CN118722884A - Front cabin structure and vehicle - Google Patents

Abstract

The invention provides a front cabin structure and a vehicle, wherein the front cabin structure comprises front cabin longitudinal beams which are arranged on the left side and the right side respectively, and front wheel cover side beams which are arranged on one side of each front cabin longitudinal beam, close to the outside of the vehicle, side by side; the front parts of the front cabin longitudinal beams on the two sides are bent towards one side outside the vehicle in the left-right direction of the whole vehicle, and the front ends of the front wheel cover side beams on the two sides are connected with the front ends of the front cabin longitudinal beams on the same side; the bending parts of the longitudinal beams of the front engine room at two sides are connected with the front end frame, and connecting beams are arranged between the edge beams of the front wheel cover at two sides and the front end frame, and the longitudinal beams of the front engine room at each side, the front end frame, the connecting beams and the edge beams of the front wheel cover are connected to form an annular structure. According to the front cabin structure, the collision force can be effectively transmitted by the front cabin longitudinal beam and the front wheel cover side beam, the safety of small overlapping collision is improved, and the overall rigidity of the two sides of the front cabin can be increased by forming the annular structure, so that the collision safety of the whole automobile can be improved.

Description

Front cabin structure and vehicle

Technical Field

The invention relates to the technical field of vehicle bodies, in particular to a front cabin structure, and simultaneously relates to a vehicle with the front cabin structure.

Background

The front cabin structure is an important component of the front structure of the vehicle, is an installation foundation of important parts such as a front power assembly, an air conditioner compressor, a radiator and the like, and can bear collision force and play an energy absorption role when the vehicle is impacted, so that the front cabin structure is optimized to improve collision safety, and is an important link of the design of vehicle safety performance.

However, in the prior art, when a vehicle collides, the transmission and dispersion paths of collision force in the front cabin structure are relatively single, and the collision force is generally directly transmitted to the front cabin longitudinal beam through the front anti-collision beam assembly, so that the transmission and dispersion effects of the force are deviated, and the collision safety of the whole vehicle is difficult to ensure well.

Disclosure of Invention

In view of this, the present invention aims to propose a front cabin structure with good crash safety performance.

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

A front cabin structure comprises front cabin longitudinal beams which are arranged on the left side and the right side respectively, and front wheel cover side beams which are arranged on one side of each front cabin longitudinal beam, which is close to the outside of a vehicle, side by side;

the front parts of the front cabin longitudinal beams on the two sides are bent towards one side outside the vehicle in the left-right direction of the whole vehicle, and the front ends of the front wheel cover side beams on each side are connected with the front ends of the front cabin longitudinal beams on the same side;

The two sides the bending part of the front engine room longitudinal beam is connected with the front end frame, and the two sides are respectively provided with a connecting beam between the front wheel cover side beam and the front end frame, and each side the front engine room longitudinal beam, the front end frame, the connecting beams and the front wheel cover side beam are connected to form an annular structure.

Further, the space between the bending part of the front cabin longitudinal beam on each side and the wheel package envelope of the front wheel on the same side is more than 10 mm; and/or, the front engine room longitudinal beam comprises a longitudinal beam inner plate and a longitudinal beam outer plate which are buckled and connected together, wherein the longitudinal beam inner plate and the front part of the longitudinal beam outer plate are bent towards one side outside the automobile, and the longitudinal beam inner plate and the longitudinal beam outer plate are integrally formed.

Further, the front ends of the side beams of the front wheel cover at the two sides extend downwards forwards and downwards and are connected with the front ends of the longitudinal beams of the front engine room at the same side; the bending parts of the front cabin longitudinal beams at two sides are respectively connected with connecting brackets, and each front cabin longitudinal beam is connected with the front end frame through the connecting brackets.

Further, the front anti-collision beam assembly is also included; the front anti-collision beam assembly comprises energy absorption boxes connected with the connecting brackets at each side respectively, and front anti-collision beams connected with the front ends of the energy absorption boxes at the two sides; the distance between the front ends of the longitudinal beams of the front engine room along the left-right direction of the whole vehicle is larger than the distance between the left ends and the right ends of the front anti-collision beam along the left-right direction of the whole vehicle.

Further, the front end frame comprises side brackets which are respectively arranged at the left side and the right side, and an upper bracket which is connected between the top ends of the side brackets at the two sides; the two side brackets are connected between the energy absorption boxes and the connecting brackets on the same side, and the connecting beams on the two sides are connected with the upper bracket.

Further, a lower cross beam is connected between the bottom ends of the side brackets on two sides, and in the whole car height direction, the lower cross beam is lower than the front anti-collision beam, and the front end frame and the lower cross beam are connected to form an annular structure.

Further, at least one of the lower cross beam and the front end frame is integrally injection molded; and/or, the lower beam comprises a beam body extending along the left-right direction of the whole vehicle, and beam connecting arms respectively arranged at the left side and the right side, wherein each side of the beam connecting arm is connected with the side bracket at the same side through a screw connection structure or a clamping structure.

Further, front auxiliary frame mounting brackets are arranged at the bottoms of the connecting brackets at the two sides, and one side of each front auxiliary frame mounting bracket facing the front of the vehicle is connected to the side bracket at the same side; and/or, seen from the up-down direction of the whole vehicle, the connecting brackets at two sides are triangular.

