CN221316373U - Reinforced structure of front shock absorber and vehicle - Google Patents

Abstract

The utility model provides a reinforcing structure of a front shock absorber and a vehicle, wherein the front shock absorber is arranged on a front auxiliary frame longitudinal beam in a front auxiliary frame, the reinforcing structure comprises a first reinforcing beam and a second reinforcing beam which are connected between the front shock absorber and a front wall assembly, the first reinforcing beam and the second reinforcing beam are mutually close along the direction pointing to the front shock absorber, and the first reinforcing beam, the second reinforcing beam and the front wall assembly are connected to form a triangular structure. The utility model is beneficial to the light weight design and the modeling design of the vehicle body, can increase the strength of the position of the front shock absorber tower, and is beneficial to improving the installation reliability of the front shock absorber.

Description

Reinforced structure of front shock absorber and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a reinforcing structure of a front shock absorber. The utility model also relates to a vehicle provided with the reinforcing structure of the front shock absorber.

Background

In the related art, in the existing load-bearing vehicle body, front shock towers located in the vehicle body are generally provided on front cabin side rails, respectively, and the top of the front shock towers is also generally connected to the front cabin side rails. The arrangement mode of the front shock absorber is characterized in that the front cabin longitudinal beam, the front cabin side beam and other beam bodies are required to be arranged, and other corresponding accessories are required to be arranged, so that the weight of the vehicle body is greatly increased, the lightweight design of the vehicle body is not facilitated, meanwhile, the front cabin longitudinal beam, the front cabin side beam and the like are limited, the front part of the vehicle body is shaped, and the shaping design of the vehicle body is not facilitated.

Disclosure of utility model

In view of the above, the present utility model is directed to a reinforcing structure of a front shock absorber, which is advantageous for lightweight design and modeling design of a vehicle body and can increase structural strength of the front shock absorber.

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

a reinforcing structure of a front shock absorber, wherein:

The front shock absorber is arranged on a front auxiliary frame longitudinal beam in the front auxiliary frame;

The reinforcing structure comprises a first reinforcing beam and a second reinforcing beam which are connected between the front shock absorber and the front wall assembly;

The first stiffening beam and the second stiffening beam are close to each other along the direction pointing to the front shock absorber tower, and the first stiffening beam, the second stiffening beam and the front wall assembly are connected to form a triangle structure.

Further, the first stiffening beam with enclose the one end that the assembly links to each other before with the A post links to each other the setting in whole car fore-and-aft direction.

Further, the first stiffening beam comprises a connecting plate connected to the front wall assembly, and a connecting beam with one end connected to the connecting plate, and the other end of the connecting beam is connected to the front shock absorber.

Further, the connecting plate is box-shaped, and a cavity is formed between the connecting plate and the front wall assembly in a surrounding manner; and/or the number of the groups of groups,

The connecting beam adopts a tubular beam.

Further, the second reinforcement beam is connected with a lower cross beam of a front windshield in the front wall assembly; and/or the number of the groups of groups,

The first stiffening beam and the second stiffening beam are both connected to the top of the front shock absorber.

Further, the reinforcing structure further comprises a connecting beam connected between the front shock-absorbing towers on the left side and the right side.

Further, the connecting cross beam is connected between the tops of the front shock absorption towers at two sides; and/or the number of the groups of groups,

The middle part of connecting beam is equipped with the entablature that extends along whole car left and right directions, the entablature with connect the crossbeam lock and link together.

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

According to the reinforcing structure of the front shock absorber, the front shock absorber is integrally arranged on the front auxiliary frame longitudinal beam in the front auxiliary frame, so that the front engine room longitudinal beam and the front engine room side beam in the front engine room of the automobile body can be simplified or even omitted, the automobile body structure can be simplified, the weight of the automobile body is reduced, and the light weight design and the modeling design of the automobile body are facilitated. Meanwhile, through the setting of first stiffening beam and second stiffening beam to make first stiffening beam, second stiffening beam and preceding enclose the assembly and connect and form triangle-shaped structure, also can utilize the support connection of first stiffening beam and second stiffening beam, and triangle-shaped structural strength is big characteristics, increase the intensity of preceding shock absorber position, and then also help promoting the reliability of preceding bumper shock absorber installation.

In addition, the first stiffening beam links up the setting with the A post, not only can provide stronger bearing capacity for first stiffening beam, also is favorable to the collision force of first stiffening beam department to the transmission dispersion of automobile body rear portion through the A post simultaneously, promotes the transmission dispersion effect of collision force. The first stiffening beam is formed by the connecting plate and the connecting beam, so that the first stiffening beam can be conveniently prepared, and the first stiffening beam can be conveniently arranged between the front wall assembly and the front shock absorber. The connecting plate is box-shaped and forms a cavity with the front wall assembly in an enclosing mode, and the characteristic that the strength of the box-shaped structure is high can be utilized, so that the strength of the connecting plate is ensured, and the reliability of connection of the connecting plate is ensured. The connecting beam adopts the tubular beam, can be convenient for its preparation, also can guarantee the structural strength of connecting beam simultaneously.

