CN219969795U - Top cap subassembly and vehicle - Google Patents

Abstract

The utility model discloses a top cover assembly and a vehicle, relates to the technical field of vehicle body structures, and aims to solve the problem that noise is easy to generate in the existing top cover assembly. The roof assembly includes a roof outer panel, a roof cross member, and a bracket. The top cover beam is positioned on one side of the top cover outer plate and connected with the top cover outer plate. The support is located between top cap planking and top cap crossbeam, is connected with top cap planking and top cap crossbeam. The roof assembly is used to form a vehicle body structure.

Description

Top cap subassembly and vehicle

Technical Field

The utility model relates to the technical field of vehicle body structures, in particular to a top cover assembly and a vehicle.

Background

In the present era, with the increasingly compact pace of life of people, automobiles have become one of important transportation means for people to walk. Meanwhile, with the development of the automobile industry, users have increasingly demanded noise, vibration and harshness (Noise, vibration, harshness, NVH) performance of automobiles.

In order to improve the NVH performance of the automobile, NVH related regulations are issued in many countries, and automobile manufacturers invest a great deal of manpower, material resources and financial resources on the basis of the regulations to analyze and optimize the NVH performance of the whole automobile. The design of the reinforcement on the typical structure is a very important part in the early data design stage, and the reasonable design of the reinforcement can effectively weaken idle noise, acceleration noise, road noise and the like of an automobile, so that the overall NVH performance of the automobile can be effectively improved.

Roof assemblies are important structures on the vehicle body that generally include a roof outer panel and a roof rail. The roof cross beam is a reinforcement on the roof and is an important optimization object for the NVH analysis optimization of the automobile. However, since the existing roof module is unreasonable in structural design, the roof module easily generates noise, thereby resulting in poor NVH performance of the automobile.

Disclosure of Invention

One of the objects of the present utility model is to provide a top cap assembly to solve the problem that the existing top cap assembly is prone to noise; the second object is to provide a vehicle.

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

a roof assembly includes a roof outer panel, a roof cross rail, and a bracket. The top cover beam is positioned on one side of the top cover outer plate and connected with the top cover outer plate. The support is located between top cap planking and top cap crossbeam, is connected with top cap planking and top cap crossbeam.

According to the technical means, as the bracket connected with the top cover outer plate and the top cover cross beam is arranged between the top cover outer plate and the top cover cross beam, the bracket can prevent the top cover cross beam from deforming when being stressed, so that the rigidity and the mode of the top cover cross beam can be improved, the mode resonance of the top cover cross beam is effectively avoided, the noise caused by the mode of the top cover cross beam is effectively avoided, and the NVH performance of a vehicle is improved.

Compared with the actual vehicle optimization scheme that mass blocks and the like are added on the top cover beam in the later period, the design scheme of the utility model is that the bracket is arranged between the top cover outer plate and the top cover beam according to the frequency avoidance condition of the early design data and the response curve of the whole vehicle, so that the frequency avoidance of the top cover beam, excitation and other structures can be completed, and the NVH performance of the whole vehicle such as idling, acceleration, road noise and the like can be improved. Therefore, the bracket is extremely important for CAE management and control in the earlier stage of the vehicle, and has important significance for improving the research and development efficiency and reducing the research and development cost. And set up the support between top cap planking and top cap crossbeam and can effectively reduce the number of times of rectifying and improving of vehicle on the real car in later stage, and then can reach the purpose that reduces the cost and increase efficiency.

Further, the bracket comprises a bottom plate and side plates. The bottom plate is connected with the top cover beam. The curb plate is located bottom plate and keeps away from top cap crossbeam one side, and a week setting around the bottom plate. The curb plate is connected with top cap crossbeam and top cap planking.

According to the technical means, as the bottom plate and the side plates in the bracket are connected with the top cover beam, a plurality of connecting positions are arranged between the bracket and the top cover beam, so that the firmness of connection between the bracket and the top cover beam is effectively ensured, the stability of connection between the bracket and the top cover beam is improved, and further noise generated by collision between the bracket and the top cover beam is effectively avoided.