Further, a supporting beam is connected between the connecting brackets at the two sides; and/or the front ends of the front wheel cover side beams on each side are connected to the side, facing the tail, of the front cabin longitudinal beam on the same side.

Further, the rear end of each side of the front wheel cover side beam is provided with a first connecting arm and a second connecting arm which are arranged in a furcation mode, the rear ends of the first connecting arm and the second connecting arm are connected with an A column on the same side, and a crumple cavity is formed between the first connecting arm, the second connecting arm and the A column in an enclosing mode.

Further, the crumple chamber is triangular when seen from the left and right directions of the whole vehicle; and/or, the A column is provided with an A column lower section with the bottom connected with the threshold beam, and an A column upper section connected with the top of the A column lower section, the first connecting arm extends upwards and backwards along the front and back direction of the whole car and is connected to the junction of the A column upper section and the A column lower section, and the second connecting arm extends downwards and backwards along the front and back direction of the whole car and is connected to the A column lower section.

Compared with the prior art, the invention has the following advantages:

According to the front cabin structure, the front part of the front cabin longitudinal beam is outwards bent, and the front end of the front wheel cover side beam is connected with the front end of the front cabin longitudinal beam, so that the front cabin longitudinal beam and the front wheel cover side beam can better participate in small overlap collision, the safety of the small overlap collision can be improved by utilizing the effective transmission of the front cabin longitudinal beam and the front wheel cover side beam on collision force, and meanwhile, the front cabin longitudinal beam, the front end frame, the connecting beam and the front wheel cover side beam are connected to form an annular structure, the overall rigidity of the two sides of the front cabin can be increased, and the whole vehicle collision safety can be further improved.

In addition, the space between the bending part of the front cabin longitudinal beam and the envelope of the front wheel is set, interference with the front wheel can be avoided, smoothness of movement of the front wheel is guaranteed, and meanwhile, the stability of the front cabin longitudinal beam structure can be guaranteed through the fact that the inner longitudinal beam plate and the outer longitudinal beam plate in the front cabin longitudinal beam are integrally formed. The front end of the front wheel cover side beam extends downwards forwards to be connected with the front engine room longitudinal beam, so that the transmission effect of collision force on the front wheel cover side beam is guaranteed, and the connecting support is arranged, so that the connection between the front engine room longitudinal beam and peripheral parts such as a front end frame can be facilitated on the basis that the front engine room longitudinal beam is bent, and the connection reliability can be guaranteed.

Secondly, through setting the distance between the two ends of the front anti-collision beam to be smaller than the distance between the front ends of the front cabin longitudinal beams on two sides, on the basis of enabling the front cabin longitudinal beams to directly participate in small overlapping collision, compared with the front anti-collision beam, the front cabin longitudinal beams can also have higher participation, so that the front cabin longitudinal beams can be utilized for effectively transmitting collision force, and the safety of the small overlapping collision is facilitated to be improved. The front end frame consists of the upper bracket and the side brackets at two sides, has simple structure, is beneficial to preparation, is connected between the energy absorption box and the connecting bracket, and can also be beneficial to the integrated arrangement of the front end structure of the vehicle body.

Moreover, through the setting of bottom end rail, can avoid the pedestrian to be rolled into the vehicle bottom when bumping, can promote pedestrian protection effect to make front end frame and bottom end rail connect and form annular structure, the great characteristics of usable annular structure intensity increase the overall rigidity at automobile body front end position, help promoting whole car security. The lower cross beam and the front end frame are integrally injection molded, so that the preparation of the lower cross beam and the front end frame can be facilitated, and the lightweight design of the whole vehicle is facilitated.

Besides, the lower cross beam is composed of the cross beam connecting arms on the two sides of the cross beam body, can be connected with the front end frame conveniently, is beneficial to the overall weight reduction of the cross beam, is connected through a screw connection or a clamping structure, is simple in structure, is convenient to operate, and is beneficial to later maintenance and replacement. The front auxiliary frame mounting bracket is connected with the connecting bracket and the side bracket, so that the mounting reliability of the front auxiliary frame can be ensured. The connecting support is arranged in a triangle shape, so that the characteristic of large structural strength of the triangle can be utilized, the structural strength of the connecting support is guaranteed, and the using effect of the connecting support is guaranteed.

In addition, the support beam is arranged, so that the Y-direction rigidity of the front part of the vehicle body can be increased, the transmission of collision force between the front cabin longitudinal beams on two sides can be facilitated, the collision force dispersing and transmitting effect is improved, the front wheel cover side beams are connected to the rear side of the front cabin longitudinal beams, the transmission of collision energy to the front wheel cover side beams is facilitated during small overlapping collision, and the collision energy absorbing effect is guaranteed. The first connecting arm and the second connecting arm are arranged at the rear end of the side beam of the front wheel cover, and the crumple cavity is formed, so that the lateral support of the A column to the side beam of the front wheel cover can be increased, excessive overlapping of materials in the A column area during collision can be avoided, the intrusion amount of the A column is increased, the fire wall is extruded, and the collision safety can be improved.

