CN220842705U - Front cabin stabilizing cross beam, front cabin structure of vehicle and vehicle - Google Patents
Front cabin stabilizing cross beam, front cabin structure of vehicle and vehicle Download PDFInfo
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- CN220842705U CN220842705U CN202322434372.2U CN202322434372U CN220842705U CN 220842705 U CN220842705 U CN 220842705U CN 202322434372 U CN202322434372 U CN 202322434372U CN 220842705 U CN220842705 U CN 220842705U
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- 230000000087 stabilizing effect Effects 0.000 title claims abstract description 60
- 230000035939 shock Effects 0.000 claims description 41
- 239000006096 absorbing agent Substances 0.000 claims description 33
- 229910000861 Mg alloy Inorganic materials 0.000 claims description 4
- 238000000465 moulding Methods 0.000 claims description 3
- 230000009286 beneficial effect Effects 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 4
- 238000010521 absorption reaction Methods 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000003908 quality control method Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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Abstract
The utility model discloses a front cabin stabilizing beam, a front cabin structure of a vehicle and the vehicle, wherein the front cabin stabilizing beam comprises: a front cross member; a rear cross member spaced apart from the front cross member; the two oblique pull beams are respectively connected with two ends of the rear cross beam in the length direction, the other ends of the two oblique pull beams are respectively connected with the front cross beam, and the two oblique pull beams incline towards the direction away from each other in the direction from the rear cross beam to the front cross beam; and one end of the longitudinal beam is connected with the rear cross beam, the other end of the longitudinal beam is connected with the front cross beam, and the longitudinal beam is positioned between the two cable-stayed beams. According to the front cabin stabilizing beam, the front beam, the rear beam and the two oblique pull beams can be formed into a triangular stabilizing structure, and the longitudinal beams can divide the triangular structure formed by the front beam, the rear beam and the two oblique pull beams into two triangular structures, so that the structural strength of the front cabin stabilizing beam is enhanced, and the torsional rigidity and the NVH performance of the whole vehicle are improved.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a front cabin stabilizing cross beam, a front cabin structure of a vehicle and the vehicle.
Background
In the related art, a front cabin stabilizing beam is commonly used for some automobiles. The existing stable cross beam is not beneficial to improving the torsional rigidity of the whole vehicle and NVH (Noise, vibration, harshness, noise, vibration and harshness) performance of a front windshield and a front coaming area.
Disclosure of utility model
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the front cabin stabilizing beam is high in structural strength and capable of improving the torsional rigidity and NVH performance of the whole vehicle.
The utility model also provides a front cabin structure of the vehicle, which comprises the front cabin stabilizing beam.
The utility model also provides a vehicle, which comprises the front cabin structure of the vehicle.
The front cabin stabilizing beam according to an embodiment of the utility model comprises: a front cross member; a rear cross member spaced apart from the front cross member; the two oblique-pulling beams are respectively connected with two ends of the rear cross beam in the length direction, the other ends of the two oblique-pulling beams are respectively connected with the front cross beam, and the two oblique-pulling beams incline towards a direction away from each other in the direction from the rear cross beam to the front cross beam; and one end of the longitudinal beam is connected with the rear cross beam, the other end of the longitudinal beam is connected with the front cross beam, and the longitudinal beam is positioned between the two inclined pull beams.
According to the front cabin stabilizing beam, the front beam and the rear beam are arranged at intervals, the two cable-stayed beams are arranged, one ends of the two cable-stayed beams are respectively connected with two ends of the rear beam in the length direction, the front ends of the two cable-stayed beams are connected with the front beam, in the direction from the rear beam to the front beam, the two cable-stayed beams incline towards the direction away from each other, meanwhile, the longitudinal beam is arranged between the two cable-stayed beams, two ends of the longitudinal beam are respectively connected with the front beam and the rear beam, so that the front beam, the rear beam and the two cable-stayed beams can be generally formed into a triangle stabilizing structure, the longitudinal beam can divide the triangle structure formed by the front beam, the rear beam and the two cable-stayed beams into two triangle structures, and the structural strength of the front cabin stabilizing beam is enhanced, and the torsional rigidity and NVH performance of the whole cabin are improved.