In addition, the second stiffening beam is connected with the front windshield lower beam, can provide stronger bearing capacity for the second stiffening beam equally, is favorable to the collision force of second stiffening beam department to pass through front windshield lower beam to the transmission dispersion in automobile body rear portion simultaneously, promotes the transmission dispersion effect of collision force. The first stiffening beam and the second stiffening beam are connected to the top of the front shock absorber, can be conveniently connected with the front shock absorber, and are beneficial to arrangement of the two stiffening beams. Set up the connection crossbeam between the shock absorber tower before the both sides, can provide horizontal support before the both sides between the shock absorber tower to further increase the structural strength of each preceding shock absorber tower, and also can form horizontal biography power passageway before the both sides between the shock absorber tower, promote collision force transmission dispersion effect. The connecting cross beam is connected between the tops of the front shock absorption towers on two sides, and the arrangement of the connecting cross beam can be facilitated. The middle part of connecting the crossbeam sets up the entablature, can further promote the support strength and the collision force transmission performance of connecting the crossbeam.

Another object of the present utility model is to provide a vehicle, in which a front subframe is provided, front shock-absorbing towers are provided on front subframe side members on both left and right sides of the front subframe, respectively, and the reinforcing structure of the front shock-absorbing tower is further provided in the vehicle.

Further, each side the front subframe longeron all has upper longeron and the lower longeron of arranging from top to bottom, upper longeron with the lower longeron all extends along whole car fore-and-aft direction, and each side the preceding shock absorber tower sets up on the upper longeron of homonymy.

Further, a rear auxiliary frame and a connecting longitudinal beam connected between the front auxiliary frame and the rear auxiliary frame are also arranged in the vehicle;

And the rear auxiliary frame longitudinal beams on the left side and the right side of the rear auxiliary frame are respectively provided with a rear shock absorption tower, and/or the connecting beams are respectively arranged on the left side and the right side, and the front auxiliary frame, the rear auxiliary frame and the connecting longitudinal beams on the two sides jointly define a battery pack installation space.

The vehicle provided by the utility model can be beneficial to simplifying the vehicle body structure, reducing the weight of the vehicle body, being beneficial to the light weight design and the modeling design of the vehicle body, and being capable of increasing the strength of the position of the front shock absorber, and being beneficial to improving the installation reliability of the front shock absorber.

Secondly, the front auxiliary frame longitudinal beam is composed of an upper longitudinal beam and a lower longitudinal beam which are arranged up and down, and the front shock absorption towers are arranged on the upper longitudinal beams on two sides, so that on one hand, the transmission capacity of collision force is improved by utilizing the double force transmission channels formed by the upper longitudinal beam and the lower longitudinal beam, and the whole car collision safety is improved.

Moreover, through the setting of both sides connection longeron to connect preceding, back sub vehicle frame through the connection longeron of both sides and connect into integrative annular structure, inject battery package installation space simultaneously in annular structure, also can constitute battery package annular frame structure with the help of the connection setting of connection longeron, the battery package can move along with annular frame structure when the vehicle bumps, can reduce the collision impact that the battery package received, with the collision security that increases the battery package, help the promotion of whole car security quality.

Drawings

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

FIG. 1 is a schematic view of an arrangement of a reinforcement structure in an overall vehicle according to an embodiment of the present utility model;

FIG. 2 is a schematic view of the front portion of FIG. 1;

FIG. 3 is a schematic view of the structure of FIG. 2 from another perspective;

FIG. 4 is a schematic view of a front shock tower and a reinforcement structure according to an embodiment of the present utility model;

FIG. 5 is a schematic diagram of a portion of the structure of FIG. 4;

FIG. 6 is a schematic view of the structure of a first reinforcing beam and a second reinforcing beam according to an embodiment of the present utility model;

FIG. 7 is a schematic view of a first reinforcement beam according to an embodiment of the present utility model;

FIG. 8 is a schematic structural view of a second reinforcing beam according to an embodiment of the present utility model;

FIG. 9 is a schematic view of a connecting beam according to an embodiment of the present utility model;

FIG. 10 is a schematic view of a reinforcement beam according to an embodiment of the present utility model;

FIG. 11 is a schematic view of a front subframe according to an embodiment of the present utility model;

FIG. 12 is a schematic view of a front shock tower according to an embodiment of the present utility model;

FIG. 13 is a schematic view of a chassis structure according to an embodiment of the present utility model;

fig. 14 is a schematic structural view of a rear subframe according to an embodiment of the present utility model;

FIG. 15 is a schematic view illustrating the cooperation between a chassis structure and a vehicle body according to an embodiment of the present utility model;

Reference numerals illustrate:

100. A chassis structure; 200. a vehicle body skeleton; 300. a front wall assembly; 400. a front frame;

1.A front subframe; 2. a rear subframe; 3. a column A; 4. a front windshield lower cross member; 5. a first reinforcing beam; 6. a second reinforcing beam; 7. a connecting beam; 8. a frame stringer; 9. a front bumper beam; 10. a frame cross beam; 11. a support; 12. connecting a longitudinal beam; 13. a battery pack; 14. vehicle body

101. Front subframe rail; 102. a front subframe front cross member; 103. a front subframe center cross member; 104. a rear cross member; 105. front subframe anti-collision beams; 106. front auxiliary frame energy-absorbing box; 107. a front shock absorber; 108. a support beam; 201. a rear subframe rail; 202. a rear subframe front cross member; 203. a rear subframe rear cross member; 204. a front cross member; 205. a rear subframe impact beam; 206. a rear subframe energy absorption box; 207. a rear shock absorber; 3a, an upper section of the column A; 501. a connecting plate; 502. a connecting beam; 6a, reinforcing ribs; 7a, reinforcing cross beams; 13a, a connecting section;

1011. An upper longitudinal beam; 1012. a side sill; 107a, a boss; 107b, reinforcing flanging; 2011. an inner longitudinal beam; 2012. and an outer longitudinal beam.