Further, the side plate includes a main body portion and a burring portion. The main body part is arranged around the circumference of the bottom plate and is connected with the top cover beam. The flanging part is connected with one end of the main body part, which is far away from the bottom plate, and the flanging part is arranged around the main body part in a circle and is arranged opposite to the bottom plate. The flanging part is connected with the top cover outer plate.

According to the technical means, the flanging part on the side plate is arranged opposite to the bottom plate, so that the contact area between the flanging part and the top cover outer plate is large, and the connection between the flanging part and the top cover outer plate is firmer.

Further, the burring portion is bonded to the roof outer panel.

According to the technical means, the flanging part is connected with the top cover outer plate in an adhering mode, so that the damage to the appearance of the top cover outer plate can be effectively avoided, and the top cover outer plate is guaranteed to have good attractiveness.

Further, a glue groove is formed in one side, close to the outer plate of the top cover, of the flanging part.

According to the technical means, the glue groove can provide a retention position for glue on the flanging part, so that more glue can be retained between the flanging part and the top cover outer plate, and the flanging part and the top cover outer plate can be more firmly bonded together.

Further, the main body portion is inclined. The main part is close to the one end of bottom plate and is formed with first opening, and the bottom plate is located first opening part, is connected with the main part. The main body part is formed with the second opening away from the one end of bottom plate. Wherein the second opening has an opening size greater than the opening size of the first opening.

According to the technical means, along the direction away from the bottom plate, through making the radial dimension of the main body part gradually increase, when the top cover outer plate receives the impact force towards the direction close to the bracket, the main body part of the bracket is not easy to deform, so that more powerful support can be formed on the top cover outer plate, and the collision performance of the top cover assembly is further improved.

Further, the junction of bottom plate and main part forms the fillet.

According to the technical means, the fillets at the connecting positions of the bottom plate and the main body can effectively reduce the stress at the connecting positions of the bottom plate and the main body, so that fatigue cracks are effectively prevented from being generated at the connecting positions of the bottom plate and the main body, and the structural strength of the bracket is improved.

Further, a rounded corner is formed at the junction of the main body portion and the burring portion.

According to the technical means, the rounding at the junction of the main body part and the flanging part can effectively reduce the stress at the junction of the flanging part and the main body part, so that fatigue cracks are effectively prevented from being generated at the junction of the flanging part and the main body part, and the structural strength of the bracket is further improved.

Further, the bracket is provided with a lightening hole.

According to the technical means, the weight of the bracket can be reduced through the weight reducing holes, so that the weight of the whole vehicle is reduced, and the fuel consumption of the vehicle is reduced.

Further, the roof rail extends in a first direction. Along the first direction, the support sets up between the both ends of top cap crossbeam.

According to the technical means, compared with the arrangement of the support at the end part of the top cover beam, the support is arranged between the two ends of the top cover beam, so that the rigidity and the mode of the support to the end part of the top cover beam also have a good lifting effect, the top cover beam is further prevented from generating mode resonance, and noise caused by the mode of the top cover beam is avoided more effectively.

A vehicle comprises the top cover assembly.

The utility model has the beneficial effects that:

(1) Because be provided with between top cap planking and the top cap crossbeam with both continuous support, the support can prevent that the top cap crossbeam from taking place to warp when the atress to make top cap crossbeam's rigidity and mode can promote, effectively avoided top cap crossbeam to take place mode resonance, and then effectively avoided top cap crossbeam mode to arouse the noise, promoted the NVH performance of vehicle.

