A vehicle body frame assembly and vehicle

Abstract

The present application relates to the technical field of vehicle parts, and provides a vehicle body frame assembly and a vehicle, the vehicle body frame assembly comprising a front shock absorber tower package and a front wall frame, the front wall frame comprising a front wall upper cross beam and a front windshield lower cross beam, the front shock absorber tower package and the front wall upper cross beam being connected to one side of the front windshield lower cross beam towards the inside of the vehicle respectively, and the front wall upper cross beam being connected with the front shock absorber tower package at both ends thereof along the left-right direction of the vehicle. In this way, the front wall upper cross beam can support the front shock absorber tower packages on the left and right sides, and the front shock absorber tower packages on the left and right sides can also support the front wall upper cross beam, so that the rigidity and strength of the front shock absorber tower package and the front wall frame can be improved, and the front shock absorber tower package can be arranged in the vehicle, so that the space in the vehicle can be increased.

Description

Technical Field

[0001] This invention relates to the field of vehicle component technology, and more specifically, to a vehicle body frame assembly and a vehicle. Background Technology

[0002] As new energy vehicles increasingly demand greater interior space and lighter overall weight, the design of vehicle body frame structures is gradually moving towards diversification and lightweighting. However, excessive weight reduction can decrease the strength of the vehicle body frame structure, leading to a decline in overall vehicle performance. For example, if the front shock absorber tower pack in the vehicle body frame structure has insufficient stiffness, it is prone to deformation during a collision, posing a certain safety hazard to the front shock absorber.

[0003] Currently, in order to improve the structural stiffness and strength of the front shock absorber tower, two methods are usually used. One is to increase the material thickness or bracket to meet the stiffness performance, but this can easily increase the overall vehicle weight, production cost and space occupation, resulting in a reduction of the interior space. The other is to use a cast aluminum structure, but this method requires the creation of new molds, which results in higher material and development costs. Summary of the Invention

[0004] The problem this invention addresses is how to reduce production costs and increase interior space while ensuring the rigidity and strength of the front shock absorber tower.

[0005] To address the aforementioned problems, the present invention provides a vehicle frame assembly, including a front shock absorber tower and a front bulkhead frame. The front bulkhead frame includes an upper front bulkhead crossbeam and a lower front windshield crossbeam. The front shock absorber tower and the upper front bulkhead crossbeam are respectively connected to the side of the lower front windshield crossbeam facing the vehicle interior, and the upper front bulkhead crossbeam is connected to the front shock absorber tower at both ends along the left-right direction of the vehicle.

[0006] Optionally, the front shock absorber tower includes a first plate, a second plate, and a third plate. The first plate is connected to the second plate and is located above the second plate. The first plate overlaps the upper crossbeam of the front bulkhead and the lower crossbeam of the front windshield. The second plate is connected to the upper end of the third plate and together with the third plate forms a first cavity for installing the front shock absorber spring.

[0007] Optionally, the front shock absorber tower also includes a fourth plate, which is disposed in the first cavity and together with the third plate forms a second cavity.

[0008] Optionally, the vehicle frame assembly further includes a front subframe, which includes a frame longitudinal beam and a first frame crossbeam. The first frame crossbeam is connected to the frame longitudinal beam at both ends along the left-right direction of the vehicle, and the front shock absorber tower is connected to the corresponding frame longitudinal beam.

[0009] Optionally, the front subframe further includes a second frame crossbeam, the first frame crossbeam and the second frame crossbeam are spaced apart along the longitudinal direction of the vehicle, and the two ends of the second frame crossbeam along the left and right direction of the vehicle are respectively connected to the frame longitudinal beam.

[0010] Optionally, the vehicle frame assembly further includes a floor frame, which includes a floor diagonal beam, a floor crossbeam, and a center channel longitudinal beam. One end of the center channel longitudinal beam along the longitudinal direction of the vehicle is connected to the middle position of the first frame crossbeam. The two ends of the center channel longitudinal beam along the left and right direction of the vehicle are respectively connected to the floor crossbeam, and the two ends of the floor diagonal beam are respectively connected to the first frame crossbeam and the center channel longitudinal beam.

[0011] Optionally, the floor frame further includes a sill edge beam, which is correspondingly arranged with the longitudinal beam of the vehicle frame and connected to the corresponding longitudinal beam of the vehicle frame. The end of the floor crossbeam away from the longitudinal beam of the central channel is connected to the corresponding sill edge beam.