Detailed Description

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

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

Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

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

Example 1

The present embodiment relates to a reinforcing structure of a front shock absorber 107, which is advantageous for lightweight design and styling design of a vehicle body, while also being capable of increasing the strength of the front shock absorber position.

As shown in fig. 1 to 5 in combination with the overall structure, the front shock tower 107 of the present embodiment is provided on the front sub frame rail 101 in the front sub frame 1, and the reinforcing structure includes the first reinforcing beam 5 and the second reinforcing beam 6 connected between the front shock tower 107 and the front wall assembly 300.

Wherein the first reinforcing beam 5 and the second reinforcing beam 6 are adjacent to each other in a direction pointing to the front shock tower 107, and the first reinforcing beam 5, the second reinforcing beam 6, and the front wall assembly 300 are also connected to form a triangle structure.

At this time, as set forth above, by integrally providing the front shock absorber 107 on the front sub frame rail 101 in the front sub frame 1, the present embodiment can simplify and even omit the front cabin rail and the front cabin side rail in the front cabin of the vehicle body, thereby contributing to simplification of the vehicle body structure, reduction of the vehicle body weight, and contribution to the lightweight design and the styling design of the vehicle body. Meanwhile, the first stiffening beam 5 and the second stiffening beam 6 are arranged, the first stiffening beam 5, the second stiffening beam 6 and the front wall assembly 300 are connected to form a triangular structure, and the supporting connection of the first stiffening beam 5 and the second stiffening beam 6 and the characteristic of high triangular structural strength can be utilized to achieve the effect of increasing the structural strength of the position of the front shock absorber 107.

Based on the above overall description, specifically, as shown in fig. 1 to 3 as well, in the present embodiment, the front subframe 1 is a part of the chassis structure 100, the front wall assembly 300 and the first and second reinforcement beams 5 and 6 are a part of the vehicle body frame 200, and the chassis structure 100 is connected to the bottom of the vehicle body frame 200 to constitute the overall vehicle frame structure together with the vehicle body frame 200.

In addition, it should be noted that, in the present embodiment, the vehicle body frame 200, the front wall assembly 300 located therein, and the front subframe 1 with the front shock absorber 107 disposed on the side subframe rails 101 may refer to related structures in the existing vehicle, and will not be described herein.

As a preferred embodiment, the end of the first reinforcement beam 5 connected to the front wall assembly 300 is also connected to the a pillar 3 in the front-rear direction of the vehicle. At this time, the linking setting between first stiffening beam 5 and the A post 3, its also both promptly at the at least partial overlapping of the ascending projection of whole car front and back to link up the setting between through first stiffening beam and the A post 3, not only can provide stronger bearing capacity for first stiffening beam 5, also be favorable to simultaneously that the collision force of first stiffening beam 5 department passes through A post 3 to the transmission dispersion of automobile body rear portion, and then can promote the transmission dispersion effect of collision force.

In addition, on the basis of being connected with the a-pillar 3, preferably, in the implementation of the embodiment, the whole first reinforcing beam 5 is obliquely arranged backward and upward, and thus the first reinforcing beam 5 and the a-pillar upper section 3a in the a-pillar 3 form a through force transmission channel. In this way, the collision force from the first reinforcement beam 5 can be transmitted along the a-pillar 3 to the bottom sill beam position, and can be transmitted better to the top roof side rail position of the top roof to achieve a better collision force transmission dispersion effect.

Still referring to fig. 5, and with continued reference to fig. 6 and 7, in the embodiment, for the first reinforcement beam 5, the first reinforcement beam 5 may include a connection plate 501 connected to the front wall assembly 300, and a connection beam 502 having one end connected to the connection plate 501, and the other end of the connection beam 502 is connected to the front shock absorber 107.

At this time, the first reinforcement beam 5 is made up of the connection plate 501 and the connection beam 502, and it is understood that it can facilitate the preparation of the first reinforcement beam 5, and at the same time, can facilitate the arrangement of the first reinforcement beam 5 between the front wall assembly 300 and the front shock tower 107.

In addition, in a specific structural arrangement, it is preferable that the present embodiment is further shown in fig. 6 and 7, for example, the connection plate 501 may be made box-shaped, and a cavity is formed between the connection plate 501 and the front wall assembly 300 based thereon. Thus, by making the connecting plate 501 box-shaped and enclosing the front wall assembly 300 to form a cavity, the characteristic of high strength of the box-shaped structure can be utilized to ensure the strength of the connecting plate 501 and the reliability of the connection.

In this embodiment, instead of allowing the connection plate 501 to have a box-like structure, it is preferable that the connection beam 502 be a tube beam, for example. Moreover, by having the connection beam 502 employ a tubular beam, it can be appreciated that it can facilitate the preparation of the connection beam 502 while also ensuring the structural strength of the connection beam 502.

Still referring to fig. 5 and 6, and with continued reference to fig. 8, the second reinforcing beam 6 of the present embodiment may be, for example, a plate structure formed by stamping, and in order to increase the structural strength of the second reinforcing beam 6, the reinforcing ribs 6a may be formed thereon, and at the same time, the reinforcing ribs 6a may be designed as a plurality of reinforcing ribs arranged side by side according to the width of the second reinforcing beam 6, so as to ensure the structural reinforcing effect.

It should be noted that, for example, after the connection between the connection plate 501 and the connection beam 502 that form the first reinforcement beam 5 may be fixedly connected together through a screw structure, one end of the connection plate 501, which is close to the front wall assembly 300, may be fixedly connected to the front wall assembly 300 in a welding manner, and one end of the connection beam 502, which is close to the front shock absorber 107, may also be fixedly connected to the front shock absorber 107 through a screw structure. And both ends of the second reinforcement beam 6 may be connected to the front wall assembly 300 and the front shock tower 107 by screw structures.