(2) Compared with the actual vehicle optimization scheme that mass blocks and the like are added on the top cover beam in the later period, the design scheme of the utility model is that the bracket is arranged between the top cover outer plate and the top cover beam according to the frequency avoidance condition of the early design data and the response curve of the whole vehicle, so that the frequency avoidance of the top cover beam, excitation and other structures can be completed, and the NVH performance of the whole vehicle such as idling, acceleration, road noise and the like can be improved. Therefore, the bracket is extremely important for CAE management and control in the earlier stage of the vehicle, and has important significance for improving the research and development efficiency and reducing the research and development cost. And set up the support between top cap planking and top cap crossbeam and can effectively reduce the number of times of rectifying and improving of vehicle on the real car in later stage, and then can reach the purpose that reduces the cost and increase efficiency.

Drawings

FIG. 1 is a schematic view of a header assembly according to an embodiment of the present utility model;

FIG. 2 is a cross-sectional view of a header assembly provided in an embodiment of the present utility model;

FIG. 3 is a schematic view of a bracket according to an embodiment of the present utility model;

fig. 4 is a partial schematic view of a top cap assembly according to an embodiment of the present utility model.

Wherein, 100-top cap assembly; 1-a top cover outer plate; 2-a top cover beam; 3-a bracket; 31-a bottom plate; 32-side plates; 33-rounding; 34-lightening holes; 321-a front side plate; 322-left side plate; 323-rear side plate; 324-right side plate; 325-a body portion; 326-a burring; 3261-glue groove.

Detailed Description

Further advantages and effects of the present utility model will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The utility model may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present utility model. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.

It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present utility model by way of illustration, and only the components related to the present utility model are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.

Along with the increasing national standard of living, automobiles are used more and more frequently in daily life of people, and become one of important transportation means for people to walk. Meanwhile, as various requirements of people on automobiles are getting higher and higher, the automobile industry is rapidly developing. Automobile manufacturers need to pay attention not only to the high-end performance of the vehicle itself, but also to the comfort of the vehicle.

A vehicle may include an engine, a chassis, a side wall assembly, a door assembly, and a roof assembly. It is understood that the vehicle may be a fuel-oil vehicle, an electric vehicle, a hybrid electric vehicle, a gas vehicle, a methanol vehicle, a solar vehicle, etc., and the specific type of the vehicle is not particularly limited herein.

The engine is a power device of the vehicle and can provide power for the movement of the vehicle on the ground.

The chassis can support and mount the engine and other parts and assemblies of the vehicle to form an integral model of the vehicle and receive the power of the engine so that the vehicle moves and normal running is ensured.

The side wall assembly, the door assembly and the top cover assembly can be arranged on the chassis, a car cabin is formed by surrounding the side wall assembly, the door assembly and the top cover assembly, and the car cabin can be used for a driver and a passenger to take or load goods. When the vehicle is a passenger car or a car, the vehicle body is generally of a unitary structure. When the vehicle is a truck, the body of the vehicle is generally composed of a cab and a cargo box.

In order to improve the NVH performance of the vehicle, various car manufacturers invest a large amount of manpower, material resources and financial resources to analyze and optimize the NVH performance of the whole vehicle. Particularly, aiming at part of typical structures, automobile manufacturers repeatedly demonstrate schemes in the early stage, and aim to fully expose possible problems in the design stage, so that optimization is performed, the later-stage test and correction times are reduced, and the research and development cost and time are reduced.

The design of the stiffener on a typical structure is a very important part of the early data design stage, e.g., the stiffener on the header assembly. The roof assembly generally includes a roof outer panel and a roof rail. The roof beam is a reinforcement on the roof outer plate, is an important optimization object for vehicle NVH analysis and optimization, and contributes to idle noise, acceleration noise, road noise and the like of the vehicle to different degrees. However, due to the low stiffness of the existing header beams, the modes are poor and noise is easily generated on the header assembly.

In the related art, a structure of a reinforcing bracket in a threshold beam is provided, and the bracket mainly acts on the torsional rigidity of the lifting threshold beam, and the function of improving the strength and the local rigidity is more realized because the threshold beam is a closed beam section formed by two beams in a normal condition. Because the influence of the bracket on the overall bending rigidity of the threshold beam is small, the structure is generally used for the rigidity and strength optimization design before the vehicle body is not frozen in the earlier stage, and has small modal avoidance optimization contribution to the NVH requirement in the later stage.