According to some embodiments of the utility model, the longitudinal beams are perpendicular to the front and rear cross beams and/or the two diagonal beams are symmetrically arranged.
According to some embodiments of the utility model, the cable-stayed beam is spaced from the end of the front cross beam in the length direction.
According to some embodiments of the utility model, the front cabin stabilizing rail is an integral die cast molding.
According to some embodiments of the utility model, the front cabin stabilizing beam is a magnesium alloy piece.
A front cabin structure of a vehicle according to an embodiment of the present utility model includes: the left front shock absorber and the right front shock absorber are arranged at intervals in the width direction of the vehicle; the front cabin stabilizing beam is characterized in that two ends of the front beam in the length direction are respectively connected with the left front shock absorption tower and the right front shock absorption tower; the front windshield cross beam is arranged at the rear sides of the left front shock absorber and the right front shock absorber along the front-rear direction of the vehicle; the front coaming is connected with the front windshield cross beam and is positioned below the front windshield cross beam, and the rear cross beam is connected with at least one of the front windshield cross beam and the front coaming.
According to the front cabin structure of the vehicle, the front cabin stabilizing beam is arranged, so that the front cabin stabilizing beam is connected with the left front shock absorber, the right front shock absorber, the front windshield beam and/or the front coaming at three points, a stable triangle structure is integrally formed, the torsional rigidity of the vehicle body can be improved, and the control performance of the whole vehicle is ensured.
In some embodiments of the utility model, further comprising: the back cross beam is connected with the backup pad, the backup pad with preceding window crossbeam and at least one of dash board is connected.
In some embodiments of the utility model, the rear cross member is fixedly connected to the support plate in the front-rear direction by a fastener.
In some embodiments of the present utility model, two ends of the front beam in the length direction are respectively attached to the upper end surfaces of the left front shock absorber and the right front shock absorber, and the two ends of the front beam in the length direction are respectively fixedly connected with the left front shock absorber and the right front shock absorber in the up-down direction through fasteners.
The vehicle comprises the front cabin structure of the vehicle.
According to the vehicle provided by the embodiment of the utility model, the front cabin structure of the vehicle is arranged, and comprises the front cabin stabilizing beam, so that the front cabin stabilizing beam is connected with the left front shock absorber, the right front shock absorber and the front windshield beam and/or the front coaming at three points, a stable triangle structure is integrally formed, the torsional rigidity of the vehicle body can be improved, and the whole vehicle control performance is ensured.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a perspective view of a front cabin structure of a vehicle according to an embodiment of the present utility model;
FIG. 2 is a perspective view of a front nacelle stabilizing beam according to an embodiment of the utility model;
Fig. 3 is a perspective view of a support plate of a front cabin structure of a vehicle according to an embodiment of the present utility model.
Reference numerals:
100. A front nacelle structure;
10. a front cabin stabilizing cross beam;
1. a front cross member; 2. a rear cross member; 3. a diagonal bracing beam; 4. a longitudinal beam;
20. A left front shock absorber; 30. a right front shock tower; 40. a front windshield cross member; 50. a dash panel; 60. and a support plate.
Detailed Description
Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
A front nacelle stabilizing beam 10 according to an embodiment of the utility model is described below with reference to fig. 2.
As shown in fig. 2, the front cabin stabilizing beam 10 according to the embodiment of the present utility model includes: front cross beam 1, rear cross beam 2, cable-stayed beam 3 and longeron 4.
Specifically, as shown in fig. 2, the rear cross member 2 is spaced apart from the front cross member 1 in the front-rear direction, the front cross member 1 and the rear cross member 2 each extend in the width direction of the vehicle, and the front cross member 1 is located on the front side of the rear cross member 2 in the front-rear direction of the vehicle. The two oblique-pulling beams 3 are arranged, one ends of the two oblique-pulling beams 3 are respectively connected with two ends of the length direction of the rear cross beam 2, the other ends of the two oblique-pulling beams 3 are respectively connected with the front cross beam 1, and in the direction from the rear cross beam 2 to the front cross beam 1, the two oblique-pulling beams 3 incline towards the direction away from each other. It will be appreciated that the cable-stayed beam 3 is inclined toward one side in the vehicle width direction in the direction from the rear cross member 2 to the front cross member 1, i.e., in the direction from the rear to the front of the vehicle, and that an angle is formed between the cable-stayed beam 3 and the front to rear direction of the vehicle.