And the collapsing cavity is arranged in a triangle, so that the characteristic of large structural strength of the triangle can be utilized, the structural strength of the connecting position of the side beam of the front wheel cover and the A column is ensured, and the transmission effect of collision force between the side beam and the A column is ensured. Meanwhile, the first connecting arm extends upwards and backwards along the front-back direction of the whole vehicle and is connected to the junction of the upper section of the A column and the lower section of the A column, the second connecting arm extends downwards and backwards along the front-back direction of the whole vehicle and is connected to the lower section of the A column, so that the collision force at the edge beam of the front wheel cover is guided to be transferred upwards and downwards respectively, and the transfer dispersion effect of the collision force is improved.

Another object of the invention is to propose a vehicle in which a front nacelle structure as described above is provided.

The front cabin structure is arranged in the vehicle, so that the collision safety of the whole vehicle can be effectively improved by improving the safety of small overlapping collision and utilizing the characteristic of high strength of the annular structure.

Drawings

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

FIG. 1 is a schematic view of the overall structure of a front nacelle structure according to an embodiment of the invention;

FIG. 2 is a schematic view of the structure of FIG. 1 from another perspective;

FIGS. 3 and 4 are schematic views of part of the structure shown in FIG. 1;

FIG. 5 is an enlarged view of FIG. 4 at A;

FIG. 6 is a schematic structural view of a front cabin rail according to an embodiment of the present invention;

FIG. 7 is a schematic view of a front wheel cover side rail according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of a groove according to an embodiment of the present invention;

FIG. 9 is a schematic view of a front end frame according to an embodiment of the present invention;

FIG. 10 is a schematic view of a connecting beam according to an embodiment of the present invention;

FIG. 11 is a schematic view of a lower beam according to an embodiment of the present invention;

FIG. 12 is a schematic view of a supporting beam according to an embodiment of the present invention;

FIG. 13 is a schematic view of a connecting bracket according to an embodiment of the present invention;

Reference numerals illustrate:

1. A front cabin rail; 2. a front bumper beam assembly; 9. a connecting bracket; 10. a front end frame; 11. a lower cross beam; 12. a front subframe mounting bracket; 13. a support beam; 14. front wheel cover side beams; 15. a connecting beam; 16. a column A; 17. a crush chamber; 18. a threshold beam; 19. a front wheel cover; 20. a front windshield lower cross member; 21. a front floor; 22. a firewall;

101. A stringer inner panel; 102. a stringer outer panel; 1a, an overhanging section;

201. An energy absorption box; 2011. a groove; 202. a front bumper beam;

901. a connecting plate; 902. a riser;

1001. A side bracket; 1002. an upper bracket;

1101. a beam body; 1102. a beam connecting arm; 1103. reinforcing ribs;

1401. A side beam inner plate; 1402. side beam outer plates; 1403. a first connecting arm; 1404. a second connecting arm;

1601. the lower section of the column A; 1602. the upper section of the column A.

Detailed Description

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

In the description of the present invention, 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 invention 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 invention. 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.

Taking the vehicle in which the front cabin structure described in the present invention is located as an example, the terms such as "up, down, left, right, front, and rear" used in the embodiments are defined with reference to the up-down direction (also referred to as the height direction), the left-right direction (also referred to as the width direction), and the front-rear direction (also referred to as the length direction, or the head-tail direction) of the vehicle. The "inner and outer" are defined with reference to the contour of the corresponding component, for example, "inner" and "outer" are defined with reference to the contour of the vehicle, with "inner" being the side of the contour of the vehicle closer to the vehicle middle, and "outer" being the opposite.

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

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

Example 1

The present embodiment relates to a front cabin structure, which can make the front cabin longitudinal beam 1 and the front wheel cover side beam 14 better participate in a small overlap collision, form effective transmission of collision force, promote the safety of the small overlap collision, and can form an annular structure at two sides of the front cabin, increase overall rigidity, and promote the safety of the whole vehicle collision.

As shown in fig. 1 to 4, the front cabin structure of the present embodiment includes front cabin side members 1 provided on both left and right sides, and front wheel house side members 14 arranged side by side on the side of each front cabin side member 1 closer to the outside of the vehicle.

The front parts of the front cabin stringers 1 on both sides are bent to one side outside the vehicle in the left-right direction of the whole vehicle, and the front ends of the front wheel cover side beams 14 on each side are connected with the front ends of the front cabin stringers 1 on the same side.

The bending parts of the front cabin longitudinal beams 1 on two sides are connected with the front end frame 10, and connecting beams 15 are arranged between the front wheel cover side beams 14 on two sides and the front end frame 10, and the front cabin longitudinal beams 1 on each side, the front end frame 10, the connecting beams 15 and the front wheel cover side beams 14 are connected to form an annular structure.

It should be noted that, in the present embodiment, the front side members 1 on the left and right sides are also connected at the front ends thereof with the front impact beam assemblies 2, so it can be understood that when a frontal collision occurs to the vehicle, the overhanging section 1a is formed based on the front portion of the front side member 1 being folded outwards, and the front portion of the front side member 1 and the front impact beam 202 in the front impact beam assembly 2 can form a small overlap portion in the front-rear direction of the entire vehicle, so that the front side member 1 can cooperate with the front impact beam 202 to form and participate in a small overlap collision.

In addition, since the front ends of the front wheel cover side beams 14 on each side are connected with the front ends of the front cabin longitudinal beams 1 on the same side, collision force can be smoothly transmitted to the rear of the vehicle through the front wheel cover side beams 14, so that the collision force can be effectively absorbed and transmitted, and the collision safety is improved.

