beam 1, and in order to improve the carrying effect of the motion envelope of the double-wishbone suspension, as shown in fig. 2, a concave part 105 avoiding the front suspension envelope is arranged on the longitudinal beam outer plate 102, and the concave part 105 is positioned at the top of the longitudinal beam outer plate 102. The concave part 105 has a simple structure, is easy to arrange and implement, is convenient for carrying the motion envelope of the double-fork arm suspension, and is beneficial to reducing the space occupation in the left-right direction of the whole vehicle.

In this embodiment, in order to further improve the structural strength of the front cabin longitudinal beam 1, preferably, an inner panel corner reinforcement 106 is further provided on the inner side of the longitudinal beam inner panel 101, and the cross section of the inner panel corner reinforcement 106 is L-shaped and is connected to the corner position of the longitudinal beam inner panel 101. Further, an outer panel corner reinforcement 107 is provided inside the stringer outer panel 102, and the outer panel corner reinforcement 107 has an "L" shape in cross section and is connected to the edge corner position of the stringer outer panel 102.

In this embodiment, the inner panel corner reinforcements 106 and the outer panel corner reinforcements 107 are provided at the corner positions, so that the structural strength of the inner side member panel 101 and the outer side member panel 102 can be increased, and the cross-sectional force of the front cabin side member 1 can be effectively improved. In addition, the L-shaped corner reinforcing piece is suitable for the structural shape of the corner position, and has better connection strength.

Referring to fig. 6 and 7, the inner panel corner reinforcement 106 is preferably disposed at the corner position of the bottom of the rear end of the rail inner panel 101, and the outer panel corner reinforcement 107 is preferably disposed at the top corner position of the rear end of the rail outer panel 102. That is, the outer panel corner reinforcement 107 and the inner panel corner reinforcement 106 in the present embodiment are diagonally disposed at the same position of the front cabin longitudinal member 1, so that the cooperation of the two has a better lifting effect on the cross-sectional force of the front cabin longitudinal member 1.

The inner panel corner reinforcements 106 and the outer panel corner reinforcements 107 in this embodiment are simple in structure and easy to machine, shape, arrange and implement. It should be noted that, in the present embodiment, the positions where the inner corner reinforcements 106 and the outer corner reinforcements 107 are disposed may also be adjusted according to the use requirements. Moreover, a solution is also possible in which only one of the inner panel corner reinforcements 106 and the outer panel corner reinforcements 107 is provided.

In order to facilitate the mounting of the front subframe on the front cabin, in this embodiment, a front subframe mounting portion is provided in the front cabin rail 1. As shown in fig. 8 to 10, the front subframe mounting portion includes a nut plate 108 having a screw connection hole, and a reinforcing plate 109 connected to the nut plate 108, the reinforcing plate 109 being connected to at least the top surface and the left and right side surfaces in the front cabin rail 1. Here, the front subframe mounting portion is constituted by the nut plate 108 and the reinforcing plate 109, and the reinforcing plate 109 is connected to the top surface and both side surfaces in the front cabin side member 1, so that the structural strength of the front subframe mounting portion itself can be ensured, which contributes to the improvement of the stability of the front subframe mounting.

Structurally, as shown in fig. 5 and 8 to 10, the front subframe mounting portion is located in a side member cavity defined by the side member inner panel 101 and the side member outer panel 102. The nut plate 108 in this embodiment includes a bottom plate 1081 and a nut 1082 coupled to the bottom plate 1081. A threaded connection hole is located in the sleeve 1082 and extends through the base plate 1081, and the sleeve 1082 is connected within a recess 1091 in the reinforcement plate 109, the recess 1091 being formed with the sleeve 1082.

The nut plate 108 in this embodiment is formed of a bottom plate 1081 and a nut sleeve 1082 to facilitate the placement of the nut plate 108 within the front cabin rail 1, while also being able to mate with the conformably disposed grooves 1091 of the reinforcement plate 109 to facilitate the connection between the nut plate 108 and the reinforcement plate 109. In addition, the nut plate 108 is integrally formed by stamping, which is beneficial to the preparation of the nut plate 108 and can ensure the structural strength of the nut plate 108.