One end of a longitudinal beam 4 is connected with the rear cross beam 2, the other end is connected with the front cross beam 1, and the longitudinal beam 4 is positioned between the two cable-stayed beams 3. It will be appreciated that the connection location of the longitudinal beam 4 to the rear cross member 2 is spaced from the two ends of the rear cross member 2 in the longitudinal direction, and the connection location of the longitudinal beam 4 to the front cross member 1 is spaced from the connection location of the two diagonal beams 3 to the front longitudinal beam 4.
In the utility model, the front cross beam 1, the rear cross beam 2 and the two cable-stayed beams 3 can be generally formed into a triangular stable structure, so that the structural rigidity and strength of the front cabin stable cross beam 10 are improved. In addition, the longitudinal beam 4 can divide the triangle structure formed by the front cross beam 1, the rear cross beam 2 and the two cable-stayed beams 3 into two triangle structures, the longitudinal beam 4 can structurally strengthen the front cross beam 1 and the rear cross beam 2 to form a more stable integral structure, and the support strength of the front cabin stabilizing cross beam 10 along the front and rear directions of the vehicle is improved, so that the front cabin stabilizing cross beam 10 has high structural strength, simple structure and small occupied space. As shown in fig. 1, when the front cabin stabilizing beam 10 is applied to a vehicle, the front cabin stabilizing beam 10 is connected with the front windshield cross beam 40 and/or the dash panel 50 of the vehicle, which is beneficial to improving the torsional rigidity of the whole vehicle and the NVH performance of the front windshield cross beam 40 and the dash panel 50 area.
According to the front cabin stabilizing beam 10 provided by the embodiment of the utility model, the front beam 1 and the rear beam 2 which are arranged at intervals are arranged, the two cable-stayed beams 3 are arranged, one ends of the two cable-stayed beams 3 are respectively connected with two ends of the rear beam 2 in the length direction, the front ends of the two cable-stayed beams 3 are connected with the front beam 1, and in the direction from the rear beam 2 to the front beam 1, the two cable-stayed beams 3 incline towards the direction away from each other, meanwhile, the longitudinal beam 4 is arranged between the two cable-stayed beams 3, and two ends of the longitudinal beam 4 are respectively connected with the front beam 1 and the rear beam 2, so that the front beam 1, the rear beam 2 and the two cable-stayed beams 3 can be generally formed into a triangle stabilizing structure, and the longitudinal beam 4 can divide the triangle structure formed by the front beam 1, the rear beam 2 and the two cable-stayed beams 3 into two triangle structures, so that the structural strength of the front cabin stabilizing beam 10 is enhanced, and the torsional rigidity and NVH performance of the whole vehicle are improved.
In some embodiments of the present utility model, as shown in fig. 2, the longitudinal beam 4 is perpendicular to the front beam 1 and the rear beam 2, so that the longitudinal beam 4 can divide the triangle structure formed by the front beam 1, the rear beam 2 and the two cable-stayed beams 3 into two right triangle structures, which is beneficial to further enhancing the structural strength of the front cabin stabilizing beam 10 and improving the torsional rigidity and NVH performance of the whole vehicle.
In some embodiments of the utility model, as shown in fig. 2, two diagonal beams 3 are symmetrically arranged. Therefore, the structure and the processing technology of the front cabin stabilizing beam 10 can be simplified, the production efficiency is improved, the structural strength of the front cabin stabilizing beam 10 is further enhanced, and the torsional rigidity and the NVH performance of the whole vehicle are improved.
In some embodiments of the present utility model, as shown in fig. 2, the diagonal girders 3 are spaced apart from the longitudinal ends of the front transverse girder 1. Therefore, the cable-stayed beam 3 and the two ends of the front cross beam 1 in the length direction can be separated by a certain distance, the two ends of the front cross beam 1 in the length direction are convenient to be connected with other parts such as damping tower parts, and the reliability of connection between the front cross beam 1 and the other parts is improved.
