CN220199425U - Window beam structure and vehicle - Google Patents

Abstract

The application relates to the technical field of automobile bodies, in particular to a windshield cross beam structure and a vehicle. The window beam structure comprises a front coaming assembly, a main beam and an auxiliary beam. The front coaming assembly is arranged between the passenger cabin and the front cover cabin, the main beam is arranged at one end, far away from the roof, of the front windshield, and the main beam comprises a first beam section, a second beam section and a third beam section. The first beam section is disposed at an angle to the dash panel assembly and defines a first crush space. One end of the second beam section is connected with one end of the first beam section far away from the dash board assembly, and the other end of the second beam section is bent towards the direction close to the roof relative to the first beam section. The third beam section and the second beam section are arranged at an included angle to form a second crushing space, and the auxiliary beam, the first beam section and the second beam section are enclosed to form a reinforcing cavity. The application provides a window crossbeam structure and vehicle, has solved current window crossbeam structure and has been difficult to satisfy pedestrian protection requirement's problem.

Description

Window beam structure and vehicle

Technical Field

The application relates to the technical field of automobile bodies, in particular to a windshield cross beam structure and a vehicle.

Background

At present, with the increase of the quantity of the automobile, the traffic safety problem is increasingly prominent, so that the safety performance requirements of people on the automobile are higher and higher.

The window cross-beam structure is an important component of the vehicle body and plays a key role in reducing pedestrian head injury in the event of a vehicle collision. Therefore, the wind window beam structure not only needs to meet the bending and torsional rigidity of the vehicle body in design, but also needs to enable the wind window beam to meet the pedestrian protection requirement. However, most of the existing windshield cross beam structures cannot meet the pedestrian protection requirements, so that the structural design of the windshield cross beam becomes a problem to be solved when the automobile is designed.

Disclosure of Invention

Based on this, it is necessary to provide a windshield cross beam structure and a vehicle, so as to solve the problem that the existing windshield cross beam structure is difficult to meet the requirement of pedestrian protection.

The utility model provides a window crossbeam structure, this window crossbeam structure include dash board subassembly, main beam and vice crossbeam, dash board subassembly is located between passenger cabin and the protecgulum cabin, main beam installs in the front windshield one end of keeping away from the roof, just main beam includes first crossbeam section, second crossbeam section and third crossbeam section, the one end of first crossbeam section connect in dash board subassembly, the other end extends towards the direction of keeping away from passenger cabin, so that first crossbeam section with dash board subassembly contained angle sets up and is formed with first crushing space; one end of the second beam section is connected with one end of the first beam section far away from the dash panel assembly, and the other end of the second beam section is bent towards the direction close to the roof relative to the first beam section; one end of the third beam section is connected with one end of the second beam section far away from the first beam section, the other end of the third beam section is bent towards the direction close to the passenger cabin relative to the second beam section, and the third beam section and the second beam section are arranged at an included angle and form a second crushing space; one end of the auxiliary beam is connected with the front coaming assembly through the first beam section, the other end of the auxiliary beam is connected with the second beam section, and the auxiliary beam, the first beam section and the second beam section enclose to form a reinforcing cavity.

In one embodiment, the first beam section, the second beam section, and the third beam section are integrally formed.

So set up, can improve the holistic structural strength of main beam.

In one embodiment, the cross section of the secondary cross beam is stepped.

So set up, can with the structure looks adaptation of main beam, reduce the installation degree of difficulty of vice crossbeam.

In one embodiment, the windshield cross member structure further includes an a-pillar inner panel that connects the dash panel assembly and the main cross member, respectively.

Thus, the integrity of the vehicle body structure is improved.

In one embodiment, the main beam is provided with a first beam flanging, the first beam flanging is connected to the main beam, and the first beam flanging is attached to the surface of the A-pillar inner plate and connected with the A-pillar inner plate.

The connection strength between the main beam and the inner plate of the A column is improved through the arrangement.

In one embodiment, the auxiliary beam is provided with a second beam flange corresponding to the first beam flange, the second beam flange is connected to the auxiliary beam, and the second beam flange is attached to one end of the first beam flange, which is away from the inner plate of the A column, and is connected with the first beam flange.