In addition, it should be noted that, in addition to the first reinforcing beam 501 and the second reinforcing beam 6 adopting the above-mentioned structural forms, it is of course possible to adopt other structures such as stamped sheet metal, extruded profiles, etc. for the first reinforcing beam 501 and the second reinforcing beam 6 in the specific implementation, as long as they can satisfy the supporting and reinforcing effects on the position of the front shock absorber 107.

In this embodiment, as a preferred embodiment, the second reinforcement beam 6 may be specifically connected to the front windshield lower cross member 4 in the cowl assembly 300. So for second stiffening beam 6 is connected with preceding wind window underbeam 4, can provide stronger bearing capacity for second stiffening beam 6 equally, also is favorable to the collision force of second stiffening beam 6 department to pass through preceding wind window underbeam 4 to the automobile body rear portion transmission dispersion simultaneously, and promotes the transmission dispersion effect of collision force.

In the preferred embodiment, the first reinforcing beam 5 and the second reinforcing beam 6 may be generally connected to the top of the front shock absorber 107 in the practical implementation. At this time, by connecting the first reinforcing beam 5 and the second reinforcing beam 6 at the top of the front shock absorber 107, the connection between the two and the front shock absorber 107 can be facilitated, and the arrangement of the two reinforcing beams can also be facilitated.

As also shown in fig. 2 to 5, as a preferred embodiment, the reinforcing structure of the present embodiment further includes a connecting beam 7 connected between the front shock-absorbing towers 107 on the left and right sides. At this time, by providing the connection cross member 7 between the front shock-absorbing towers 107 on both sides, lateral support can be provided between the front shock-absorbing towers 107 on both sides to further increase the structural strength of each front shock-absorbing tower 107, and the provision of the connection cross member 7 can also form a lateral (i.e., left and right direction of the whole vehicle) force transmission passage between the front shock-absorbing towers 107 on both sides, thereby improving the impact force transmission dispersion effect.

In practice, the connecting beam 7 may be connected between the tops of the front shock towers 107 on both sides, so that the connecting beam 7 is connected between the tops of the front shock towers 107 on both sides, and the arrangement of the connecting beam 7 may be facilitated.

In addition, as shown in fig. 9, in the embodiment, for example, a sheet metal beam structure formed by stamping may be adopted as the connecting beam 7, two ends of the connecting beam may be connected to the front shock absorber 107 by a screw connection structure, and as further shown in fig. 10, in this embodiment, a reinforcing beam 7a extending in the left-right direction of the whole vehicle may be further disposed in the middle of the connecting beam 7, and the reinforcing beam 7a and the connecting beam 7 may be fastened together.

At this time, the reinforcing beam 7a is also made of a sheet metal member formed by press forming, and by providing the reinforcing beam 7a in the middle of the connecting beam 7, it is apparent that it can further improve the supporting strength and the collision force transmitting performance of the connecting beam 7.

The reinforcing structure of the front shock absorber 107 of the present embodiment adopts the above structure, and by integrating the front shock absorber 107 on the front subframe side member 101 in the front subframe 1, the front cabin side member and the front cabin side member in the front cabin of the vehicle body can be simplified or even omitted, and the vehicle body structure can be facilitated to be simplified, the weight of the vehicle body can be reduced, and thus the lightweight design and the design of the vehicle body can be facilitated.

Of course, through the setting of above-mentioned first stiffening beam 5 and second stiffening beam 6 to make first stiffening beam 5, second stiffening beam 6 and preceding enclose assembly 300 connect and form triangle-shaped structure, the additional strengthening of this embodiment also can utilize the support of first stiffening beam 5 and second stiffening beam 6 to connect, and triangle-shaped structural strength is big characteristics, increases the intensity of preceding shock absorber 107 position, and from this it also helps promoting the reliability of preceding bumper shock absorber installation, and has fine practicality.

Example two

The present embodiment relates to a vehicle in which a front subframe 1 is provided, front shock towers 107 are provided on the front subframe rails 1 on the left and right sides of the front subframe 1, respectively, and the vehicle of the present embodiment is further provided with the reinforcing structure of the front shock towers 107 of the first embodiment.

At this time, by providing the reinforcing structure of the front shock absorber 107 in the first embodiment, the present embodiment can facilitate simplification of the vehicle body structure, reduction of the weight of the vehicle body, contribution to the light weight design and the design of the model of the vehicle body, and at the same time, also increase in the strength of the front shock absorber 107, and also contribute to improvement in the reliability of the installation of the front shock absorber.

Further, in addition to making it possible to adopt the related structure in the existing vehicle as a preferred embodiment, in the front subframe 1 of the present embodiment, as shown in fig. 11, the front subframe rail 1 of each side has an upper side rail 1011 and a lower side rail 1012 arranged up and down, the upper side rail 1011 and the lower side rail 1012 each extend in the front-rear direction of the entire vehicle, and the front shock absorber 107 of each side is provided on the upper side rail 1011 of the same side.

Specifically, still referring to fig. 11, based on the front subframe rail 1 having upper side rails 1011 and lower side rails 1012 arranged up and down, as an exemplary structure, the front ends of each side upper side rail 1011 and lower side rail 1012 are connected to the front subframe front cross member 102, and the rear ends of each side upper side rail 1011 and lower side rail 1012 are connected to the rear cross member 104 located at the rear of the front subframe 1.