In some embodiments of the utility model, the front nacelle stabilizing beam 10 is an integral die cast molding. Therefore, the manufacturing process of the front cabin stabilizing beam 10 can be simplified, the production process is reduced, the design freedom degree is high, the development cost is reduced, the production efficiency is improved, meanwhile, the number of parts of the front cabin stabilizing beam 10 can be reduced, the integration level and the assembly efficiency are improved, the number of parts is greatly reduced, and the quality control management cost is reduced. In addition, the front cabin stabilizing beam 10 does not need welding, screwing and other modes, so that the connecting points are reduced, and the durability and reliability of the front cabin stabilizing beam 10 are improved.
In some embodiments of the utility model, the forward nacelle stabilizing beam 10 is a magnesium alloy piece. Therefore, the weight of the front cabin stabilizing beam 10 can be reduced, the weight is reduced, the defects of the existing steel beam structure and aluminum beam structure that the weight is large are overcome, and the weight of a vehicle body is effectively reduced. In addition, the magnesium alloy damping vibration attenuation performance is high, and the front windshield cross beam 40 can be connected, so that the local mode of the front windshield cross beam 40 can be improved, the structural noise can be reduced, and the NVH performance can be further improved.
A front cabin structure 100 of a vehicle according to an embodiment of the utility model is described below with reference to fig. 1.
Specifically, as shown in fig. 1, a front cabin structure 100 of a vehicle according to an embodiment of the present utility model includes: a left front shock absorber 20, a right front shock absorber 30, the front cabin stabilizing beam 10, the front windshield beam 40, and the dash panel 50 described above.
Specifically, the left and right front shock towers 20 and 30 are disposed at an interval in the width direction of the vehicle, both ends in the length direction of the front cross member 1 are connected to the left and right front shock towers 20 and 30, respectively, the front cowl 40 is disposed on the rear sides of the left and right front shock towers 20 and 30 in the front-rear direction of the vehicle, the cowl 50 is connected to the front cowl 40 and is located below the cowl 40, and the rear cross member 2 is connected to at least one of the cowl 40 and the cowl 50.
In the utility model, the front cabin stabilizing beam 10, the left front shock absorber 20, the right front shock absorber 30, the front windshield beam 40 and/or the front coaming 50 form three-point connection, and a stable triangle structure is integrally formed, so that the torsional rigidity of the vehicle body can be improved, and the control performance of the whole vehicle is ensured.
According to the front cabin structure 100 of the vehicle in the embodiment of the utility model, by arranging the front cabin stabilizing beam 10, the front cabin stabilizing beam 10 is connected with the left front shock absorber 20, the right front shock absorber 30 and the front windshield cross beam 40 and/or the front coaming 50 at three points, so that a stable triangle structure is integrally formed, the torsional rigidity of the vehicle body can be improved, and the handling performance of the whole vehicle is ensured.
In some embodiments of the present utility model, as shown in fig. 1 and 3, the front cabin structure 100 of the vehicle further includes a support plate 60, the rear cross member 2 is connected to the support plate 60, and the support plate 60 is connected to at least one of the front windshield cross member 40 and the dash panel 50. The supporting plate 60 is used as a transition structure for connecting the front cabin stabilizing beam 10 with the front windshield beam 40 and/or the front coaming 50, so that impact force can be dispersed, and local modes of the front windshield beam 40 and the front coaming 50 can be improved simultaneously by means of the supporting plate 60, structural noise is reduced, and NVH performance is further improved. In addition, the support plate 60 structure is also beneficial to improving the universality of the front cabin stabilizing beam 10 on different vehicle types.
Alternatively, as shown in fig. 1, the support plate 60 is welded to the cowl cross member 40 and the dash panel 50.
In some embodiments of the present utility model, as shown in fig. 1, the rear cross member 2 is fixedly connected to the lower end of the support plate 60 in the front-rear direction by a fastener, and both ends of the front cross member 1 in the length direction are respectively attached to the upper end surfaces of the left and right front shock-absorbing towers 20 and 30, and both ends of the front cross member 1 in the length direction are fixedly connected to the left and right front shock-absorbing towers 20 and 30 in the up-down direction by a fastener. For example, the front beam 1 is connected with the left front shock absorber 20 and the right front shock absorber 30 at two sides at two ends, and is fixed by adopting 2 bolt connections respectively, and the rear beam 2 is connected with the supporting plate 60 and is fixed by adopting 2 bolt connections, so that the torsional rigidity and NVH performance of the vehicle body are improved.