The connection strength between the auxiliary cross beam and the main cross beam is improved through the arrangement.

In one embodiment, the primary beam and the first beam are turned into an integrated structure, and the secondary beam and the second beam are turned into an integrated structure.

So set up, improve the joint strength of main beam and first crossbeam turn-ups, improve the joint strength of vice crossbeam and second crossbeam turn-ups.

In one embodiment, the a-pillar inner plate is provided with a bending plate extending towards the main beam, the bending plate is connected to the a-pillar inner plate, and the bending plate is attached to the surface of the third beam section and is connected with the third beam section.

So set up, further improved the firm degree that the main beam connects.

In one embodiment, the dash panel assembly includes a first panel and a second panel, the first panel is disposed between the passenger compartment and the front cover compartment, one end of the second panel is connected to one end of the first panel near the roof, the other end extends toward the passenger compartment near and is disposed at an angle with the second panel, and the second panel is connected to the first beam section.

So set up, be convenient for dash board subassembly and the connection of main beam.

The application also provides a vehicle comprising the windshield cross beam structure according to any one of the embodiments above.

Compared with the prior art, the application provides a window crossbeam structure and vehicle, the main beam is through setting up first crossbeam section, second crossbeam section and third crossbeam section for the main beam forms the C shape structure of opening towards passenger cabin. Wherein, the second crushing space that second crossbeam section and third crossbeam section formed provides sufficient deformation space for the main beam, and when the head of pedestrian impacted the main beam, second crossbeam section and third crossbeam section can take place to warp to make the second crushing space take place to collapse, thereby alleviate the injury that the pedestrian received, realize pedestrian's purpose of protecting. And, because only be connected with the dash board subassembly through first crossbeam section in the C shape structure of main beam, the overall structure of main beam is basically equivalent to the terminal surface that the suspension dash board subassembly is close to the protecgulum cabin, when receiving the striking, the main beam whole can further warp towards first crushing space to further alleviate the impact force to the pedestrian. So, under the cooperation in second crushing space and first crushing space, the main beam easily takes place to warp at automobile body direction of height to the security when having greatly improved pedestrian's striking has guaranteed pedestrian's life safety.

Further, the auxiliary cross beam is integrally arranged in the main cross beam through the C-shaped opening of the main cross beam and forms a reinforcing cavity structure with the main cross beam, so that the bending rigidity and stability of the main cross beam can be effectively improved, the main cross beam is prevented from invading the passenger cabin when impacted, and the safety of passengers in a vehicle is improved. And in addition, the whole structure of the main beam and the auxiliary beam is more compact, and the space utilization rate is improved.

Drawings

In order to more clearly illustrate the technical solutions of embodiments or conventional techniques of the present application, the drawings that are required to be used in the description of the embodiments or conventional techniques will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person of ordinary skill in the art.

FIG. 1 is a schematic view of a window beam structure according to an embodiment of the present disclosure;

FIG. 2 is a cross-sectional view of a window beam structure according to one embodiment provided herein;

FIG. 3 is a schematic view of a part of a window beam structure according to an embodiment of the disclosure;

fig. 4 is an exploded view of a portion of a structure of a window beam structure according to an embodiment provided herein.

The symbols in the drawings are as follows:

100. a window cross beam structure; 10. a dash panel assembly; 11. a first coaming; 12. a second coaming; 20. a main beam; 21. a first beam section; 22. a second beam section; 23. a third beam section; 24. a first crush space; 25. a second crush space; 26. a reinforcing cavity; 27. the first cross beam is turned over; 30. an auxiliary cross beam; 31. the second cross beam is turned over; 32. a first mating segment; 33. a second mating section; 34. a main body section; 40. a front cover compartment; 50. a passenger compartment; 60. a column A inner plate; 61. a bending plate; 70. a first mounting bracket; 80. a reinforcing plate; 90. and a second mounting bracket.

Detailed Description

In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

It will be understood that when an element is referred to as being "mounted" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When a component is considered to be "connected" to another component, it can be directly connected to the other component or intervening components may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used in the description of the present application for purposes of illustration only and do not represent the only embodiment.