Some support structures are also provided in other related technologies, and are all product mounting structures, and belong to the category of functional parts, and indexes such as rigidity, mode, strength and the like are provided according to the functional parts required to be mounted in the early design stage, so that the influence on the NVH performance of the whole vehicle is small.

In order to improve the rigidity and the mode of the roof rail and thereby avoid noise generated by the roof assembly, the embodiment of the utility model provides a roof assembly 100, as shown in fig. 1, fig. 1 is a schematic view of the roof assembly 100 provided by the embodiment of the utility model, and the roof assembly 100 may include a roof outer panel 1, a roof rail 2 and a bracket 3.

As shown in fig. 2, fig. 2 is a cross-sectional view of a roof module 100 according to an embodiment of the present utility model, and a roof cross member 2 is located at one side of a roof outer panel 1 and connected to the roof outer panel 1. The bracket 3 is positioned between the top cover outer plate 1 and the top cover cross beam 2 and is connected with the top cover outer plate 1 and the top cover cross beam 2.

Because be provided with between top cap planking 1 and the top cap crossbeam 2 with both continuous support 3, support 3 can prevent that top cap crossbeam 2 from taking place to warp when the atress to make rigidity and the mode of top cap crossbeam 2 promote, effectively avoided top cap crossbeam 2 to take place mode resonance, and then effectively avoided the noise that top cap crossbeam 2 mode aroused, promoted the NVH performance of vehicle.

By arranging the bracket 3 between the top cover outer plate 1 and the top cover cross beam 2, when a designer performs early simulation analysis and optimization of the noise response in the vehicle under various excitations such as acceleration, idling, road surface excitation and the like of the whole vehicle, the bracket 3 can effectively avoid modal resonance of the top cover cross beam 2, and the design scheme provided by the embodiment of the utility model can realize optimization of the noise of the vehicle in the simulation stage of the vehicle.

In addition, compared with the actual vehicle optimization scheme that a mass block and the like are added on the top cover beam 2 in the later period, the design scheme of the utility model is that the bracket 3 is arranged between the top cover outer plate 1 and the top cover beam 2 according to the frequency avoidance condition of the early design data and the response curve of the whole vehicle, so that the frequency avoidance of the top cover beam 2 and the excitation and other structures can be completed, and the NVH performance of the whole vehicle such as idling, acceleration, road noise and the like can be improved. Therefore, the bracket 3 is extremely important for controlling the CAE in the early stage of the vehicle, and has important significance for improving the research and development efficiency and reducing the research and development cost. And, set up support 3 between top cap planking 1 and top cap crossbeam 2 can effectively reduce the number of times of rectifying and improving of vehicle on the real car in later stage, and then can reach the purpose that reduces the cost and increase efficiency.

Note that CAE (Computer Aided Engineering) refers to an approximate numerical analysis method for solving problems such as analysis and calculation of mechanical properties such as structural strength, rigidity, buckling stability, dynamic response, heat conduction, three-dimensional multi-body contact, elastoplasticity and the like of complex engineering and products and optimization design of structural properties by using computer assistance.

It will be appreciated that the roof outer panel 1, roof rail 2 and bracket 3 are all made from sheet metal using a cold working process. The thickness of the metal plates used for the roof outer plate 1, the roof cross beam 2 and the bracket 3 can be specifically set according to actual use requirements, and the thickness of the metal plates used for the roof outer plate 1 is 0.6-0.8mm, the thickness of the metal plates used for the roof cross beam 2 is 0.8-1.5mm, and the thickness of the metal plates used for the bracket 3 is 0.8-1.2mm.

In order to make the stiffness and modal lifting of the roof rail 2 by the brackets 3 better, in some embodiments, the roof rail 2 extends in a first direction X as shown in fig. 1. The bracket 3 is disposed between both ends of the roof rail 2 in the first direction X.

