A commercial vehicle dashboard structure

Abstract

This application relates to the field of commercial vehicle body technology, and particularly to a front bulkhead structure for a commercial vehicle. The front bulkhead structure includes a front bulkhead beam, which comprises an upper crossbeam and a lower crossbeam, connected by a front bulkhead longitudinal beam. The upper crossbeam includes an upper crossbeam body and an upper crossbeam armrest mounting location, with the thickness of the armrest mounting location greater than the thickness of the upper crossbeam body. The lower crossbeam includes a mounting bracket, one end of which connects to the front bulkhead longitudinal beam, with the thickness of the mounting bracket greater than the thickness of the upper crossbeam body. This application provides a front bulkhead structure for commercial vehicles to address the problem in related technologies where adding reinforcing plates to strengthen the front bulkhead increases the number of parts and welding processes, making it difficult to achieve lightweight design.

Description

Technical Field

[0001] This application relates to the field of commercial vehicle body technology, and in particular to a front structure for a commercial vehicle. Background Technology

[0002] The cab body-in-white structure includes the front bulkhead assembly, which separates the cab from the passenger compartment. The front bulkhead itself is relatively weak, and the front bulkhead assembly is usually reinforced by adding reinforcing components. In a collision, the deformation and intrusion of the front bulkhead can be used to judge the safety performance of a commercial vehicle.

[0003] In related technologies, there are two methods for reinforcing the front bulkhead of commercial vehicle bodies: 1. Using inner and outer panels, with the inner reinforcing panel enhancing the overall strength of the front bulkhead. However, this method results in a significant increase in weight, higher production costs, and difficulty in achieving lightweighting. 2. Using an outer panel with an inner beam, a crossbeam is added to the lower part of the front bulkhead near the floor, providing reinforcement in the lower center. However, this method involves a larger number of parts, requires higher assembly precision, and increases the number of manufacturing steps. Summary of the Invention

[0004] This application provides a front bulkhead structure for commercial vehicles to address the problem in related technologies where adding reinforcing plates to strengthen the front bulkhead increases the number of parts and welding processes, making it difficult to achieve lightweighting.

[0005] To achieve the above objectives, embodiments of this application provide a front bulkhead structure for a commercial vehicle, comprising:

[0006] The front beam includes an upper crossbeam and a lower crossbeam, and a front longitudinal beam connects the upper crossbeam and the lower crossbeam.

[0007] The upper crossbeam includes an upper crossbeam body and an upper crossbeam handrail mounting area, and the thickness of the upper crossbeam handrail mounting area is greater than the thickness of the upper crossbeam body.

[0008] The lower crossbeam includes a suspension mounting point, one end of which is connected to the front longitudinal beam, and the thickness of the suspension mounting point is greater than the thickness of the upper crossbeam body.

[0009] In some embodiments, the thickness of the upper crossbeam body is 'a', and the thickness of the upper crossbeam handrail mounting location is 1.2 to 1.5 times the thickness 'a' of the upper crossbeam body.

[0010] In some embodiments, the thickness of the upper crossbeam body is 'a', and the thickness of the suspension mounting location is 2 to 3 times the thickness 'a' of the upper crossbeam body.

[0011] In some embodiments, the thickness 'a' of the upper crossbeam body is 1 to 1.5 mm.

[0012] In some embodiments, a patch plate is welded to the upper crossbeam handrail mounting location, and the coverage area of ​​the patch plate is not less than the thickened area of ​​the upper crossbeam handrail mounting location.

[0013] In some embodiments, it further includes:

[0014] The lower crossbeam triangular plate is connected to the lower crossbeam. The lower crossbeam triangular plate is located at the end of the lower crossbeam away from the upper crossbeam and is set in a direction away from the front longitudinal beam.

[0015] The thickness of the lower crossbeam triangular plate is 1.2 to 1.5 times the thickness a of the upper crossbeam body.

[0016] In some embodiments, it further includes:

[0017] Front vertical panel;

[0018] The lower crossbeam triangular plate includes a first right-angled side and a second right-angled side. The first right-angled side is attached to and connected to the front vertical plate, and the second right-angled side is connected to the lower crossbeam.

[0019] In some embodiments, the first right-angled side includes a flange, which is welded to the front bulkhead vertical plate.

[0020] In some embodiments, the end of the first right-angled side away from the lower crossbeam is flush with the end of the front panel away from the lower crossbeam.

[0021] In some embodiments, the length of the second right-angled side is greater than the length of the first right-angled side.