Based on the above-described overall description, in the present embodiment, as a preferred exemplary structure, the distance between the bending portion of each side front cabin longitudinal beam 1 and the envelope of the wheel package of the same side front wheel is 10mm or more. Here, based on the interval setting between the front cabin longitudinal beam 1 bending part and the front wheel envelope, interference with the front wheel can be avoided, and the smoothness of the front wheel movement is ensured.

In practical design, the distance between the bending portion of each side front cabin longitudinal beam 1 and the wheel package envelope of the front wheel on the same side in this embodiment may be specifically set to 10mm or 12mm, and the like, and only needs to ensure that no interference occurs between the front cabin longitudinal beam 1 and the front wheel.

Meanwhile, in the present embodiment, as a preferred embodiment, as shown in fig. 6, the front cabin side member 1 includes a side member inner plate 101 and a side member outer plate 102 which are snap-coupled together, the front portions of the side member inner plate 101 and the side member outer plate 102 are each bent toward the vehicle exterior side, and the side member inner plate 101 and the side member outer plate 102 are integrally formed. Here, the stability of the structure of the front cabin rail 1 can be ensured by the rail inner panel 101 and the rail outer panel 102 in the front cabin rail 1 being integrally formed.

Similarly, due to the requirements of manufacturing and structural stability of the front wheel cover side sill 14, the specific structural design form of the front wheel cover side sill 14 of this embodiment may be the same as that of the front cabin side sill 1, for example, as shown in fig. 7, the front wheel cover side sill 14 includes a side sill inner plate 1401 and a side sill outer plate 1402 which are fastened and connected together, the side sill inner plate 1401 and the side sill outer plate 1402 are integrally formed, and when installed, the side sill inner plate 101 and the side sill outer plate 102, and the side sill inner plate 1401 and the side sill outer plate 1402 may be connected by a welding process, and the front wheel cover side sill 14 and the front cabin side sill 1 may also be connected by a welding process.

It should be noted that, in the present embodiment, since the front cabin stringers 1 on the left and right sides are basically identical in structure, the difference is mainly that the stringer inner panel 101 in the left front cabin stringer 1 is located on the right side of the stringer outer panel 102 (i.e., the stringer inner panel 101 is located on the vehicle interior facing side of the stringer outer panel 102), while the stringer inner panel 101 in the right front cabin stringer 1 is located on the left side of the stringer outer panel 102 (i.e., the stringer inner panel 101 is located on the vehicle interior facing side of the stringer outer panel 102), and the front cabin stringers 1 on the left and right sides may be regarded as mirror images of each other, for which reason, only the left front cabin stringer 1 is schematically shown in fig. 6.

The front wheel cover side beams 14 on the left and right sides are basically identical in structure, and the difference is mainly that the installation positions of the side beam inner plate 1401 and the side beam outer plate 1402, and the front wheel cover side beams 14 on the left and right sides can be regarded as mirror images of each other, and for this reason, only the structure of the left front wheel cover side beam 14 is shown in fig. 7, and details thereof will not be described here.

In order to ensure collision safety, as shown in fig. 2, in this embodiment, as a preferred implementation manner, the front ends of the front wheel cover side beams 14 on both sides extend forward and downward and are connected to the front ends of the front cabin side beams 1 on the same side, so as to facilitate ensuring the transmission effect of the collision force on the front wheel cover side beams 14.

Meanwhile, in the present embodiment, as another preferable embodiment, the connecting brackets 9 are connected to the bending portions of the front side frames 1 on both sides, respectively, and each of the front side frames 1 is connected to the front end frame 10 via the connecting bracket 9.

It can be appreciated that by providing the connecting bracket 9, the connection between the peripheral members such as the front end frame 10 and the front cabin longitudinal beam 1 can be facilitated on the basis of the bending of the front cabin longitudinal beam 1, and the connection reliability can be ensured.

With continued reference to fig. 1 and 3, as a preferred embodiment, the front nacelle structure of the present embodiment further includes a front bumper beam assembly 2. The front bumper beam assembly 2 includes the crash boxes 201 respectively connected to the side connection brackets 9, and the front bumper beam 202 connected to the front ends of the two side crash boxes 201. In a specific structure, the distance between the front ends of the front cabin stringers 1 on the two sides along the left-right direction of the whole vehicle is greater than the distance between the left and right ends of the front anti-collision beam 202 along the left-right direction of the whole vehicle.

Here, based on the fact that the distance between the two ends of the front impact beam 202 is set to be smaller than the distance between the front ends of the front cabin stringers 1 on both sides, on the basis of enabling the front cabin stringers 1 to directly participate in the small overlap collision, the front cabin stringers 1 can also have a higher participation degree than the front impact beam 202, and therefore the front cabin stringers 1 can be utilized to effectively transmit collision force, and the safety of the small overlap collision can be improved.

It should be noted that, in this embodiment, the front bumper beam 202 and the crash boxes 201 on both sides can be made of extruded aluminum profiles, so that the strength of the front bumper beam assembly 2 is ensured and the lightweight design thereof is facilitated by utilizing the characteristics of high structural strength and low weight of the aluminum profiles.