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 at least one such feature. In the description of the present application, the meaning of "plurality" is at least two, such as two, three, etc., unless explicitly defined otherwise.

In this application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be a direct contact of the first feature with the second feature, or an indirect contact of the first feature with the second feature via an intervening medium. Moreover, a first feature "above," "over" and "on" a second feature may be a first feature directly above or obliquely above the second feature, or simply indicate that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely under the second feature, or simply indicating that the first feature is less level than the second feature.

Unless defined otherwise, all technical and scientific terms used in the specification of this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. The term "and/or" as used in the specification of this application includes any and all combinations of one or more of the associated listed items.

At present, with the increase of the quantity of the automobile, the traffic safety problem is increasingly prominent, so that the safety performance requirements of people on the automobile are higher and higher. The window cross-beam structure is an important component of the vehicle body and plays a key role in reducing pedestrian head injury in the event of a vehicle collision. Therefore, the wind window beam structure not only needs to meet the bending and torsional rigidity of the vehicle body in design, but also needs to enable the wind window beam to meet the pedestrian protection requirement. However, most of the existing windshield cross beam structures cannot meet the pedestrian protection requirements, so that the structural design of the windshield cross beam becomes a problem to be solved when the automobile is designed.

Referring to fig. 1, in order to solve the problem that the existing window beam structure is difficult to meet the requirement of pedestrian protection, the present application provides a window beam structure 100.

With continued reference to fig. 1, the windshield cross member structure 100 includes a dash panel assembly 10, a main cross member 20, and a sub cross member 30, the dash panel assembly 10 is disposed between a passenger compartment 50 and a front cover compartment 40, the main cross member 20 is mounted to an end of the front windshield remote from the roof, and the front windshield is mounted to the dash panel assembly 10 via the main cross member 20.

Wherein the main beam 20 comprises a first beam section 21, a second beam section 22 and a third beam section 23. One end of the first beam section 21 is connected to the dash panel assembly 10 and the other end extends in a direction away from the passenger compartment 50 such that the first beam section 21 is disposed at an angle to the dash panel assembly 10 and forms a first crush space 24. One end of the second beam section 22 is connected to one end of the first beam section 21 remote from the dash panel assembly 10, and the other end is bent toward a direction approaching the roof with respect to the first beam section 21. One end of the third beam section 23 is connected with one end of the second beam section 22 far away from the first beam section 21, the other end is bent towards the direction close to the passenger cabin 50 relative to the second beam section 22, and the third beam section 23 and the second beam section 22 are arranged at an included angle and form a second crushing space 25. One end of the auxiliary beam 30 is connected with the dash panel assembly 10 through the first beam section 21, the other end is connected with the second beam section 22, and the auxiliary beam 30, the first beam section 21 and the second beam section 22 enclose to form a reinforcing cavity 26.

It will be appreciated that the main beam 20 is formed into a C-shaped configuration opening toward the passenger compartment 50 by providing the first beam section 21, the second beam section 22, and the third beam section 23. The second crushing space 25 formed by the second beam section 22 and the third beam section 23 provides sufficient deformation space for the main beam 20, and when the head of a pedestrian impacts the main beam 20, the second beam section 22 and the third beam section 23 deform to crush the second crushing space 25, so that injury to the pedestrian is reduced, and the purpose of pedestrian protection is achieved. In addition, since the main cross member 20 is connected to the dash panel assembly 10 only through the first cross member segment 21 in the C-shaped structure, the overall structure of the main cross member 20 is substantially equivalent to the end surface of the suspended dash panel assembly 10 near the front cover compartment 40, and the main cross member 20 as a whole can be deformed further toward the first crushing space 24 when being impacted, thereby further reducing the impact force on pedestrians. In this way, under the cooperation of the second crushing space 25 and the first crushing space 24, the main beam 20 is easily deformed in the height direction of the vehicle body, so that the safety of pedestrians during collision is greatly improved, and the life safety of the pedestrians is ensured.