[0022] The beneficial effects of the technical solution provided in this application include:

[0023] This application provides a front bulkhead structure for a commercial vehicle. Since the longitudinal beams are located between the upper and lower crossbeams, the overall structure of the front bulkhead is grid-shaped, providing strong strength and rigidity support. The upper crossbeam includes the upper crossbeam armrest mounting area, which is located on both sides of the upper crossbeam and at the junction with the longitudinal beams. Since the first point of contact during a collision is usually the upper crossbeam armrest and the mounting area, the thickness of the upper crossbeam armrest is made greater than the thickness of the upper crossbeam body, and the thickness of the mounting area is made greater than the thickness of the upper crossbeam body. That is, the parts that are first in contact during a collision are locally thickened, eliminating the welding steps of the reinforcing plate and reducing the number of parts. On the one hand, it can improve dimensional accuracy, and on the other hand, it can reduce the welding process. Compared with the original structure, the weight at the upper crossbeam armrest and the mounting area can be reduced by 10%, effectively achieving lightweighting. At the same time, it improves the vehicle's collision safety, reducing the intrusion of both the frontal pendulum and the A-pillar pendulum. While ensuring the strength of the front structure and the safety of the vehicle body, it can solve the problem that related technologies increase the number of parts and welding processes by adding reinforcing plates to strengthen the front, making it difficult to achieve lightweighting. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a structural schematic diagram of the front bulkhead provided in an embodiment of this application;

[0026] Figure 2 A schematic diagram of the split structure of the front bulkhead provided in an embodiment of this application;

[0027] Figure 3 This is a schematic diagram of the front bulkhead structure of a commercial vehicle provided in an embodiment of this application;

[0028] Figure 4 for Figure 3 Enlarged view of point A in the middle.

[0029] In the diagram: 1. Front beam; 2. Upper crossbeam; 21. Upper crossbeam handrail installation point; 22. Upper crossbeam body; 3. Lower crossbeam; 31. Suspension installation point; 311. Suspension installation point flange; 32. Lower crossbeam flange; 33. Corner; 34. First segment; 4. Front longitudinal beam; 41. Left longitudinal beam; 42. Right longitudinal beam; 5. Lower crossbeam triangular plate; 51. First right-angled side; 52. Second right-angled side; 6. Front vertical plate. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] This application provides a front bulkhead structure for commercial vehicles, which solves the problem in related technologies where adding reinforcing plates to strengthen the front bulkhead increases the number of parts and welding processes, making it difficult to achieve lightweighting.

[0032] See Figures 1 to 4 As shown, this application embodiment provides a front bulkhead structure for a commercial vehicle, which includes a front bulkhead beam 1. Specifically, in conjunction with... Figure 1 and Figure 2 As shown, the front beam 1 includes an upper crossbeam 2 and a lower crossbeam 3. The upper crossbeam 2 and the lower crossbeam 3 are arranged in parallel, and a front longitudinal beam 4 connects the upper crossbeam 2 and the lower crossbeam 3.

[0033] Furthermore, the front longitudinal beam 4 includes a left longitudinal beam 41 and a right longitudinal beam 42. The upper crossbeam 2, the lower crossbeam 3, the left longitudinal beam 41, and the right longitudinal beam 42 together form a grid structure to provide strong strength and rigidity support for the front.

[0034] Furthermore, combined Figures 1 to 3 As shown, the upper crossbeam 2 includes an upper crossbeam body 22 and an upper crossbeam armrest mounting point 21. Specifically, the upper crossbeam armrest mounting point 21 is located at the junction of the upper crossbeam 2 and the front longitudinal beam 4. There are two upper crossbeam armrest mounting points 21, located at the junctions of the upper crossbeam 2 near the left longitudinal beam 41 and the right longitudinal beam 42, respectively. In some vehicle embodiments, the upper crossbeam armrest mounting point 21 is as follows: Figure 1 and Figure 2 As shown, the upper crossbeam 2 is located at the junction of the left longitudinal beam 41 and the right longitudinal beam 42. Taking this embodiment as an example, since the junction of the upper crossbeam 2 and the front longitudinal beam 4 (i.e., the upper crossbeam armrest mounting point 21) is the first to come into contact with the impact when the front bulkhead is hit, the thickness of the upper crossbeam armrest mounting point 21 is set to be greater than the thickness of the upper crossbeam body 22. At the same time, the addition of the inner beam is eliminated, the number of parts is reduced, and the thickness of the front bulkhead beam 1 can also be reduced, thereby reducing the intrusion of the front bulkhead beam 1 into the cab.