In addition, in the present application, the front cabin stabilizing beam 10 is connected with the left front shock absorber 20, the right front shock absorber 30 and the support plate 60 through fasteners, so that the disassembly and assembly are convenient, and the assembly and maintenance of the beam are improved.
A vehicle according to an embodiment of the present utility model is described below.
A vehicle according to an embodiment of the present utility model includes the front cabin structure 100 of the vehicle described above.
According to the vehicle of the embodiment of the utility model, by arranging the front cabin structure 100 of the vehicle, the front cabin structure 100 comprises the front cabin stabilizing beam 10, so that the front cabin stabilizing beam 10 is in three-point connection with the left front shock absorber 20, the right front shock absorber 30, the front windshield cross beam 40 and/or the front coaming 50, and a stable triangle structure is integrally formed, thereby improving the torsional rigidity of the vehicle body and ensuring the handling performance of the whole vehicle.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A front nacelle stabilizing beam, comprising:
A front cross member;
A rear cross member spaced apart from the front cross member;
The two oblique-pulling beams are respectively connected with two ends of the rear cross beam in the length direction, the other ends of the two oblique-pulling beams are respectively connected with the front cross beam, and the two oblique-pulling beams incline towards a direction away from each other in the direction from the rear cross beam to the front cross beam;
And one end of the longitudinal beam is connected with the rear cross beam, the other end of the longitudinal beam is connected with the front cross beam, and the longitudinal beam is positioned between the two inclined pull beams.
2. The front nacelle stabilizing beam according to claim 1, wherein the stringers are perpendicular to the front and rear beams,
And/or the two cable-stayed beams are symmetrically arranged.
3. The front nacelle stabilizing beam according to claim 1, wherein the cable-stayed beam is disposed at a distance from an end portion in a longitudinal direction of the front beam.
4. The front nacelle stabilizing beam according to claim 1, wherein the front nacelle stabilizing beam is an integral die cast molding.
5. The front nacelle stabilizing beam of claim 1, wherein the front nacelle stabilizing beam is a magnesium alloy piece.
6. A front cabin structure of a vehicle, characterized by comprising:
the left front shock absorber and the right front shock absorber are arranged at intervals in the width direction of the vehicle;
The front cabin stabilizing beam according to any one of claims 1 to 5, both ends in a length direction of the front beam being connected to the left front shock tower and the right front shock tower, respectively;
The front windshield cross beam is arranged at the rear sides of the left front shock absorber and the right front shock absorber along the front-rear direction of the vehicle;
The front coaming is connected with the front windshield cross beam and is positioned below the front windshield cross beam, and the rear cross beam is connected with at least one of the front windshield cross beam and the front coaming.
7. The front cabin structure of the vehicle according to claim 6, further comprising:
The back cross beam is connected with the backup pad, the backup pad with preceding window crossbeam and at least one of dash board is connected.
8. The front cabin structure of the vehicle according to claim 7, wherein the rear cross member and the support plate are fixedly connected in a front-rear direction by a fastener.
9. The front cabin structure of a vehicle according to claim 6, wherein both ends in the front cross member length direction are respectively attached to upper end surfaces of the left front shock absorber and the right front shock absorber, and both ends in the front cross member length direction are respectively fixedly connected with the left front shock absorber and the right front shock absorber in the up-down direction by fasteners.
10. A vehicle, characterized by comprising a front cabin structure of a vehicle according to any one of claims 6-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322434372.2U CN220842705U (en) | 2023-09-07 | 2023-09-07 | Front cabin stabilizing cross beam, front cabin structure of vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322434372.2U CN220842705U (en) | 2023-09-07 | 2023-09-07 | Front cabin stabilizing cross beam, front cabin structure of vehicle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220842705U true CN220842705U (en) | 2024-04-26 |
Family
ID=90781347
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322434372.2U Active CN220842705U (en) | 2023-09-07 | 2023-09-07 | Front cabin stabilizing cross beam, front cabin structure of vehicle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220842705U (en) |
-
2023
- 2023-09-07 CN CN202322434372.2U patent/CN220842705U/en active Active
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