In the specific arrangement, as shown in fig. 6 and 7, the bottom plate 1081 is specifically connected to the inside of the bottom of the side member inner plate 101, and a through hole provided corresponding to the screw connection hole is provided in the bottom of the side member inner plate 101 for connecting the connecting piece of the front subframe to the screw connection hole. The recess 1091 of the reinforcing plate 109 is disposed toward the rear of the vehicle, and the reinforcing plate 109 is laterally disposed on the front side of the nut 1082 and is connected to the top of the nut 1082. The arrangement of the groove 1091 along with the thread sleeve 1082 means that the bottom of the groove 1091 is attached to the peripheral wall of the thread sleeve 1082, so that the connection strength and stability are better.

Preferably, the top and the left and right sides of the reinforcement plate 109 are provided with connection flanges 1092, and the reinforcement plate 109 is connected to the front cabin rail 1 by the connection flanges 1092. As shown in fig. 6 to 10, connecting flanges 1092 are provided on the top and left and right sides of the reinforcing plate 109, and the reinforcing plate 109 is connected to the top surface and left and right side surfaces in the front cabin longitudinal member 1 by the connecting flanges 1092.

Because of the arrangement of the connection flanges 1092, the whole reinforcing plate 109 is box-shaped, and the box-shaped structure has the advantage of good structural strength, so that the structural strength of the reinforcing plate 109 can be improved, and the reliability of connection between the reinforcing plate 109 and the front cabin longitudinal beam 1 can be improved. Of course, a specific arrangement implementation is also possible in which the attachment flanges 1092 are located only on the top or on the left and right sides of the reinforcement plate 109.

The front cabin longitudinal beam 1 of the embodiment can adapt to the motion envelope of the double-fork arm suspension and the assembly of the motor cross beam through the arrangement of the upper lap seam allowance 103 and the lower lap seam allowance 104 of the front cabin longitudinal beam 1, can meet the carrying requirement of the double-fork arm front suspension, and is beneficial to improving the drivability of a vehicle.

Example two

The present embodiment relates to a vehicle in which, as shown in fig. 11, the front cabin side members 1 in the first embodiment are provided in the front cabin of the vehicle, and the front cabin side members 1 are two pieces provided separately on the left and right sides.

Furthermore, as a preferred embodiment, still referring to fig. 11, there is also provided a front shock absorber 2 in the front nacelle connected to each side front nacelle longitudinal beam 1, and a beam structure 3 connected in a ring shape is provided between the two side front shock absorbers 2, and the beam structure 3 includes a shock absorber connecting cross member 301 and a motor rear mounting cross member 302 which are arranged opposite to each other from top to bottom. Here, through set up annular roof beam body structure 3 before both sides between shock absorber tower 2, not only can increase the rigidity of shock absorber tower 2 position before both sides, increase the transverse rigidity between the shock absorber tower 2 before both sides to utilize the great characteristics of annular structural strength, also can promote the whole rigidity in cabin position before, do benefit to the transmission dispersion of collision force in cabin position before.

As shown in fig. 11 to 13, the bottom of the front shock absorber 2 is connected to the rear end of the front cabin side member 1, the top is connected to the front wheel house side members 7 on the same side, and the front ends of the front wheel house side members 7 on the respective sides are connected to the front ends of the front cabin side member 1 on the same side. The energy absorption boxes 4 are respectively arranged between the front ends of the front cabin longitudinal beams 1 and the front anti-collision beams 5 on the same side. The front ends of the front cabin longitudinal beams 1 on each side are respectively connected with an extension beam 110 which extends outwards so as to improve the force transmission effect of the front part of the vehicle body. The collision force is transmitted to the front wheel house side frames 7 and the front cabin side frames 1, and is transmitted rearward to the front shock absorber 2, and the collision force is distributed and transmitted via the annular beam structure 3. In order to enhance the use effect of the front shock absorber 2, the front shock absorber 2 in this embodiment is preferably made of cast aluminum.

In detail, referring to fig. 12 to 13, the shock-absorbing tower connecting beam 301 is provided at both left and right ends thereof with upper connecting arms 3013, the rear motor mounting beam 302 is provided at both left and right ends thereof with lower connecting arms 3023, and the upper connecting arms 3013 and the lower connecting arms 3023 on the same side are connected together. As a structural example, the shock tower connection cross member 301 in this embodiment includes a first cross member upper plate 3011 and a first cross member lower plate 3012 that are snap-connected up and down.

Wherein, two upper connecting arms 3013 are respectively formed at two ends of the first beam lower plate 3012, so that the first beam lower plate 3012 is in a U shape with an opening facing downwards, and the first beam upper plate 3011 is buckled on a horizontal part of the first beam lower plate 3012. The two ends of the first beam upper plate 3011 are respectively overlapped on the corresponding end front shock absorber 2, so as to further improve the connection strength of the shock absorber connecting beam 301.