Further, similar to the front subframe 1 provided in the vehicle in the related art, the present embodiment is provided with a front subframe center cross member 103 between the front subframe side members 101 on both sides in addition to the front subframe front cross member 102. The front sub frame center rail 103 is located between the center portions of the side front sub frame rails 101 and is specifically connected between the side sill 1012 on both sides.

In addition to the front sub-frame center cross member 103 described above, the present embodiment is also provided with a front sub-frame impact beam 105 at the front end of the front sub-frame 1, and the front sub-frame impact beam 105 is also connected to the front side of the front sub-frame center cross member 102 specifically through front sub-frame energy absorbing boxes 106 provided separately on the left and right sides.

In this embodiment, the rear cross member 104 may be, for example, a part of the front subframe 1, and specifically, a front subframe rear cross member located at the rear end of the front subframe 1. However, instead of being a front sub-frame rear cross member, the rear cross member 104 of the present embodiment may be a beam structure provided at the rear of the front sub-frame 1 independently of the front sub-frame 1, and the rear cross member 104 may be connected between the connecting stringers 12 at both sides at this time, for example, to meet the installation requirements.

It should be noted that, in the implementation, when the rear cross member 104 is disposed independently of the front subframe 1, the connection between the rear cross member and the front subframe 1 is also typically connected to the rear ends of the front side members 101. Further, when the rear cross member 104 is provided independently of the front subframe 1, it may be provided selectively as needed for the front subframe rear cross member in the front subframe 1.

As a preferred embodiment, the front ends of the upper side member 1011 and the lower side member 1012 on each side are joined to the front sub-frame front cross member 102, and the present embodiment also allows the front ends of the upper side member 1011 and the lower side member 1012 on each side to meet together, and the front sections of the upper side member 1011 and the lower side member 1012 on each side and the front sub-frame energy absorbing box 106 located on the front side of the front sub-frame front cross member 102 together form a herringbone structure.

At this time, the front ends of the upper and lower side members on each side are connected to the front cross member 102 of the front subframe, and the front sections of the upper and lower side members on each side and the front subframe energy-absorbing box 106 form a herringbone structure, which is beneficial to the force transmission of the collision force to the upper and lower side members, so that the transmission capacity of the front subframe side member 101 to the collision force can be further increased.

In this embodiment, as a preferred embodiment, the middle portions of the side upper stringers 1011 are each arched upward in the up-down direction of the entire vehicle, and the front shock towers 107 on each side are also specifically provided on top of the arched positions of the side upper stringers 1011. In addition, front damper mounting structures are also provided on each side of the front damper tower 107, respectively, for mounting the front dampers. It can be appreciated that by making the middle portion of the upper longitudinal beam 1011 arch upward and disposing the front shock absorber 107 in the arched position, it is not only helpful to promote the crumple energy absorbing effect of the upper longitudinal beam 1011 when the vehicle collides, in particular, when the vehicle collides, but also to meet the height requirement of the front shock absorber 107 in the whole vehicle.

In the embodiment, as a preferred embodiment, the upper side member 1011 and the front shock absorber 107 are integrally provided, and as shown in fig. 11, the upper side member 1011 and the front shock absorber 107 may be connected in a straight structure extending in the front-rear direction of the vehicle. In this way, the upper longitudinal beam 1011 and the front shock absorber 107 are connected in a straight structure, which can facilitate the integrated arrangement of the front shock absorber 107 and also facilitate the improvement of the collision force transmission capability of the upper longitudinal beam 101.

As further shown in fig. 12, in the embodiment, the front damper mounting structure on the front damper tower 107 may be, for example, a front damper mounting hole provided at the top of the front damper tower 107, and a through hole for receiving the top of the front damper. Meanwhile, in order to increase the rigidity of the mounting position of the front shock absorber, it is preferable that the present embodiment also forms the boss 107a protruding upward at the top of the front shock absorber tower 107, and that the above-mentioned mounting hole for mounting the front shock absorber and the through hole for receiving the top of the front shock absorber are all located on the boss 107 a.

In addition to providing the boss 107a as described above, as a preferred embodiment, as shown in fig. 11 and 12, the reinforcing flanges 107b may be provided on both the front and rear sides of the front shock absorber 107, such that the bottoms of the reinforcing flanges 107b on both the front and rear sides are connected to the upper side member 1011, and the tops of the reinforcing flanges 107b on both the front and rear sides are connected to the top of the front shock absorber 107.

Through the reinforcing flanges 107b provided on the front and rear sides of the front shock absorber 107, it can be understood that the structural strength of the front shock absorber 107 can be increased, the reliability of the installation of the front shock absorber can be improved, and the stability of the connection between the front shock absorber 107 and the upper longitudinal beam 1011 can be increased.

In this embodiment, as a preferred embodiment, as shown in fig. 11, a supporting beam 108 may be disposed between each side lower beam 1012 and each side upper beam 1011, and the bottom end of each side supporting beam 108 is connected to the lower beam 1012, and the connection point between each side supporting beam 108 and each side upper beam 1011 is located specifically below the same side front shock absorber 107.

At this time, by providing a support beam 108 located below the front shock absorber 107 between the upper and lower stringers on each side, the upper stringer 1011 and the front shock absorber 107 can be supported to increase the dynamic stiffness at the position of the front shock absorber 107. In particular, the top of the support beam 108 and the upper side member 1011 may be connected by a screw structure, and the connection portion between the support beam 108 and the lower side member 1012 may be arranged corresponding to the cross member 103 in the front subframe, so as to increase the supporting capability of the support beam 108.