Therefore, compared with the arrangement of the bracket 3 at the end part of the top cover beam 2, the bracket 3 is arranged between the two ends of the top cover beam 2, so that the rigidity and the mode of the bracket 3 to the end part of the top cover beam 2 also have a good lifting effect, the mode resonance of the top cover beam 2 is further avoided, and the noise caused by the mode of the top cover beam 2 is more effectively avoided.

In order to make the connection between the bracket 3 and the roof rail 2 stronger, in some embodiments, as shown in fig. 3, fig. 3 is a schematic view of the bracket 3 provided in the embodiment of the present utility model, the bracket 3 may include a bottom plate 31 and side plates 32. The bottom plate 31 is connected to the roof rail 2 (fig. 2). The side plate 32 is located on the side of the bottom plate 31 away from the roof rail 2, and is disposed around the bottom plate 31. The side plate 32 is connected to the roof cross rail 2 and the roof outer panel 1 (fig. 2).

Like this, because bottom plate 31 and curb plate 32 in support 3 all are connected with top cap crossbeam 2, have a plurality of hookup locations between support 3 and the top cap crossbeam 2 to effectively guaranteed the firmness of being connected between support 3 and the top cap crossbeam 2, promoted the stability of being connected between support 3 and the top cap crossbeam 2, and then effectively avoided taking place the collision between support 3 and the top cap crossbeam 2 and produced the noise.

The shape of the bracket 3 may be specifically set according to practical situations, and the bracket 3 may be illustratively provided as a box shape with a five-sided closed and hollow interior, and a U-shaped cross section. In this case, with continued reference to fig. 3, the bottom plate 31 is rectangular, and the side plates 32 may include a front side plate 321, a left side plate 322, a rear side plate 323, and a right side plate 324 connected in order from the beginning to the end. The front side plate 321 is disposed opposite to the rear side plate 323, and the left side plate 322 is disposed opposite to the right side plate 324.

When the bracket 3 includes the bottom plate 31, the front side plate 321, the left side plate 322, the rear side plate 323, and the right side plate 324, the bottom plate 31 is connected with the roof rail 2, the rear side plate 323 is connected with the roof rail 2, and the front side plate 321, the left side plate 322, and the right side plate 324 are free from overlap.

The connection manner between the bottom plate 31 and the rear side plate 323 and the roof cross member 2 may be specifically set according to practical situations, and by way of example, the bottom plate 31 and the rear side plate 323 are both connected with the roof cross member 2 by welding. Like this, link together support 3 and top cap crossbeam 2 through the welded mode can make the connection between support 3 and the top cap crossbeam 2 inseparabler, effectively avoided the tired and abnormal sound problem in top cap subassembly 100 later stage to furthest's reduction in technology problem.

Moreover, because the bracket 3 is connected with the top cover beam 2 in a welding way, the top cover beam 2 is not required to be provided with a connecting hole, so that the integrity of the top cover beam 2 is ensured, the rigidity and the mode of the top cover beam 2 are improved, the top cover beam 2 is ensured to have higher structural strength, and the aim of reinforcing the structural strength of a vehicle body beam system is fulfilled.

The positions and the number of the welding points between the bottom plate 31 and the rear side plate 323 and the top cover beam 2 may be specifically set according to requirements, and as shown in fig. 4, for example, fig. 4 is a schematic partial view of the top cover assembly 100 provided in the embodiment of the present utility model, six welding points a between the bottom plate 31 and the rear side plate 323 and the top cover beam 2 may be arranged, and the six welding points a are respectively arranged at the positions shown in fig. 4.

When the bracket 3 is box-shaped, the size of the bracket 3 may be specifically set according to practical situations, and the length size of the bracket 3 is 110-130mm, the width size is 50-80mm, and the height size is 40-50mm, as examples.