[0035] Furthermore, the lower crossbeam 3 includes a suspension mounting point 31, one end of which connects to the front longitudinal beam 4, and the thickness of the suspension mounting point 31 is greater than the thickness of the upper crossbeam body 22. Since the structure that is first impacted when the front bulkhead is hit is generally the upper crossbeam handrail mounting point 21 or the suspension mounting point 31, increasing the material thickness at these two locations can avoid the need for reinforcing plates, reduce processing steps, and achieve a better reinforcement effect.

[0036] It should be noted that the material thickness mentioned in this application refers to the thickness of the front bulkhead beam 1 in the X direction of the vehicle coordinate system.

[0037] Furthermore, the front bulkhead beam 1 can be made of hot-formed steel with a tensile strength greater than 1300MPa. Its blank can be made by laser welding and hot stamping forming process, so as to achieve lightweighting while ensuring the strength of the front bulkhead structure, thereby ensuring the safety of the vehicle body.

[0038] This application provides a commercial vehicle front bulkhead structure. Because the front bulkhead longitudinal beam 4 is positioned between the upper crossbeam 2 and the lower crossbeam 3, the overall structure of the front bulkhead beam 1 is grid-shaped, providing strong strength and rigidity support. The upper crossbeam 2 includes an upper crossbeam armrest mounting location 21. Optionally, it may be as follows... Figure 1 As shown, located on both sides of the upper crossbeam 2 and at the junction with the front longitudinal beam 4, the upper crossbeam armrest mounting point 21 is typically the first point of contact during a collision. Therefore, the thickness of the upper crossbeam armrest mounting point 21 is made greater than the thickness of the upper crossbeam body 22. This localized thickening at the point of first contact eliminates the need for welding the reinforcing plate, reducing the number of parts. This improves dimensional accuracy and reduces welding processes. Compared to the original structure, the weight of the upper crossbeam armrest 21 can be reduced by 10%, effectively achieving weight reduction. Simultaneously, it improves vehicle collision safety, reducing the intrusion of the frontal pendulum and A-pillar pendulum. While ensuring the strength of the front structure and the safety of the vehicle body, this solves the problem in related technologies where adding reinforcing plates to strengthen the front increases the number of parts and welding processes, making weight reduction difficult.

[0039] In some optional embodiments, the thickness of the upper crossbeam body 22 is 'a', and the thickness of the upper crossbeam handrail mounting point 21 can be 1.2 to 1.5 times the thickness 'a' of the upper crossbeam body 22. Specifically, the thickness 'a' of the upper crossbeam body 22 can be 1 to 1.5 mm. While ensuring the strength of the upper crossbeam 2 in the front beam 1, the upper crossbeam handrail mounting point 21 is thickened to ensure that the upper crossbeam handrail mounting point 21, which is the first to be impacted, has sufficient strength. The material thickness of the upper crossbeam handrail mounting point 21 is preferably no more than 1.5 mm to avoid the front beam 1 from being too thick overall.

[0040] In one embodiment, the thickness 'a' of the upper crossbeam body 22 is 1 mm, and the material thickness at the upper crossbeam handrail is 1.2 mm.

[0041] Optionally, the length of the thickened part 21 at the upper crossbeam handrail installation location should not be less than the width of the front longitudinal beam 4 part to avoid uneven force transmission when the front beam 1 is impacted.

[0042] Optionally, the thickness of the material at the upper beam handrail mounting point 21 shall not exceed 2.5mm. When it is necessary to further enhance the strength of the upper beam handrail mounting point 21, a welded patch plate can be added on the basis of this 2.5mm to strengthen the critical collision area.

[0043] Furthermore, the width of the patch plate should at least cover all handrail mounting points, and the coverage area of ​​the patch plate at the upper beam handrail mounting point 21 is preferably not less than the width of the front longitudinal beam 4, so as to effectively reinforce the upper beam handrail mounting point 21.

[0044] In some alternative embodiments, see Figures 1 to 4 As shown, the lower crossbeam 3 includes a mounting bracket 31, one end of which connects to the front longitudinal beam 4. Specifically, in conjunction with... Figures 1 to 3 As shown, the lower crossbeam 3 is U-shaped, one end of the front longitudinal beam 4 is connected to the upper crossbeam handrail installation point 21, and the other end is connected to the lower crossbeam 3.