The rear motor mounting cross member 302 in this embodiment includes a second cross member upper plate 3021 and a second cross member lower plate 3022 connected in a vertically snap-fit arrangement. Wherein, two lower connecting arms 3023 are respectively formed at two ends of the second beam upper plate 3021, so that the second beam upper plate 3021 is in a U shape with an opening facing upwards, and the second beam lower plate 3022 is fastened to a horizontal portion of the second beam upper plate 3021. Both ends of the second cross member lower plate 3022 extend downward, respectively, and are connected to the front cabin longitudinal members 1 of the corresponding ends.

In addition, in order to further improve the connection strength between the upper connection arm 3013 and the lower connection arm 3023 arranged on the same side, so that the beam body structure 3 has better structural strength and force transmission effect, the upper connection arm 3013 in the embodiment is in laminated welding connection with the lower connection arm 3023 arranged on the same side. In this embodiment, the shock-absorbing tower is connected with the cross beam 301 and the rear mounting cross beam 302 of the motor, is simple in structure, is convenient to arrange and implement, and has a good use effect.

As a preferred embodiment, still referring to fig. 12, each upper connecting arm 3013 is connected to the ipsilateral front shock tower 2. Each side lower link arm 3023 is connected to the stringer outer panel 102 at the same side upper overlap seam allowance 103 and to the stringer inner panel 101. In specific implementation, the upper connecting arm 3013 is riveted with the front shock absorber 2 integrally, and the lower connecting arm 3023 is riveted with the front shock absorber 2 integrally with the outer stringer plate 102 and the inner stringer plate 101 at the upper lap joint seam allowance 103, so that the connection strength of the beam body structure 3 and the force transmission stability of the beam body are improved.

In this embodiment, by connecting the upper connecting arm 3013 with the front shock absorber 2 and connecting the lower connecting arm 3023 with the outer stringer plate 102 and the inner stringer plate 101 at the upper lap seam allowance 103, a stable force transmission structure can be formed among the front shock absorber 2, the front cabin longitudinal beam 1 and the beam body structure 3, which is conducive to the transmission of collision force among the two, and the collision safety of the vehicle can be improved.

In addition, as a preferred embodiment, in addition to the provision of the above-described motor rear mounting cross member 302, further from fig. 1, the present embodiment also connects the motor front mounting cross member 6 between the tops of the front sections of the side member inner panels 101 on both sides. And, the connection points between the motor front mounting cross member 6 and the side rail inner plates 101 are also arranged near the boundary points between the upper lap seam allowance front section 1031 and the upper lap seam allowance rear section 1032 on the same side.

Like this, set up motor front mounting crossbeam 6 between the longeron inner panel 101 top of both sides, but make full use of longeron inner panel 101 cross-section for the plane at longeron inner panel 101 top can be directly as the mounting point of motor front mounting crossbeam 6, does not need to set up structures such as transition support, simple to operate, and is favorable to motor front mounting crossbeam 6 to be arranged in the automobile body, helps the lightweight of automobile body.

Meanwhile, the connecting point between the motor front mounting cross beam 6 and the longitudinal beam inner plate 101 is close to the boundary point between the upper lap seam allowance front section 1031 and the upper lap seam allowance rear section 1032, and the dynamic rigidity of the boundary point between the upper lap seam allowance front section 1031 and the upper lap seam allowance rear section 1032 can be improved by means of the motor front mounting cross beam 6, so that the overall rigidity of the front part of the automobile body is improved.

In a specific implementation, the end portion of the front motor mounting cross beam 6 may be connected to the top of the inner stringer plate 101 by a screw structure, and in general, a projection welding nut may be disposed on the inner side of the inner stringer plate 101, and a bolt may be threaded onto the projection welding nut after passing through a connection via hole on the front motor mounting cross beam 6, so as to realize a stable connection between the front motor mounting cross beam 6 and the inner stringer plate 101, that is, with the front cabin longitudinal beam 1.