Meanwhile, in the embodiment, as shown in fig. 8, the front ends of the crash boxes 201 at both sides may be provided with grooves 2011, so that a portion of the front crash beam 202 is embedded into the grooves 2011, and then the front crash beam 202 and the crash boxes 201 are welded together, thereby not only facilitating the connection between the front crash beam 202 and the crash boxes 201, but also ensuring the connection reliability between the front crash beam 202 and the crash boxes 201, and further ensuring the smoothness of the transmission of the crash energy at the front crash beam 202 to the crash boxes 201.

Of course, besides the connection form, the connection form between the front bumper beam 202 and the crash box 201 may be set and adjusted according to the actual installation and arrangement requirements, for example, after a portion of the front bumper beam 202 is embedded into the groove 2011, the two are screwed together.

In particular, referring to fig. 9, as a preferred embodiment, the front end frame 10 includes side brackets 1001 provided separately on the left and right sides, and an upper bracket 1002 connected between the top ends of the side brackets 1001. The side brackets 1001 are connected between the crash box 201 and the connection bracket 9 on the same side, and the connection beams 15 on both sides are connected to the upper bracket 1002.

Here, the front end frame 10 is composed of the upper bracket 1002 and the side brackets 1001 on both sides, so that the structure is simple, the preparation is facilitated, and the front end frame 10 is connected between the crash box 201 and the connecting bracket 9, so that the integrated arrangement of the front end structure of the vehicle body is also facilitated.

It should be noted that, in the specific structure of the present embodiment, the front cabin longitudinal beams 1 on each side are respectively connected to the front end frame 10 and one side of the front bumper beam assembly 2 through the connection brackets 9 on the same side. Each side bracket 1001 in the front end frame 10 is connected to the front cabin rail 1 on the same side through the connecting bracket 9 on the same side, and each side energy absorber 201 is connected to the connecting bracket 9 on the same side through the side bracket 1001 on the same side and is connected to the front cabin rail 1 on the same side through the connecting bracket 9.

Meanwhile, the connecting beams 15 on each side in the present embodiment are provided between the front wheel house side beams 14 on the same side and the top of the front end frame 10 to increase the overall structural strength of the front portion of the vehicle body. During specific installation, common connection modes such as screw connection and the like can be adopted between the connecting beam 15 and the front end frame 10 and between the connecting beam 15 and the front wheel cover side beam 14, and only enough connection stability is required to be ensured.

It should be noted that the specific structural form of the connecting beam 15 may be set and adjusted according to the actual structural strength requirement and the layout requirement, for example, as shown in fig. 3 and 10, it may be specifically configured to have a front section connected to the front end frame 10 and a rear section connected to the front wheel cover side beam 14, and the connection between the front section and the rear section is smoothly transited, or the cross section may be specifically configured to be U-shaped, so as to facilitate the improvement of the structural strength thereof.

In order to meet the requirement of pedestrian protection, in this embodiment, as a preferred implementation manner, as shown in fig. 1 and 2, a lower beam 11 is connected between the bottom ends of the side brackets 1001 at two sides, the lower beam 11 is lower than the front anti-collision beam 202 in the height direction of the whole vehicle, and the front end frame 10 and the lower beam 11 are connected to form a ring structure.

Therefore, through the arrangement of the lower cross beam 11, pedestrians can be prevented from being rolled into the bottom of the vehicle when collision occurs, the pedestrian protection effect can be improved, an annular structure is formed by connecting the front end frame 10 with the lower cross beam 11, the characteristic of high strength of the annular structure can be utilized, the overall rigidity of the front end part of the vehicle body is increased, and the safety of the whole vehicle can be improved.

It should be mentioned that, in this embodiment, the front end frame 10 and the lower cross beam 11 are connected to form an annular structure, and the annular structure formed by connecting the front cabin longitudinal beam 1, the front end frame 10, the connecting beam 15 and the front wheel cover side beam 14 on each side can also have the function of assisting each other on the basis of using the annular structure to have high strength, and when the vehicle is impacted, the impact force can be transmitted and dispersed between the two annular structures, so as to further improve the impact safety of the vehicle.

In the preferred embodiment, the lower beam 11 may be integrally injection molded of plastic material to facilitate the preparation and to provide a light weight advantage, such as PP (polypropylene) or nylon, which are common to those skilled in the art. Moreover, the specific arrangement of the lower cross member 11 may be set and adjusted according to the pedestrian protection requirement, for example, it may be disposed behind the front impact beam 202 in addition to being disposed below the front impact beam 202.

In this embodiment, as a preferred embodiment, at least one of the lower cross member 11 and the front end frame 10 is integrally injection-molded. In the specific implementation, as a further preferable arrangement form, the lower cross beam 11 and the front end frame 10 are integrally injection molded, so that the preparation of the lower cross beam and the front end frame is facilitated, and meanwhile, the lightweight design of the whole vehicle is facilitated.

Also as a preferred embodiment, in the present embodiment, as shown in fig. 11, the lower cross member 11 includes a cross member body 1101 extending in the left-right direction of the entire vehicle, and cross member connection arms 1102 provided separately on both left and right sides, each of the side cross member connection arms 1102 being connected to the side brackets 1001 on the same side by a screw structure or a snap structure.