[0045] Specifically, in combination Figure 3 As shown, the lower crossbeam 3 has a corner 33. One end of the front longitudinal beam 4 is connected to the upper crossbeam handrail mounting point 21, and the other end is connected to the corner 33. The suspension mounting point 31 is located at the end of the corner 33 away from the upper crossbeam 2. Further, the position of the suspension mounting point 31 is as follows... Figure 2 The split diagram is shown below.

[0046] It should be noted that, Figure 2 The split diagram shows the thickened suspension mounting area 31, and does not indicate that the front beam 1 is manufactured in separate parts. Furthermore, the front beam 1 is integrally formed, and the specific processing sequence is laser welding (using thickened blanks at the upper crossbeam handrail mounting area 21 and the suspension mounting area 31), followed by thermoforming.

[0047] Optionally, the thickness of the upper crossbeam body 22 is a, and the thickness of the suspension mounting location 31 is 2 to 3 times the thickness a of the upper crossbeam body 22.

[0048] Optionally, the thickness of the lower crossbeam 3 is the same as the thickness of the upper crossbeam body 22, which is also a. That is, most of the thickness of the front beam 1 is a, and the thickness is increased only at the upper crossbeam handrail installation point 21 and the suspension installation point 31 to improve the rigidity of the upper crossbeam handrail installation point 21 and the suspension installation point 31.

[0049] Furthermore, in one embodiment, the thickness of the lower crossbeam 3 and the thickness a of the upper crossbeam body 22 are both 1 mm, and the thickness of the suspension mounting 31 is 2.2 mm.

[0050] Furthermore, the thickened portion of the suspension mounting point 31 must include, for example: Figure 2 The front suspension mounting point 31 shown can also extend to the location of the lower crossbeam 3, so as to... Figure 2 Taking the suspended mounting point 31 as an example, the extension length of its thickened area should not exceed 1mm to avoid the situation where the front beam 1 is too thick overall.

[0051] Optionally, the thickness of the suspension mounting part 31 is no more than 3mm. When it is necessary to further enhance the strength of the suspension mounting part 31, a welded patch plate can be added on the basis of this 3mm to strengthen the critical collision area.

[0052] Furthermore, the front beam 1 is made of hot-formed steel with a tensile strength greater than 1300MPa. Meanwhile, the thickened blanks of the upper crossbeam armrest mounting point 21 and the suspension mounting point 31, together with the blanks of the upper crossbeam body 22, the front longitudinal beam 4, and the lower crossbeam 3, are laser-welded and hot-stamped to ensure the welding strength and the strength of the produced front beam, thereby ensuring the vehicle body safety.

[0053] In summary, by increasing the material thickness at the upper crossbeam armrest mounting point 21 and the suspension mounting point 31, it is unnecessary to add inner or outer reinforcing plates to strengthen the front bulkhead, nor is it necessary to add internal beams or other components, thus avoiding excessive weight increase. It also reduces welding processes, resulting in a 10% weight reduction compared to the original structure, effectively achieving lightweighting. Furthermore, thickening the blank at critical collision points improves vehicle collision safety, and the material thickness is controlled at these locations, reducing the intrusion amounts of the frontal pendulum and A-pillar pendulum.

[0054] In some alternative embodiments, see Figures 1 to 4 As shown, the commercial vehicle front bulkhead structure provided in this application also includes a lower crossbeam triangular plate 5. Specifically, the lower crossbeam triangular plate 5 is connected to the lower crossbeam 3 and is located at the end of the lower crossbeam 3 away from the upper crossbeam 2, and the lower crossbeam triangular plate 5 is arranged in a direction away from the front bulkhead longitudinal beam 4.

[0055] Furthermore, combined Figure 3 and Figure 4 As shown, the front structure of the commercial vehicle also includes a front vertical plate 6; the lower crossbeam triangular plate 5 includes a first right-angled side 51 and a second right-angled side 52. The first right-angled side 51 is attached to the front vertical plate 6 and connected to the front vertical plate 6, and the second right-angled side 52 is connected to the lower crossbeam 3.