In the present embodiment, based on the specific structure of the front subframe 1, as a preferred embodiment, as shown in fig. 1 to 4, a front frame 400 composed of frame stringers 8 on both sides, and a frame cross member 10 and a front impact beam 9 may also be provided at the front of the front subframe 1. Wherein each side frame rail 8 is connected to the same side upper rail 1011 and a support 11 may be provided to support each side frame rail 8 by a front subframe front cross member 102. In addition, the frame cross member 10 is connected to the side frame stringers 8 and also to the front shock towers 107 on both sides to ensure the connection and support effects thereof, while the front impact beam 9 corresponds to the front impact beam assembly structure in the conventional vehicle body, and the crash boxes may be provided between the front impact beam 9 and the side frame stringers 8.

In the present embodiment, it is noted that the vehicle provided with the above-described reinforcing structure may be, for example, a conventional fuel-vehicle type, and the rear sub-frame 2 may be provided in the vehicle in addition to the front sub-frame 1.

However, in addition to the fuel-vehicle type, as a preferred embodiment, as further shown in fig. 13, the vehicle of the present embodiment may further include a connecting side member 12 connected between the front sub-frame 1 and the rear sub-frame 2, in addition to the rear sub-frame 2. At this time, the rear sub-frame 2 and the front sub-frame 1, and the connecting side members 12 connecting the two together, together constitute the chassis structure 100 in the present embodiment.

Meanwhile, in the present embodiment, the rear shock absorber 207 may be preferably provided on the rear sub frame rails 201 on the left and right sides of the rear sub frame 2, respectively. The connecting stringers 502 may be specifically two connecting stringers separately provided on the left and right sides, and the front subframe 1, the rear subframe 2, and the connecting stringers 12 on the two sides together define a battery pack installation space for installing the battery pack 13, so that the vehicle of the embodiment is a new energy vehicle type, and may be particularly a pure electric vehicle type.

In detail, based on the rear shock absorber 207 also being provided on each side of the rear sub frame rail 201, as an exemplary structure, as shown in fig. 13, for the rear sub frame 2, the rear sub frame rails 201 on both sides each include an inner rail 2011, and in the vehicle left-right direction, outer rails 2012 are provided on the sides of the inner rails 2011 facing the outside of the vehicle, respectively, and the rear shock absorber 207 on each side is provided on the outer rail 2012 on the same side.

Further, similarly to the rear subframe 2 provided in the vehicle in the prior art, the rear subframe 2 of the present embodiment also has therein a rear subframe cross member connected between the rear subframe rails 201 on both sides, and includes a rear subframe front cross member 202 provided near the front end of the rear subframe rail 201, and a rear subframe rear cross member 203 provided near the rear end of the rear subframe rail 201.

Meanwhile, as a preferred embodiment, in the present embodiment, the side outer side members 2012 each extend in the front-rear direction of the entire vehicle, and each side outer side member 2012 is connected between the front and rear ends of the same side rear sub frame members 201. In this way, the outer side member 2012 is connected between the front end and the rear end of the rear subframe rail 201, so that the outer side member 2012 can better participate in the collision force transmission, and the collision force transmission effect of the rear subframe 2 can be further improved.

As one of the differences from the conventional rear subframe structure, in this embodiment, as a preferred embodiment, a front cross member 204 is also provided between the front ends of the rear subframe side members 201 on both sides, and based on the provision of this front cross member 204, the rear subframe side members, and the rear subframe side members 201 and the outer side members 2012 on each side are also connected to form a plurality of annular structures.

At this time, it can be understood that, through the arrangement of the front cross member 204, the structural strength and rigidity of the front portion of the rear subframe 2 can be increased, and meanwhile, the front cross member 204, the rear subframe cross member, and the inner side beams 2011 and the outer side beams 2012 on each side are connected to form a plurality of annular structures, which can utilize the characteristic of high annular structural strength to ensure the structural strength and rigidity of the whole rear subframe 2, thereby being beneficial to the improvement of the torsional rigidity of the rear portion of the whole vehicle.

In addition, by the arrangement of the front cross member 204, the battery pack installation space of the present embodiment is also formed between the front cross member 204, the rear cross member 104 and the side connecting stringers 12, which is advantageous in that it enables the annular frame structure for defining the battery pack installation space to be a rigid encircling structure adapted to the shape of the battery pack 13, thereby enabling the collision safety of the battery pack 13 to be improved better

In this embodiment, as still referring to fig. 14, as another difference from the existing rear subframe structure, a rear subframe collision preventing beam 205 is provided at the rear end of the rear subframe 2, and rear subframe energy absorbing boxes 206 are also connected to the rear ends of the rear subframe side members 201 on both sides, and the rear subframe collision preventing beam 205 is connected to the rear subframe energy absorbing boxes 206 on both sides, so as to realize the arrangement at the rear end position of the rear subframe 2.

The rear subframe impact beam 205 and each rear subframe crash box 206 are all conventional impact beam and crash box structures found in existing vehicle bodies. Moreover, by arranging the rear subframe collision avoidance beam 205 at the rear end of the rear subframe 2, it can be understood that, on one hand, the rear subframe collision avoidance beam 205 can promote the rear subframe 2 and collide with the force transmission performance, so that the collision force can be better transmitted forward along the rear subframe longitudinal beam 201 and the outer longitudinal beam 2012, the unit location stress is avoided, the collision force is difficult to disperse, and the deformation is overlarge, and on the other hand, the rear subframe collision avoidance beam 205 can also be used as a pedestrian anti-entanglement beam at the rear part of the vehicle, and the safety in the reversing process can be promoted.