In order to make the connection between the bracket 3 and the roof outer panel 1 stronger, in some embodiments, as shown in fig. 3, the side panel 32 may include a main body portion 325 and a burring portion 326. The main body 325 is disposed around the bottom plate 31 and connected to the roof rail 2 (fig. 2). The burring 326 is connected to an end of the body 325 remote from the bottom plate 31, and the burring 326 is disposed around the body 325 and is disposed opposite to the bottom plate 31. The burring 326 is connected to the roof outer panel 1 (fig. 2).

The body portion 325 on the side plate 32 can be connected to the roof rail 2. Since the burring 326 on the side plate 32 is disposed opposite to the bottom plate 31, the contact area between the burring 326 and the roof outer plate 1 is large, so that the connection between the burring 326 and the roof outer plate 1 is more firm.

The left side plate 322, the right side plate 324, the front side plate 321, and the rear side plate 323 of the side plates 32 each include a main body portion 325 and a burring portion 326.

In order to secure the connection strength between the bottom plate 31, the body portion 325, and the burring 326 in the bracket 3, the bottom plate 31, the body portion 325, and the burring 326 in the bracket 3 may be integrally formed. The bracket 3 may be manufactured by die stamping, for example.

In order to avoid stress concentrations at the junction of the bottom plate 31 and the body portion 325 when the bottom plate 31, the body portion 325, and the flange portion 326 are integrally formed, in some embodiments, with continued reference to fig. 3, the junction of the bottom plate 31 and the body portion 325 forms a rounded corner 33. Thus, the fillets 33 at the connection part of the bottom plate 31 and the main body part 325 can effectively reduce the stress at the connection part of the bottom plate 31 and the main body part 325, thereby effectively preventing fatigue cracks at the connection part of the bottom plate 31 and the main body part 325, and improving the structural strength of the bracket 3.

Similarly, in order to avoid stress concentration at the junction of the main body portion 325 and the burring 326, with continued reference to fig. 3, a rounded corner 33 is formed at the junction of the main body portion 325 and the burring 326. Thus, the rounded corner 33 at the connection position of the main body portion 325 and the flanging portion 326 can effectively reduce the stress at the connection position of the flanging portion 326 and the main body portion 325, thereby effectively preventing fatigue cracks at the connection position of the flanging portion 326 and the main body portion 325, and further improving the structural strength of the bracket 3.

The size of the rounded corner 33 where the bottom plate 31 and the body portion 325 are connected and the size of the rounded corner 33 where the body portion 325 and the burring portion 326 are connected may be specifically designed according to practical situations. Illustratively, the radius of the rounded corner 33 at the junction of the base plate 31 and the body portion 325 is 5-10mm, and the radius of the rounded corner 33 at the junction of the body portion 325 and the flange portion 326 is 5-8mm.

In some embodiments, with continued reference to fig. 3, the flange portion 326 is bonded to the roof outer panel 1 (fig. 2). The flange portion 326 is connected with the roof outer panel 1 by means of adhesion, so that the damage to the appearance of the roof outer panel 1 can be effectively avoided, and the roof outer panel 1 is ensured to have good aesthetic property.

Of course, in other embodiments, the burring 326 may also be welded to the roof outer panel 1. In this way, the connection between the burring 326 and the roof outer panel 1 is more secure and less prone to failure.

When the flange portion 326 is adhesively connected to the roof outer panel 1, in order to improve the connection firmness between the flange portion 326 and the roof outer panel 1, in some embodiments, with continued reference to fig. 3, a glue groove 3261 is formed on a side of the flange portion 326 adjacent to the roof outer panel 1 (fig. 2). The glue groove 3261 can provide a retaining position for glue on the flange portion 326, so that more glue can be retained between the flange portion 326 and the outer panel 1, and the flange portion 326 and the outer panel 1 can be more firmly bonded together.

The burring 326 is partially recessed in a direction away from the roof outer panel 1, and a protrusion is formed on a side of the burring 326 away from the roof outer panel 1, whereby the above-described glue groove 3261 is formed in the burring 326.

The number of the glue grooves 3261 can be specifically set according to the size and the process requirement of the bracket 3, and illustratively, four glue grooves 3261 can be formed on the flanging portion 326, and the four glue grooves 3261 are arranged at intervals.