Further, the auxiliary beam 30 is integrally arranged inside the main beam 20 through the C-shaped opening of the main beam 20 and forms a reinforcing cavity 26 structure with the main beam 20, so that the bending rigidity and stability of the main beam 20 can be effectively improved, the main beam 20 is prevented from invading the passenger compartment 50 when impacted, and the safety of passengers in a vehicle is improved. In addition, the whole structure of the main beam 20 and the auxiliary beam 30 is more compact, and the space utilization rate is improved.

In one embodiment, the first beam section 21, the second beam section 22 and the third beam section 23 are of an integrally formed construction.

Thus, the main beam 20 is convenient to process and mold, the overall structural strength of the main beam 20 can be improved, and the main beam 20 is prevented from breaking.

In particular, the first beam section 21, the second beam section 22 and the third beam section 23 may be stamped or bent from sheet metal.

As shown in fig. 2, in an embodiment, the cross section of the auxiliary beam 30 is in a step shape, the auxiliary beam 30 arranged in a step shape can be matched with the structure of the main beam 20, so that the installation difficulty of the auxiliary beam 30 is reduced, and the auxiliary beam 30 and the main beam 20 are also convenient to enclose the structure of the reinforcing cavity 26, so that the setting difficulty of the reinforcing cavity 26 is reduced.

Specifically, the sub-beam 30 includes a first mating section 32, a second mating section 33, and a main body section 34 connecting the first mating section 32 and the second mating section 33, the first mating section 32 being connected to the first beam section 21, the second mating section 33 being connected to the second beam section 22. The body section 34 is L-shaped in cross-section so that the body section 34 can enclose the reinforcement cavity 26 with the first beam section 21 and the second beam section 22.

Further, the first mating segment 32, the second mating segment 33 and the main body segment 34 are integrally formed to improve the structural strength of the auxiliary beam 30, and the first mating segment 32, the second mating segment 33 and the main body segment 34 can be formed by stamping or bending sheet metal.

As shown in FIG. 1, in one embodiment, the windshield cross member structure 100 further includes an A-pillar inner panel 60, the A-pillar inner panel 60 connecting the dash panel assembly 10 and the main cross member 20, respectively.

In this manner, the main cross member 20 and the dash panel assembly 10 are fixedly coupled to the vehicle frame through the a-pillar inner panel 60, improving the integrity of the vehicle body structure.

Specifically, the number of the a-pillar inner panels 60 is two, and the two a-pillar inner panels 60 are symmetrically distributed on both sides of the main cross member 20 and the dash panel assembly 10 in the vehicle body width direction.

In one embodiment, as shown in fig. 3 and 4, the main beam 20 is provided with a first beam flange 27, the first beam flange 27 is connected to the main beam 20, and the first beam flange 27 is attached to the surface of the a-pillar inner panel 60 and connected to the a-pillar inner panel 60.

In this way, the main beam 20 is connected with the a-pillar inner plate 60 by providing the first beam flange 27, so that the contact area between the first beam flange 27 and the a-pillar inner plate 60 is increased, and the connection strength between the main beam 20 and the a-pillar inner plate 60 is improved. Moreover, the existing fully-enclosed main beam structure is difficult to fixedly connect with the A-pillar inner plate 60, and the operation is complex. And the main beam 20 that this application provided is owing to having the opening, and main beam 20 is when connecting A post inner panel 60 through first crossbeam turn-ups 27, can satisfy the operating space requirement when main beam 20 installs to reduce the installation degree of difficulty of main beam 20.

Specifically, the number of the first cross member flanges 27 is two, and the two first cross member flanges 27 are symmetrically distributed on both sides of the main cross member 20 in the vehicle body width direction. The side edges of the first beam flanging 27 are respectively connected with the first beam section 21, the second beam section 22 and the third beam section 23, and the connection positions of the first beam section 21, the second beam section 22 and the third beam section 23 and the first beam flanging 27 are in smooth transition, so that the connection strength of the first beam flanging 27 is improved.

Further, in an embodiment, the main beam 20 and the first beam flange 27 are integrally formed, so that the connection strength of the main beam 20 and the first beam flange 27 is improved, and the connection reliability between the main beam 20 and the a main inner plate is ensured.