[0012] Optionally, the threshold side beam includes a first side beam and a second side beam. The first side beam has a third cavity, and the second side beam is connected to the side of the first side beam facing the longitudinal beam of the central channel, and together with the first side beam, forms a fourth cavity.

[0013] Optionally, the floor frame further includes a first reinforcing plate and / or a second reinforcing plate, wherein the first reinforcing plate is connected to the central channel longitudinal beam and extends along the central channel longitudinal beam, and the second reinforcing plate is connected to the floor crossbeam and extends along the floor crossbeam.

[0014] To address the aforementioned problems, the present invention also provides a vehicle including the vehicle body frame assembly as described above.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] The vehicle body frame assembly of the present invention connects the left and right ends of the upper crossbeam of the front bulkhead to the front shock absorber towers on the left and right sides of the vehicle, respectively. This allows the upper crossbeam to support the front shock absorber towers on both sides, and the front shock absorber towers on both sides to also support the upper crossbeam, thereby improving the rigidity of the front shock absorber towers and the front bulkhead frame. Furthermore, by connecting the front shock absorber towers and the upper crossbeam to the side of the lower crossbeam of the windshield facing inwards, the lower crossbeam of the windshield further supports the front shock absorber towers and the upper crossbeam, further improving their rigidity and ensuring that the vehicle body frame assembly meets rigidity performance requirements. Compared with existing technologies, this not only reduces production costs but also lightens the overall vehicle weight. Furthermore, by connecting the front shock absorber tower to the side of the lower crossbeam of the windshield facing the inside of the vehicle, the front shock absorber tower can be installed inside the vehicle. This makes it easier to move the front bulkhead, which separates the engine compartment and the passenger compartment, forward to the front of the front shock absorber tower, thereby increasing the interior space. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the vehicle body frame assembly in an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of the assembly of the front body frame and the front subframe in an embodiment of the present invention;

[0019] Figure 3 This is a structural schematic diagram from another perspective of the assembly of the front body frame and the front subframe in an embodiment of the present invention;

[0020] Figure 4 This is a top view of the vehicle frame assembly in an embodiment of the present invention;

[0021] Figure 5 for Figure 4 Schematic diagram of the cross-sectional structure at point AA;

[0022] Figure 6 This is a structural schematic diagram of the vehicle body frame assembly from another perspective in an embodiment of the present invention.

[0023] Explanation of reference numerals in the attached figures:

[0024] 1. Front shock absorber tower; 11. First plate; 12. Second plate; 13. Third plate; 14. Fourth plate; 2. Front bulkhead frame; 21. Upper front bulkhead crossbeam; 22. Lower front windshield crossbeam; 3. Front subframe; 31. Frame longitudinal beam; 32. First frame crossbeam; 33. Second frame crossbeam; 4. Floor frame; 41. Floor diagonal beam; 42. Floor crossbeam; 43. Central tunnel longitudinal beam; 44. Sill edge beam; 441. First edge beam; 442. Second edge beam; 443. Third cavity; 444. Fourth cavity; 45. First reinforcing plate; 46. Second reinforcing plate. Detailed Implementation

[0025] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0026] In the attached figures, the Z-axis represents the vertical direction, i.e., up and down position, with the positive direction of the Z-axis representing upward and the negative direction representing downward; the X-axis represents the horizontal direction, i.e., the front and back position, with the positive direction of the X-axis representing the front and the negative direction representing the back; the Y-axis represents the left and right position, i.e., the left side, and the negative direction representing the right side. It should be noted that the aforementioned representations of the Z, Y, and X axes are merely for the convenience of describing the invention and for 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 limiting the invention.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0028] Combination Figure 1 As shown, an embodiment of the present invention provides a vehicle frame assembly, including a front shock absorber tower 1 and a front bulkhead frame 2. The front bulkhead frame 2 includes a front upper crossbeam 21 and a front windshield lower crossbeam 22. The front shock absorber tower 1 and the front upper crossbeam 21 are respectively connected to the side of the front windshield lower crossbeam 22 facing the vehicle interior, and the front upper crossbeam 21 is connected to the front shock absorber tower 1 at both ends along the left and right directions of the vehicle.

[0029] It should be noted that the vehicle's left and right directions are... Figure 1 The Y-axis direction, also known as the left-right or lateral direction, corresponds to the vehicle's front-back direction. Figure 1 The X-axis direction is also known as the front-to-back direction or longitudinal direction.