With continued reference to fig. 3, in some embodiments, the body portion 325 is disposed at an incline. The main body 325 has a first opening (not shown) formed near one end of the bottom plate 31, and the bottom plate 31 is located at the first opening and connected to the main body 325. The end of the body portion 325 remote from the bottom plate 31 is formed with a second opening (not shown in the drawings). Wherein the second opening has an opening size greater than the opening size of the first opening.

It is understood that the size of the opening can be interpreted as if the opening is circular, and the size of the opening is the diameter size; if the opening is square, the size of the opening is the side length; if the opening is in other irregular shapes, the size of the opening is the average length of the side length.

Along the direction away from the bottom plate 31, by making the radial dimension of the main body portion 325 gradually increase, when the roof outer panel 1 receives an impact force in the direction toward the bracket 3, the main body portion 325 of the bracket 3 is not easily deformed, so that a more powerful support can be formed for the roof outer panel 1, and further the collision performance of the roof assembly 100 is improved.

With continued reference to fig. 3, in some embodiments, the bracket 3 is provided with weight-reducing holes 34. The weight reducing holes 34 can reduce the weight of the bracket 3, so that the weight of the whole vehicle is reduced, and the fuel consumption of the vehicle is reduced.

The number and the opening positions of the lightening holes 34 are not particularly limited, and the holes are generally formed according to the size and the process requirements of the bracket 3. For example, as shown in fig. 3, the number of the lightening holes 34 may be set to four, and the four lightening holes 34 are respectively opened on the front side plate 321, the rear side plate 323, the left side plate 322, and the right side plate 324.

The above embodiments are merely preferred embodiments for fully explaining the present utility model, and the scope of the present utility model is not limited thereto. Equivalent substitutions and modifications will occur to those skilled in the art based on the present utility model, and are intended to be within the scope of the present utility model.

Claims (10)

1. A header assembly, comprising:

a top cover outer plate;

the top cover cross beam is positioned at one side of the top cover outer plate and connected with the top cover outer plate; the method comprises the steps of,

the bracket is positioned between the top cover outer plate and the top cover cross beam and is connected with the top cover outer plate and the top cover cross beam.

2. The header assembly of claim 1, wherein the bracket comprises:

the bottom plate is connected with the top cover beam; the method comprises the steps of,

the side plate is positioned at one side of the bottom plate, which is far away from the top cover beam, and is arranged around the bottom plate in a circle; the side plates are connected with the top cover cross beam and the top cover outer plate.

3. The header assembly of claim 2, wherein the side plates comprise:

the main body part is arranged around the bottom plate in a circle and is connected with the top cover beam; the method comprises the steps of,

the flanging part is connected with one end of the main body part, which is far away from the bottom plate, and the flanging part is arranged around the main body part in a circle and is opposite to the bottom plate; the flanging part is connected with the top cover outer plate.

4. The header assembly of claim 3, wherein said flange portion is bonded to said header outer plate.

5. The header assembly of claim 4, wherein the flange portion defines a glue groove adjacent a side of the header outer panel.

6. The header assembly of claim 3, wherein said body portion is disposed at an incline; a first opening is formed at one end of the main body part, which is close to the bottom plate, and the bottom plate is positioned at the first opening and is connected with the main body part; a second opening is formed at one end of the main body part far away from the bottom plate; wherein the opening size of the second opening is larger than the opening size of the first opening.

7. The header assembly of claim 3, wherein the junction of the bottom plate and the body portion is rounded; and/or the number of the groups of groups,

the junction of main part with turn-ups portion forms the chamfer.

8. The roof assembly of any of claims 1-7, wherein the bracket is provided with a lightening hole.

9. The roof assembly of any of claims 1-7, wherein the roof rail extends in a first direction; along the first direction, the support is arranged between two ends of the top cover cross beam.

10. A vehicle comprising the roof assembly of any one of claims 1-9.