In an embodiment, as shown in fig. 3 and 4, the auxiliary beam 30 is provided with a second beam flange 31 corresponding to the first beam flange 27, the second beam flange 31 is connected to the auxiliary beam 30, and the second beam flange 31 is attached to one end of the first beam flange 27 facing away from the a-pillar inner plate 60 and is connected to the first beam flange 27.

The second beam flange 31 is attached to the first beam flange 27, so that the contact area between the second beam flange 31 and the first beam flange 27 is increased, and the connection strength between the auxiliary beam 30 and the main beam 20 is improved.

Further, in an embodiment, the auxiliary beam 30 and the second beam flange 31 are integrally formed, so as to improve the connection strength between the auxiliary beam 30 and the second beam flange 31 and ensure the connection reliability between the auxiliary beam 30 and the main beam 20.

Specifically, the number of the second beam flanges 31 is two, and the two second beam flanges 31 are symmetrically distributed on both sides of the sub-beam 30 in the width direction of the vehicle body, and the two second beam flanges 31 are respectively connected with the two first beam flanges 27. The side edges of the second beam flanging 31 are respectively connected with the first matching section 32, the second matching section 33 and the main body section 34, and the connection parts of the first matching section 32, the second matching section 33 and the main body section 34 and the second beam flanging 31 are in smooth transition, so that the connection strength of the second beam flanging 31 is improved.

In one embodiment, as shown in fig. 1, the a-pillar inner panel 60 is provided with a bending plate 61 extending toward the vicinity of the main beam 20, the bending plate 61 is connected to the a-pillar inner panel 60, and the bending plate 61 is attached to the surface of the third beam section 23 and connected to the third beam section 23.

Thus, the contact area between the main inner plate A and the main beam 20 is further increased, and the connection firmness of the main beam 20 is improved.

Specifically, the a-pillar inner panel 60 and the bending panel 61 are integrally formed to improve the connection strength of the bending panel 61 and the a-pillar inner panel 60.

In one embodiment, the dash panel assembly 10 includes a first panel 11 and a second panel 12, the first panel 11 is disposed between the passenger compartment 50 and the front cover compartment 40, one end of the second panel 12 is connected to an end of the first panel 11 adjacent the roof, the other end extends toward the end adjacent the passenger compartment 50 and is disposed at an angle to the second panel 12, and the second panel 12 is connected to the first beam section 21.

In this way, through the first coaming 11 and the second coaming 12 that are the contained angle setting, can change the direction of connection of coaming subassembly 10 and main beam 20 to be convenient for the coaming subassembly 10 be connected with main beam 20, improve main beam 20's installation effectiveness. Also, the second panel 12 increases the contact area between the dash panel assembly 10 and the main cross member 20, thereby further improving the connection strength between the main cross member 20 and the dash panel assembly 10.

Further, the main beam 20 except for the portion connected with the second coaming 12, the rest of the main beam 20 protrudes out of the first coaming 11 to form a cantilever structure, and a first crushing space 24 is formed below the cantilever structure, that is, the first crushing space 24 formed by the first beam section 21 and the first coaming 11, so that sufficient space is provided for deformation of the main beam 20, and safety of pedestrians during collision is improved.

The lower part of the cantilever structure refers to the direction of the main beam 20 away from the roof.

In one embodiment, as shown in fig. 1, the windshield cross member structure 100 further includes a first mounting bracket 70 and a reinforcement plate 80, the first mounting bracket 70 being provided on a side of the dash panel assembly 10 adjacent to the front cover compartment 40 and connecting the dash panel assembly 10 and the main cross member 20, respectively. The reinforcement plate 80 is mounted to a side of the dash panel assembly 10 adjacent to the passenger compartment 50 corresponding to the first mounting bracket 70, and one end of the reinforcement plate 80 is connected to the first panel 11 and the other end is connected to the second panel 12.

The first mounting bracket 70 is used for mounting a connecting rod of a shock absorber, and the reinforcing plate 80 is correspondingly arranged with the first mounting bracket 70, so that the structural strength of the front wall plate assembly 10 at the first mounting bracket 70 is improved, the front wall plate assembly 10 is prevented from deforming, and the connection reliability of the connecting rod of the shock absorber is improved.