By connecting the rear subframe impact beam 205 with the rear subframe rail 201 through the rear subframe energy-absorbing box 206, the present embodiment can collapse and absorb energy through the rear subframe energy-absorbing box 206, which is helpful for further improving the safety during a vehicle collision.

In this embodiment, as also shown in fig. 13, as a preferred embodiment, the middle portions of the side outside stringers 2012 are each arched upward in the vehicle up-down direction, and the tops of the arched portions of the side outside stringers 2012 may be each provided as a straight section arranged in the vehicle front-rear direction. In this way, the center portions of the side outside stringers 2012 are allowed to arch upward, which helps to increase the crush performance of the outside stringers 2012 in the event of a collision. The top of the arched part of the outer longitudinal beam 2012 is a straight section, and at this time, the rear shock-absorbing towers 207 on each side are connected to the top of the straight section on the same side, and at the same time, the bottom of the straight section on each side can be connected to the rear shock-absorbing spring mounting base, so as to facilitate the arrangement of the rear shock-absorbing springs.

In this embodiment, as shown in fig. 13, the side connecting stringers 12 are also located on the same side of the front sub-frame rail 101 and the rear sub-frame rail 201 on the side closer to the outside of the vehicle as a preferable embodiment, based on the connection of the side connecting stringers 12 to the front and rear sub-frames in the left-right direction of the vehicle.

At this time, such that the side connecting stringers 12 are located on the side of the same-side front sub-frame rail 101 and rear sub-frame rail 201 that is closer to the outside of the vehicle as shown in fig. 13, the present embodiment contributes to achieving a Y-directional cross-sectional change such as the front-rear portion of the load-bearing vehicle body, while being able to satisfy the matching design requirements between the chassis structure 100 and the vehicle body frame 200 in the load-bearing vehicle body.

In the embodiment, the rear cross member 104 is provided at the rear portion of the front subframe 1, and the front ends of the side connecting stringers 12 are respectively connected to the ends of the left and right outer extensions of the rear cross member 104, and the rear ends of the side connecting stringers 12 are respectively connected to the front ends of the side rear subframe stringers 201.

Moreover, this embodiment is also based on the overhanging sections on both sides of the rear cross member 104, and by connecting each side connecting rail 12 with the rear sub frame rail 201 through the connecting sections 13a arranged obliquely as shown in fig. 14, it is achieved that the connecting rail 12 is located on the side of the front sub frame rail 101 and the rear sub frame rail 201 close to the outside of the vehicle, satisfying the Y-directional (left-right direction of the whole vehicle) cross section variation of the front and rear portions of the load-bearing vehicle body. Of course, the above-described change in cross section in the Y direction also causes the side connecting rail 12 to bend not in a straight line with the front sub-frame rail 101 and the rear sub-frame rail 201 but at the joint position therebetween, and thereby causes the vehicle body Y-direction cross-sectional dimension to become smaller at the front sub-frame 1 and the rear sub-frame 2.

The change of the Y-direction section of the front part of the vehicle body obviously basically has the same front and back of the Y-direction section of the frame girder in the non-bearing vehicle body, and the embodiment also meets the matching design requirement between the chassis and the vehicle body framework in the bearing vehicle body through the dimensional change of the Y-direction section of the front part of the vehicle body.

In this embodiment, in the implementation, the connecting stringers 12 on both sides may be, for example, an integrally formed beam structure, and specifically an integrally closed structure. In this case, the connecting rail 12 may be welded to the rear cross member 104 and the rear sub frame rail 201 of the front and rear sub frames. Thus, it will be appreciated that by means of the closed cross-section, which can guarantee the structural strength of the connecting stringers 12 themselves by virtue of the characteristic of great structural strength of the cavities.

Of course, the connecting stringers 12 of the present embodiment may take other structures other than an integral structure, and may take, for example, a steel profile welded structure, an aluminum alloy profile extruded structure, or the like.

The vehicle of this embodiment can facilitate simplifying the vehicle body structure, reducing the weight of the vehicle body, contributing to the lightweight design and the styling design of the vehicle body, and at the same time, also being able to increase the strength of the front shock absorber 107, and also contributing to the improvement of the reliability of the front shock absorber installation by providing the reinforcing structure of the front shock absorber 107 in the first embodiment.

In addition, through the arrangement of the connecting stringers 12 on both sides, and the front and rear sub-frames are connected, and the rear cross member 104, the front cross member 204 and the connecting stringers 12 on both sides together define a battery pack installation space, the present embodiment can also form a battery pack ring-shaped frame structure by means of the connection arrangement of the connecting stringers 12. The battery pack 13 can move along with the annular frame structure during collision, so that collision impact of the battery pack 13 can be reduced, and collision safety of the battery pack 13 can be improved, so that safety quality of the whole vehicle can be improved.

In addition, it should be noted that, in this embodiment, since the front and rear ends of the chassis are still front and rear sub-frames, the sub-frame structure is smaller than the Y-directional cross section of the frame in the non-load-bearing vehicle body, and the sub-frame position longitudinal beam is a curved longitudinal beam structure, the chassis structure 100 in this embodiment is a structural innovation in the form of sub-frame, and is significantly different from the conventional non-load-bearing frame girder structure. Specifically, the front and rear sub-frames in this embodiment are still separate units, which are based on the front and rear sub-frames in the load-bearing vehicle body, and the connecting stringers 12 connected front and rear are further added, instead of the integral girder structure in the load-bearing vehicle body.