In detail, the lower beam 11 is formed by a beam connecting arm 1102 on two sides and a beam body, which can be connected with the front end frame 10, is beneficial to the overall weight reduction of the beam, and is connected by a screw connection or a clamping structure, so that the structure is simple, the operation is convenient, and the later maintenance and replacement are beneficial.

It should be noted that, as a preferred implementation manner, the two side beam connection arms 1102 may be a plurality of spaced apart beam connection arms 1102, and the two side beam connection arms 1102 extend upward and rearward and are connected with the front end frame 10, so that the connection reliability with the front end frame 10 can be ensured while the light weight design is satisfied, and the beam connection arms 1102 extend upward and rearward, which is also beneficial to satisfying the position requirement of the beam body 1101.

Specifically, when the beam connecting arm 1102 is specifically provided, it may be set and adjusted according to the actual connection requirement and the light-weight requirement of the lower beam 11, for example, as shown in fig. 11, it may be specifically provided as two beams or the like arranged at intervals in the left-right direction of the whole vehicle.

Meanwhile, in this embodiment, cavities are formed in the beam body 1101 and each beam connecting arm 1102, and reinforcing ribs 1103 are disposed in the cavities, so that the structural strength of the beam body 1101 and the beam connecting arms 1102 can be ensured and the overall quality of the lower beam 11 can be improved while the weight is further reduced. In particular, the cavity may be configured with the opening disposed toward the front side of the vehicle to facilitate placement of the stiffening rib 1103.

It should be noted that, the number of the reinforcing ribs 1103 may be one or a plurality of reinforcing ribs arranged at intervals left and right according to the actual structural reinforcing requirement, and the structural design form thereof may be set and adjusted correspondingly according to the actual structural reinforcing requirement, for example, may be specifically set to be a linear type arranged along the up-down direction of the whole vehicle, or be an X-shaped design, etc.

It should be noted that, in this embodiment, in order to improve the use effect of the front end frame 10, in a specific structural design, a similar structural design to the lower beam 11 may be adopted, for example, the front end frame 10 may also be integrally injection molded from PP (polypropylene) or nylon, and the side bracket 1001 and the upper bracket 1002 may be provided with a cavity with openings facing to one side of the vehicle front, and reinforcing ribs with an X-shaped design may be disposed in the cavity, so as to meet the corresponding structural strength requirement, the light weight requirement, the easy preparation requirement, and the like.

In this embodiment, from one end of the upper bracket 1002 to one end connected to the beam connecting arm 1102, the side bracket 1001 is inclined to the vehicle exterior side, so that the front end frame 10 is in an overall eight shape, and thus facilitates the overall structure arrangement of the front part of the vehicle body.

Of course, in this embodiment, the screw connection structure and the clamping connection structure between the beam connection arm 1102 and the side bracket 1001 on the same side may be set and adjusted by adopting related structural forms commonly known to those skilled in the art, for example, the screw connection structure may include a first screw connection hole disposed at the top of the beam connection arm 1102, a second screw connection hole disposed at the bottom of the side bracket 1001, and a bolt penetrating through the first screw connection hole and the second screw connection hole, where a mounting plate may be further disposed at the top of the beam connection arms 1102, and the first screw connection hole may be disposed on the mounting plate, so as to facilitate the setting of the first screw connection hole.

In this embodiment, as a preferred embodiment, as shown in fig. 4 and 5, the front subframe mounting brackets 12 are provided at the bottom of each of the side connection brackets 9, and the side of each of the front subframe mounting brackets 12 facing the front of the vehicle is connected to the side bracket 1001 on the same side. That is, the front subframe mounting bracket 12 is connected to both the connection bracket 9 and the side bracket 1001, and the mounting reliability of the front subframe can be effectively ensured.

Meanwhile, in view of the structural stability of the connection bracket 9, in this embodiment, as a preferred implementation form, the connection brackets 9 on both sides are triangular in shape when viewed from the up-down direction of the entire vehicle. Therefore, the characteristic of large triangular structural strength can be utilized, the structural strength of the connecting support 9 is guaranteed, and the use effect of the connecting support is guaranteed.

Of course, the above-mentioned structural design of the connection bracket 9, in particular, as shown in fig. 13, may include two triangular connection plates 901 arranged opposite each other up and down, and a riser 902 connected between the two connection plates 901, and the connection bracket 9 may be clad-mounted on the front cabin rail 1 on the same side and welded, upon specific installation, thereby ensuring superior structural strength of the connection bracket 9.

It should be noted that the triangle is a triangle of the whole structure of the connection board 901, and does not mean a triangle having three straight line segments in a strict sense, for example, in a specific structure, three edges (i.e., three edges constituting the triangle) of the connection board 901 also have a shape trend following the shape of the peripheral components such as the front cabin side frame 1.

In addition, in this embodiment, as a preferred embodiment, with continued reference to fig. 1, the support cross member 13 is connected between the two side connecting brackets 9, where by providing the support cross member 13, the rigidity of the front part of the vehicle body in the height direction of the whole vehicle can be increased, which is beneficial to the transmission of the collision force between the two side front cabin stringers 1, and improves the dispersion and transmission effect of the collision force.

In the embodiment, as shown in fig. 12, the cross section of the supporting beam 13 is of an "n" type, so that the structural strength of the supporting beam can be ensured, and the supporting effect on the connecting brackets 9 on both sides, that is, the lifting force transmission effect, can be improved.