[0056] Specifically, in combination Figure 3 and Figure 4As shown, the lower crossbeam 3 includes a lower crossbeam flange 32, and the second right-angled side 52 is welded to the lower crossbeam flange 32. (Combined) Figure 2 As shown, the lower crossbeam 3 includes a first segment 34, which connects to the suspension mounting point 31. The connection length between the second right-angled side 52 and the first segment 34 can be as follows: Figure 2 The proportion shown is such that the second right-angled side 52 is half the length of the first segment 34. Of course, theoretically, the connection length between the second right-angled side 52 and the first segment 34 should be as long as possible to transfer the force on the lower crossbeam 3 to the side wall and the bottom plate. However, a longer second right-angled side 52 is not conducive to weight reduction. Therefore, the second right-angled side 52 is preferably no longer than two-thirds of the length of the first segment 34.

[0057] Furthermore, combined Figure 3 and Figure 4 As shown, the first right-angled side 51 is connected to the front vertical plate 6 to transfer the force on the lower crossbeam 3 to the side wall. Preferably, the length of the first right-angled side 51 connected to the front vertical plate 6 can be as long as possible. Preferably, the end of the first right-angled side 51 away from the lower crossbeam 3 extends to the bottom of the front vertical plate 6, that is, the end of the first right-angled side 51 away from the lower crossbeam 3 is flush with the end of the front vertical plate 6 away from the lower crossbeam 3, so as to provide a stronger supporting effect and at the same time evenly transfer the force to the side wall.

[0058] Specifically, in a head-on collision, the front beam 1 fails by collapsing downwards, specifically in the direction of the lower crossbeam 3; the lower crossbeam triangular plate 5 of the triangular plate structure has a hypotenuse, which can provide... Figures 1 to 4 As shown, the diagonal supports, in addition to the lateral and longitudinal supports, can effectively transfer the force of the collision from the front to the rear of the body-in-white, optimizing the force transmission path and improving the overall integrity and rigidity of the body-in-white.

[0059] Furthermore, in the event of a collision, the upper crossbeam armrest mounting point 21 and the suspension mounting point 31 are the initial points of contact. Subsequently, the force is transmitted down the lower crossbeam 3 along the left longitudinal beam 41 and the right longitudinal beam 42, and then through the lower crossbeam triangular plate 5 to the side wall, and finally to the rear of the body-in-white, thus improving the passive safety of the body-in-white.

[0060] In some optional embodiments, the thickness of the lower crossbeam triangular plate 5 is 1.2 to 1.5 times the thickness a of the upper crossbeam body 22. Optionally, a is 1 to 1.5 mm.

[0061] In one embodiment, the thickness 'a' of the upper crossbeam body 22 is 1 mm, and the material thickness at the lower crossbeam triangular plate 5 is 1.3 mm; the material thickness at the lower crossbeam triangular plate 5 is no more than 1.5 mm to avoid excessive weight increase to the front beam 1. Furthermore, a patch plate can be welded to the lower crossbeam triangular plate 5 to increase its strength.

[0062] Optionally, combined Figure 3 and Figure 4 As shown, the first right-angled side 51 includes a flange, and the flange is welded to the front vertical plate 6. The flange can be set perpendicularly to the lower crossbeam triangular plate 5 to achieve a fit with the front vertical plate 6.

[0063] Optionally, combined Figures 1 to 4 As shown, the length of the second right-angled side 52 of the lower crossbeam triangular plate 5 is greater than the length of the first right-angled side 51. Specifically, when the front beam 1 is impacted by the front beam, the force is transmitted downwards, that is, from the upper crossbeam armrest mounting point 21 through the front beam longitudinal beam 4 to the lower crossbeam 3, and then through the lower crossbeam triangular plate 5 to the side wall and the rear of the body-in-white. Therefore, the force-bearing end of the lower crossbeam triangular plate 5 is the second right-angled side 52, and the force-transmitting end is the first right-angled side 51. In order to ensure the strength of the lower crossbeam triangular plate 5 and avoid failure due to stress, and at the same time reduce the self-weight of the lower crossbeam triangular plate 5, the length of the second right-angled side 52 is set to be greater than the length of the first right-angled side 51, increasing the contact area with the lower crossbeam 3, while minimizing the self-weight to achieve lightweighting.

[0064] In some optional embodiments, the front bulkhead 1 provided in this application is integrally formed by laser welding and heating forming process, and is locally thickened at critical collision locations, which achieves weight reduction while ensuring vehicle body safety; Figure 2 The split diagram shown is to illustrate the thickened part; in reality, the front beam 1 is a one-piece molded structure.

[0065] Furthermore, the front bulkhead beam 1 is made of hot-formed steel with a tensile strength greater than 1300MPa. The billet is formed by laser welding and hot stamping, which achieves lightweighting while ensuring the strength of the front bulkhead structure and the safety of the vehicle body. At the same time, the number of parts is reduced, which improves dimensional accuracy and reduces welding processes, thereby increasing production efficiency.