Of course, in the implementation form of connecting the connecting longitudinal beam 12 with the front and rear sub-frames, the integral structure of the front and rear sub-frames connected by the connecting longitudinal beam 12 is adopted, so that the embodiment not only can utilize the characteristics of the bearing type vehicle body structure to reduce the weight of the vehicle body so as to increase the whole vehicle endurance, but also can form the annular protection frame of the battery pack so as to better improve the collision safety of the battery pack 13. Therefore, the vehicle body structure not only improves the defects of the bearing type vehicle body structure, but also has the advantages of the non-bearing type vehicle body structure, and the overall quality of the vehicle can be well improved.

In addition, when the vehicle of this embodiment is in final assembly, the sub-frame that is still the bottom is assembled to the vehicle body upwards in the same way as the existing load-bearing vehicle body assembly, and the upper vehicle body skeleton is the load-bearing main body in the vehicle, and chassis accessories also rely on the front and rear sub-frames to be assembled into the vehicle body. In the event of a collision of the vehicle, the upper body frame, the front and rear sub-frames in the chassis and the connecting longitudinal beams 12 are involved in the absorption and transmission of collision force, rather than the transmission and absorption of force by the frame girder alone as in a non-load-bearing vehicle body.

Meanwhile, further, the present embodiment may also make the whole chassis structure a skateboard chassis based on the front shock absorber 107 and the rear shock absorber 207 integrated on the front and rear sub frames, respectively. As shown in fig. 15, the present embodiment can eliminate the influence of the distribution of the shock absorber in the load-bearing vehicle body on the vehicle body structure, thereby eliminating the front cabin side member and the front cabin side member in the front cabin position, and eliminating the rear floor side member in the rear floor position, thereby enabling only the middle driving cabin to remain in the vehicle body 14, making the vehicle body design simpler, achieving the effect of the light weight vehicle body, and facilitating the vehicle body design.

When only the middle driving cabin is reserved, the front side and the rear side of the driving cabin are connected with the front auxiliary frame and the rear auxiliary frame through sectional materials or beam parts, and the front cabin and the rear cabin of the vehicle are matched with the trunk part only according to the whole vehicle modeling design.

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

Claims (10)

1. A reinforced structure of preceding shock absorber tower, its characterized in that:

The front shock absorption tower (107) is arranged on a front auxiliary frame longitudinal beam (101) in the front auxiliary frame (1);

The reinforcement structure comprises a first reinforcement beam (5) and a second reinforcement beam (6) which are connected between the front shock absorber (107) and the front wall assembly (300);

the first stiffening beam (5) and the second stiffening beam (6) are close to each other along the direction pointing to the front shock absorber (107), and the first stiffening beam (5), the second stiffening beam (6) and the front wall assembly (300) are connected to form a triangle structure.

2. The front shock absorber reinforcing structure as set forth in claim 1, wherein:

One end of the first stiffening beam (5) connected with the front wall assembly (300) is connected with the A column (3) in the front-rear direction of the whole vehicle.

3. The front shock absorber reinforcing structure according to claim 2, wherein:

The first stiffening beam (5) comprises a connecting plate (501) connected to the front wall assembly (300), and a connecting beam (502) with one end connected to the connecting plate (501), and the other end of the connecting beam (502) is connected to the front shock absorber (107).

4. A reinforcing structure for a front shock absorber according to claim 3, wherein:

the connecting plate (501) is box-shaped, and a cavity is formed between the connecting plate (501) and the front wall assembly (300) in a surrounding manner; and/or the number of the groups of groups,

The connecting beam (502) adopts a tubular beam.

5. The front shock absorber reinforcing structure as set forth in claim 1, wherein:

The second reinforcement beam (6) is connected with a front windshield lower cross beam (4) in the front wall assembly (300); and/or the number of the groups of groups,

The first stiffening beam (5) and the second stiffening beam (6) are both connected to the top of the front shock tower (107).

6. The front shock absorber reinforcing structure as set forth in claim 1, wherein:

The reinforcing structure further comprises a connecting cross beam (7) connected between the front shock-absorbing towers (107) on the left and right sides.

7. The front shock absorber reinforcing structure as set forth in claim 6, wherein:

The connecting cross beam (7) is connected between the tops of the front shock towers (107) at two sides; and/or the number of the groups of groups,

The middle part of connecting crossbeam (7) is equipped with along whole car left and right sides direction extension's stiffening beam (7 a), stiffening beam (7 a) with connecting crossbeam (7) lock link together.

8. A vehicle, characterized in that:

Front auxiliary frames (1) are arranged in the vehicle, front shock absorption towers (107) are respectively arranged on front auxiliary frame longitudinal beams (101) on the left side and the right side of the front auxiliary frames (1), and the reinforcing structure of the front shock absorption towers is further arranged in the vehicle.

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

Each side front sub frame rail (101) has an upper rail (1011) and a lower rail (1012) arranged up and down, the upper rail (1011) and the lower rail (1012) each extend in the front-rear direction of the entire vehicle, and each side front shock absorber (107) is provided on the upper rail (1011) on the same side.

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

The vehicle is also provided with a rear auxiliary frame (2) and a connecting longitudinal beam (12) connected between the front auxiliary frame (1) and the rear auxiliary frame (2);

Rear shock-absorbing towers (207) are respectively arranged on rear auxiliary frame longitudinal beams (201) on the left side and the right side of the rear auxiliary frame (2), and/or the connecting longitudinal beams (12) are respectively arranged on the left side and the right side, and the front auxiliary frame (1), the rear auxiliary frame (2) and the connecting longitudinal beams (12) on the two sides jointly define a battery pack installation space.