Also as a preferred implementation form, in this embodiment, the front ends of the front wheel cover side beams 14 on the same side are connected to the side of the front cabin side beam 1 facing the tail, which can facilitate the transmission of collision energy to the front wheel cover side beams 14 during a small overlap collision, and help to ensure the collision energy absorbing effect.

In addition, in this embodiment, as another preferred exemplary structure, as shown in fig. 2, the rear end of each side front wheel cover side beam 14 has a first connecting arm 1403 and a second connecting arm 1404 provided in a divergent manner, the rear ends of the first connecting arm 1403 and the second connecting arm 1404 are connected to the a-pillar 16 on the same side, and a crush chamber 17 is defined between the first connecting arm 1403, the second connecting arm 1404 and the a-pillar 16.

It can be appreciated that the first connecting arm 1403 and the second connecting arm 1404 are disposed at the rear end of the front wheel cover side beam 14, and form the crumple chamber 17, which not only can increase the lateral support of the a-pillar 16 to the front wheel cover side beam 14, but also can avoid excessive stacking in the a-pillar 16 area during collision, increase the intrusion amount of the a-pillar 16 and squeeze the firewall 22, so as to improve collision safety.

In a specific arrangement, in this embodiment, the crush chamber 17 is triangular when viewed from the left-right direction of the entire vehicle, as a preferred embodiment. The collapsing cavity 17 is triangular, and the characteristic of large structural strength of the triangle can be utilized to ensure the structural strength of the connecting position of the front wheel cover side beam 14 and the A column 16, thereby ensuring the transmission effect of collision force between the front wheel cover side beam 14 and the A column 16.

Of course, the triangle is a triangle of the overall structure of the crush chamber 17, and not a triangle having three straight line segments in a strict sense, and in a specific structure, three edges of the crush chamber 17 (i.e., three edges forming a triangle) may also have shapes that follow the shapes of peripheral components such as the first connecting arm 1403, the second connecting arm 1404, and the portion of the a-pillar 16 connected between the first connecting arm 1403 and the second connecting arm 1404.

Further, as a preferred embodiment, with continued reference to fig. 2, in the present embodiment, the a-pillar 16 has an a-pillar lower section 1601 connected at the bottom to the rocker 18, and an a-pillar upper section 1602 connected to the top of the a-pillar lower section 1601, the first connecting arm 1403 extends rearward and upward in the front-rear direction of the vehicle and is connected to the intersection of the a-pillar upper section 1602 and the a-pillar lower section 1601, and the second connecting arm 1404 extends rearward and downward in the front-rear direction of the vehicle and is connected to the a-pillar lower section 1601.

Based on the structural design form that the first connecting arm 1403 extends upwards and backwards along the front-back direction of the whole vehicle and is connected to the junction of the upper section 1602 of the A column and the lower section 1601 of the A column, and the second connecting arm 1404 extends downwards and backwards along the front-back direction of the whole vehicle and is connected to the lower section 1601 of the A column, the impact force at the side beam 14 of the front wheel cover is guided to be transferred upwards and downwards respectively, and the transfer dispersion effect of the impact force is improved.

Meanwhile, it should be noted that the related structural parts of the front cabin structure of the present embodiment, which are not mentioned, can refer to the structures in the prior art, for example, the front cabin structure includes the a-pillars 16 on both sides respectively connected with the threshold beams 18, the front floor 21 between the threshold beams 18 on both sides, the lower front windshield cross member 20 between the a-pillars 16 on both sides, the firewall 22 below the lower front windshield cross member 20, the front wheel cover 19 between the front cabin longitudinal member 1 and the front wheel cover side member 14 on the same side, and so on, which will not be described herein.

According to the front cabin structure of the embodiment, the front part of the front cabin longitudinal beam 1 is bent outwards, the front end of the front wheel cover side beam 14 is connected with the front end of the front cabin longitudinal beam 1, the front cabin longitudinal beam 1 and the front wheel cover side beam 14 can better participate in small overlap collision, the front cabin longitudinal beam 1 and the front wheel cover side beam 14 can be utilized for effectively transmitting collision force, the safety of the small overlap collision is improved, meanwhile, the front cabin longitudinal beam 1, the front end frame 10, the connecting beam 15 and the front wheel cover side beam 14 are connected to form an annular structure, the overall rigidity of the positions of two sides of the front cabin can be increased, and the whole car collision safety is further improved.

Example two

The present embodiment relates to a vehicle in which the front cabin structure in the first embodiment is provided.

The vehicle of this embodiment can utilize the cooperation of front cabin longeron 1 and front wheel casing boundary beam 14 in the structure through setting up the front cabin structure in embodiment one, carries out effective transmission to collision force, promotes the security that little overlaps the collision, also can utilize annular structural design, increases the overall rigidity of front cabin both sides position, and can promote whole car safety quality.

The foregoing description of the preferred embodiments of the invention 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 invention.