Further, in an embodiment, the window beam structure 100 further includes a second mounting bracket 90, where the second mounting bracket 90 is mounted to a side of the main beam 20 near the front cover compartment 40 and connects to the main beam 20. The second mounting bracket 90 is used for mounting the vent flap, thereby realizing the mounting and fixing of the vent flap.

The present application also provides a vehicle comprising a windshield cross-beam structure 100 as described in any one of the embodiments above.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of the present application is to be determined by the following claims.

Claims (10)

1. A window cross beam structure is characterized by comprising a front coaming assembly (10), a main cross beam (20) and an auxiliary cross beam (30),

the front wall plate assembly (10) is arranged between the passenger cabin (50) and the front cover cabin (40), the main beam (20) is arranged at one end, far away from the roof, of the front windshield, the main beam (20) comprises a first beam section (21), a second beam section (22) and a third beam section (23), one end of the first beam section (21) is connected with the front wall plate assembly (10), and the other end of the first beam section extends towards the direction far away from the passenger cabin (50) so that a first crushing space (24) is formed by arranging the first beam section (21) and the front wall plate assembly (10) in an included angle mode; one end of the second beam section (22) is connected with one end of the first beam section (21) far away from the front coaming assembly (10), and the other end of the second beam section is bent towards the direction approaching the roof relative to the first beam section (21); one end of the third beam section (23) is connected with one end of the second beam section (22) far away from the first beam section (21), the other end of the third beam section is bent towards a direction close to the passenger cabin (50) relative to the second beam section (22), and the third beam section (23) and the second beam section (22) are arranged at an included angle to form a second crushing space (25);

one end of the auxiliary beam (30) is connected with the front coaming assembly (10) through the first beam section (21), the other end of the auxiliary beam is connected with the second beam section (22), and the auxiliary beam (30), the first beam section (21) and the second beam section (22) are enclosed to form a reinforcing cavity (26).

2. A windscreen beam structure according to claim 1, wherein the first beam section (21), the second beam section (22) and the third beam section (23) are of an integrally formed structure.

3. A windscreen cross-beam structure according to claim 1, wherein said secondary cross-beam (30) has a stepped cross-section.

4. The windshield cross member structure of claim 1, further comprising an a-pillar inner panel (60), said a-pillar inner panel (60) connecting said dash panel assembly (10) and said main cross member (20), respectively.

5. The window cross beam structure according to claim 4, wherein the main cross beam (20) is provided with a first cross beam flange (27), the first cross beam flange (27) is connected to the main cross beam (20), and the first cross beam flange (27) is attached to the surface of the a-pillar inner plate (60) and is connected to the a-pillar inner plate (60).

6. The window beam structure according to claim 5, wherein the secondary beam (30) is provided with a second beam flange (31) corresponding to the first beam flange (27), the second beam flange (31) is connected to the secondary beam (30), and the second beam flange (31) is attached to one end of the first beam flange (27) facing away from the a-pillar inner plate (60) and is connected to the first beam flange (27).

7. The louver beam structure according to claim 6, characterized in that the main beam (20) and the first beam flange (27) are an integrally formed structure, and the auxiliary beam (30) and the second beam flange (31) are an integrally formed structure.

8. The window cross beam structure according to claim 4, wherein the a-pillar inner plate (60) is provided with a bending plate (61) extending toward the main cross beam (20), the bending plate (61) is connected to the a-pillar inner plate (60), and the bending plate (61) is attached to the surface of the third cross beam section (23) and connected to the third cross beam section (23).

9. The windshield cross beam structure according to claim 1, wherein the dash panel assembly (10) includes a first panel (11) and a second panel (12), the first panel (11) is disposed between the passenger compartment (50) and the front cover compartment (40), one end of the second panel (12) is connected to one end of the first panel (11) near the roof, the other end extends toward one end near the passenger compartment (50) and is disposed at an angle to the second panel (12), and the second panel (12) is connected to the first cross beam section (21).

10. A vehicle comprising a windshield cross-member structure according to any one of claims 1-9.