The vehicle of the present embodiment can improve the structural strength and the dispersion transmission effect of the collision force by providing the front cabin side member 1, the annular beam body structure 3, and the like as described above, thereby contributing to improvement of the safety of the vehicle.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A front cabin rail, characterized by:

comprises a longitudinal beam inner plate (101) and a longitudinal beam outer plate (102) which are buckled and connected together;

an upper lap seam allowance (103) positioned at the top of the front cabin longitudinal beam (1) and a lower lap seam allowance (104) positioned at the bottom of the front cabin longitudinal beam (1) are arranged between the longitudinal beam inner plate (101) and the longitudinal beam outer plate (102);

in the left-right direction of the whole automobile, the lower lap seam allowance (104) is arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam (1), the upper lap seam allowance (103) is provided with a lap seam allowance front section (1031) arranged on one side, close to the outside of the automobile, of the front cabin longitudinal beam (1), and a lap seam allowance rear section (1032) arranged on one side, close to the inside of the automobile, of the front cabin longitudinal beam (1).

2. The front cabin rail of claim 1, wherein:

the projection of the front section of the longitudinal beam inner plate (101) on each side in the up-down direction of the whole vehicle is triangular;

the cross sectional area of the front section of the longitudinal beam inner plate (101) at each side along the left-right direction of the whole vehicle is gradually reduced from front to back along the front-back direction of the whole vehicle;

the front section of the longitudinal beam inner plate (101) is a part of the longitudinal beam inner plate (101) positioned at the front side of a boundary point between the front section (1031) of the upper lap seam allowance and the rear section (1032) of the upper lap seam allowance.

3. The front cabin rail of claim 1, wherein:

an inner plate corner reinforcement (106) is arranged on the inner side of the longitudinal beam inner plate (101), and the cross section of the inner plate corner reinforcement (106) is L-shaped and is connected to the edge angle position of the longitudinal beam inner plate (101); and/or the number of the groups of groups,

an outer plate corner reinforcement (107) is arranged on the inner side of the longitudinal beam outer plate (102), and the cross section of the outer plate corner reinforcement (107) is L-shaped and is connected to the edge angle position of the longitudinal beam outer plate (102).

4. A front cabin rail according to any one of claims 1 to 3, wherein:

a front auxiliary frame mounting part is arranged in the front engine room longitudinal beam (1);

the front subframe mounting portion includes a nut plate (108) having a screw connection hole, and a reinforcing plate (109) connected to the nut plate (108);

the reinforcing plate (109) is connected to at least the top surface and the left and right side surfaces in the front cabin longitudinal beam (1).

5. The front cabin rail of claim 4, wherein:

the nut plate includes a base plate (1081), a threaded sleeve (1082) connected with the base plate (1081);

the threaded connection hole is positioned in the threaded sleeve (1082) and penetrates through the bottom plate (1081), the threaded sleeve (1082) is connected in a groove (1091) on the reinforcing plate (109), and the groove (1091) is arranged along with the threaded sleeve (1082).

6. The front cabin rail of claim 5, wherein:

the nut plate (108) is integrally formed by stamping; and/or the number of the groups of groups,

the top and the left and right sides of the reinforcing plate (109) are respectively provided with a connecting flanging (1092), and the reinforcing plate (109) is connected into the front cabin longitudinal beam (1) through each connecting flanging (1092).

7. A vehicle, characterized in that:

the front cabin side member (1) according to any one of claims 1 to 6 is provided in a front cabin of the vehicle, and the front cabin side member (1) is provided in two pieces separately provided on both left and right sides.

8. The vehicle according to claim 7, characterized in that:

the front cabin is also provided with a front shock absorber (2) connected to the front cabin longitudinal beam (1) at each side;

a beam body structure (3) connected into a ring shape is arranged between the front shock absorption towers (2) at two sides, and the beam body structure (3) comprises a shock absorption tower connecting beam (301) and a motor rear mounting beam (302) which are oppositely arranged up and down;

the shock absorber is characterized in that upper connecting arms (3013) are respectively arranged at the left end and the right end of the shock absorber connecting beam (301), lower connecting arms (3023) are respectively arranged at the left end and the right end of the motor rear mounting beam (302), and the upper connecting arms (3013) and the lower connecting arms (3023) on the same side are connected together.

9. The vehicle according to claim 8, characterized in that:

each upper connecting arm (3013) is connected with the front shock absorber (2) on the same side; and/or the number of the groups of groups,

the lower connecting arms (3023) on each side are connected with the outer stringer plate (102) and the inner stringer plate (101) on the same side as the upper lap seam (103).

10. The vehicle according to claim 8, characterized in that:

a motor front mounting cross beam (6) is connected between the tops of the front sections of the longitudinal beam inner plates (101) at two sides;

the connection points between the motor front mounting cross beam (6) and the longitudinal beam inner plates (101) at all sides are close to the boundary points between the upper lap seam allowance front section (1031) and the upper lap seam allowance rear section (1032) at the same side.