Claims (12)

1. A front nacelle structure, characterized by:

Comprises front cabin longitudinal beams (1) which are respectively arranged at the left side and the right side, and front wheel cover side beams (14) which are arranged at one side of each front cabin longitudinal beam (1) close to the outside of the vehicle side by side;

the front parts of the front cabin longitudinal beams (1) on the two sides are bent towards one side outside the vehicle in the left-right direction of the whole vehicle, and the front ends of the front wheel cover side beams (14) on each side are connected with the front ends of the front cabin longitudinal beams (1) on the same side;

The two sides the bending part of the front engine room longitudinal beam (1) is connected with a front end frame (10), and the two sides of the front engine room longitudinal beam are respectively provided with a connecting beam (15) between the front wheel cover side beam (14) and the front end frame (10), and each side of the front engine room longitudinal beam (1) the front end frame (10) the connecting beams (15) and the front wheel cover side beam (14) are connected to form an annular structure.

2. The front nacelle structure of claim 1, wherein:

the space between the bending part of the front cabin longitudinal beam (1) on each side and the wheel package envelope of the front wheels on the same side is more than 10 mm; and/or the number of the groups of groups,

The front engine room longitudinal beam (1) comprises a longitudinal beam inner plate (101) and a longitudinal beam outer plate (102) which are buckled and connected together, wherein the longitudinal beam inner plate (101) and the front part of the longitudinal beam outer plate (102) are bent towards one side outside the automobile, and the longitudinal beam inner plate (101) and the longitudinal beam outer plate (102) are integrally formed.

3. The front nacelle structure of claim 1, wherein:

The front ends of the front wheel cover side beams (14) at the two sides extend forwards and downwards and are connected with the front ends of the front cabin longitudinal beams (1) at the same side;

The bending parts of the front cabin longitudinal beams (1) at two sides are respectively connected with a connecting bracket (9), and each front cabin longitudinal beam (1) is connected with the front end frame (10) through the connecting brackets (9).

4. A front nacelle structure according to claim 3, wherein:

the front anti-collision beam assembly (2) is also included;

The front anti-collision beam assembly (2) comprises energy absorption boxes (201) which are respectively connected with the connecting brackets (9) at each side, and front anti-collision beams (202) which are connected with the front ends of the energy absorption boxes (201) at the two sides;

The distance between the front ends of the front cabin longitudinal beams (1) on the two sides along the left and right directions of the whole vehicle is larger than the distance between the left and right ends of the front anti-collision beams (202) along the left and right directions of the whole vehicle.

5. The front nacelle structure of claim 4, wherein:

The front end frame (10) comprises side brackets (1001) which are respectively arranged at the left side and the right side, and an upper bracket (1002) which is connected between the top ends of the side brackets (1001) at the two sides;

The two side brackets (1001) are connected between the energy absorption boxes (201) and the connecting brackets (9) on the same side, and the connecting beams (15) on the two sides are connected with the upper bracket (1002).

6. The front nacelle structure of claim 5, wherein:

The lower cross beam (11) is connected between the bottom ends of the side brackets (1001) on two sides, the lower cross beam (11) is lower than the front anti-collision beam (202) in the whole car height direction, and the front end frame (10) and the lower cross beam (11) are connected to form an annular structure.

7. The front nacelle structure of claim 6, wherein:

At least one of the lower cross beam (11) and the front end frame (10) is integrally injection molded; and/or the number of the groups of groups,

The lower cross beam (11) comprises a cross beam body (1101) extending along the left-right direction of the whole vehicle, and cross beam connecting arms (1102) which are respectively arranged at the left side and the right side, wherein each side of the cross beam connecting arms (1102) is connected with the side bracket (1001) at the same side through a screw connection structure or a clamping connection structure.

8. The front nacelle structure of claim 5, wherein:

front auxiliary frame mounting brackets (12) are arranged at the bottoms of the connecting brackets (9) at the two sides, and one side of each front auxiliary frame mounting bracket (12) facing the front of the vehicle is connected to the side bracket (1001) at the same side; and/or the number of the groups of groups,

The connecting brackets (9) on two sides are triangular when seen from the up-down direction of the whole vehicle.

9. A front nacelle structure according to claim 3, wherein:

A supporting cross beam (13) is connected between the connecting brackets (9) at two sides; and/or the front ends of the front wheel cover side beams (14) on each side are connected to the side, facing the tail, of the front cabin longitudinal beam (1) on the same side.

10. Front nacelle structure according to any of claims 1-9, wherein:

The rear end of the front wheel cover side beam (14) at each side is provided with a first connecting arm (1403) and a second connecting arm (1404) which are arranged in a forked way;

the rear ends of the first connecting arm (1403) and the second connecting arm (1404) are connected with an A column (16) on the same side, and a collapse cavity (17) is formed by enclosing the first connecting arm (1403), the second connecting arm (1404) and the A column (16).

11. The front nacelle structure of claim 10, wherein:

The crumple chamber (17) is triangular when seen from the left and right directions of the whole vehicle; and/or the number of the groups of groups,

The A column (16) is provided with an A column lower section (1601) with the bottom connected with a threshold beam (18), and an A column upper section (1602) connected with the top of the A column lower section (1601), the first connecting arm (1403) extends upwards and backwards along the front-back direction of the whole car and is connected at the junction of the A column upper section (1602) and the A column lower section (1601), and the second connecting arm (1404) extends downwards and backwards along the front-back direction of the whole car and is connected on the A column lower section (1601).

12. A vehicle, characterized in that:

the vehicle having the front cabin structure of any one of claims 1 to 11 disposed therein.