[0066] Furthermore, welded patch plates can be added to the thickened parts of the front beam 1 at the upper crossbeam handrail installation location 21, the suspension installation location 31, and the lower crossbeam triangular plate 5 to improve local strength. In actual production and use, the patch plates can be added according to actual needs, and the patch plates can be added to the upper limit thickness of the upper crossbeam handrail installation location 21, the suspension installation location 31, and the lower crossbeam triangular plate 5.

[0067] This application provides a commercial vehicle front bulkhead structure. In one embodiment, the material thickness of the upper crossbeam armrest mounting area 21 is set to 1.2mm, the material thickness of the suspension mounting area 31 is set to 2.2mm, the material thickness of the lower crossbeam triangular plate 5 is partially set to 1.2mm, and the material thickness of the remaining parts is set to 1.0mm. It should be noted that the remaining parts include the upper crossbeam body 22, the lower crossbeam 3, and the front bulkhead longitudinal beam 4, etc.

[0068] CAE calculations show that, compared to ordinary steel structures, this embodiment reduces frontal intrusion by 1.5 cm, increases space at the dummy's knees by 1.5 cm, and increases space at the abdomen and steering wheel by 0.5 cm in frontal pendulum impact tests. In A-pillar pendulum impact tests, intrusion into the driver's cab door frame and frontal area is significantly reduced, and the survival space margin increases by approximately 1-3 cm. Compared to ordinary steel structures, this embodiment improves passive safety while reducing weight by 10%, achieving lightweight design.

[0069] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0070] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0071] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A front bulkhead structure for a commercial vehicle, characterized in that, It includes: The front beam (1) includes an upper crossbeam (2) and a lower crossbeam (3), and a front longitudinal beam (4) is connected between the upper crossbeam (2) and the lower crossbeam (3). The upper crossbeam (2) includes an upper crossbeam body (22) and an upper crossbeam handrail mounting point (21), and the thickness of the upper crossbeam handrail mounting point (21) is greater than the thickness of the upper crossbeam body (22); The lower crossbeam (3) includes a suspension mounting point (31), one end of which is connected to the front longitudinal beam (4), and the thickness of the suspension mounting point (31) is greater than the thickness of the upper crossbeam body (22). The lower crossbeam triangular plate (5) is connected to the lower crossbeam (3). The lower crossbeam triangular plate (5) is located at the end of the lower crossbeam (3) away from the upper crossbeam (2) and is set in a direction away from the front longitudinal beam (4). The thickness of the lower crossbeam triangular plate (5) is 1.2 to 1.5 times the thickness a of the upper crossbeam body (22); Front vertical panel (6); The lower crossbeam triangular plate (5) includes a first right-angled side (51) and a second right-angled side (52). The first right-angled side (51) is attached to the front vertical plate (6) and connected to the front vertical plate (6). The second right-angled side (52) is connected to the lower crossbeam (3).

2. The commercial vehicle front bulkhead structure as described in claim 1, characterized in that: The thickness of the upper crossbeam body (22) is a, and the thickness of the upper crossbeam handrail installation point (21) is 1.2 to 1.5 times the thickness a of the upper crossbeam body (22).

3. The commercial vehicle front bulkhead structure as described in claim 1 or 2, characterized in that: The thickness of the upper crossbeam body (22) is a, and the thickness of the suspension mounting point (31) is 2 to 3 times the thickness a of the upper crossbeam body (22).

4. The commercial vehicle front bulkhead structure as described in claim 2, characterized in that: The thickness a of the upper crossbeam body (22) is 1~1.5mm.

5. The commercial vehicle front bulkhead structure as described in claim 1, characterized in that: A patch plate is welded to the upper beam handrail installation location (21), and the coverage area of ​​the patch plate is not less than the thickened area of ​​the upper beam handrail installation location (21).

6. The commercial vehicle front bulkhead structure as described in claim 1, characterized in that: The first right-angled side (51) includes a flange, which is welded to the front vertical plate (6).

7. The commercial vehicle front bulkhead structure as described in claim 1, characterized in that: The end of the first right-angled side (51) away from the lower crossbeam (3) is flush with the end of the front vertical plate (6) away from the lower crossbeam (3).

8. The commercial vehicle front bulkhead structure as described in claim 1, characterized in that: The length of the second right-angled side (52) is greater than the length of the first right-angled side (51).

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