[0030] It should also be noted that the vehicle's engine compartment is located on the front side of the lower crossbeam 22 of the windshield, and the vehicle's passenger compartment (i.e., the vehicle's interior space) is located on the rear side of the lower crossbeam 22 of the windshield. Therefore, the side of the lower crossbeam 22 of the windshield facing inward is the rear side of the lower crossbeam 22 of the windshield, and correspondingly, the side of the lower crossbeam 22 of the windshield facing outward is the front side of the lower crossbeam 22 of the windshield.

[0031] Specifically, the front shock absorber tower 1 is a component used to mount the front shock absorber spring. It typically has a semi-enclosed structure, with the lower end of the semi-enclosed structure open. Since there is usually one front shock absorber at each of the left and right front wheels of the vehicle, there is also one front shock absorber tower 1 at each of the left and right front wheels. The upper crossbeam 21 of the front bulkhead and the lower crossbeam 22 of the windshield are typically transverse (i.e., Figure 1 The front bulkhead upper crossbeam 21 is typically welded to the middle of the rear end of the lower windshield crossbeam 22. The left front shock absorber tower 1 is typically welded to the left end of the front bulkhead upper crossbeam 21 and the left side of the rear end of the lower windshield crossbeam 22 (i.e., the left rear end of the lower windshield crossbeam 22). The right front shock absorber tower 1 is typically welded to the right end of the front bulkhead upper crossbeam 21 and the right side of the rear end of the lower windshield crossbeam 22 (i.e., the right rear end of the lower windshield crossbeam 22).

[0032] In this embodiment, by connecting the left and right ends of the upper crossbeam 21 of the front bulkhead to the front shock absorber towers 1 on the left and right sides of the vehicle, respectively, the upper crossbeam 21 can support the front shock absorber towers 1 on both sides, and the front shock absorber towers 1 on both sides can also support the upper crossbeam 21 of the front bulkhead, thereby improving the rigidity of the front shock absorber towers 1 and the front bulkhead frame 2. Simultaneously, by connecting the front shock absorber towers 1 and the upper crossbeam 21 of the front bulkhead to the side of the lower crossbeam 22 of the windshield facing inwards, the lower crossbeam 22 of the windshield further supports the front shock absorber towers 1 and the upper crossbeam 21 of the front bulkhead, thereby further improving the rigidity of the front shock absorber towers 1 and the upper crossbeam 21 of the front bulkhead, ensuring that the vehicle body frame assembly meets the rigidity performance requirements. Compared with the prior art, this not only reduces production costs but also reduces the overall vehicle weight. Furthermore, by connecting the front shock absorber tower 1 to the side of the lower crossbeam 22 of the windshield facing the inside of the vehicle, the front shock absorber tower 1 can be installed inside the vehicle. This makes it easier to move the front bulkhead used to separate the engine compartment and the passenger compartment forward to the front side of the front shock absorber tower 1, thereby increasing the interior space.

[0033] Furthermore, the upper crossbeam 21 of the front bulkhead and / or the lower crossbeam 22 of the windshield have a cavity beam structure. This improves the bending resistance of the upper crossbeam 21 of the front bulkhead and / or the lower crossbeam 22 of the windshield, thereby reducing the degree of deformation of the upper crossbeam 21 of the front bulkhead and / or the lower crossbeam 22 of the windshield during a collision and ensuring the safety of the vehicle occupants.

[0034] Optionally, combined Figure 2 As shown, the front shock absorber tower 1 includes a first plate 11, a second plate 12 and a third plate 13. The first plate 11 is connected to the second plate 12 and is located above the second plate 12. The first plate 11 overlaps the upper crossbeam 21 of the front bulkhead and the lower crossbeam 22 of the front windshield. The second plate 12 is connected to the upper end of the third plate 13 and together with the third plate 13, they form a first cavity for installing the front shock absorber spring.

[0035] Specifically, the first plate 11 is the connecting part of the front shock absorber tower 1, which is used to connect the front shock absorber tower 1 to the upper crossbeam 21 of the front bulkhead and the lower crossbeam 22 of the front windshield. The second plate 12 and the third plate 13 are the main structure of the front shock absorber tower 1, used to install the front shock absorber spring. The first plate 11 and the second plate 12 are generally horizontally arranged, with the front end of the first plate 11 overlapping the lower crossbeam 22 of the front windshield and the left / right end of the first plate 11 overlapping the upper crossbeam 21 of the front bulkhead. The third plate 13 is generally vertically arranged, surrounding the edge of the second plate 12 and forming a first cavity with the second plate 12, in which the front shock absorber spring is installed. In one example, the third plate 13 can be a closed ring structure, that is, the third plate 13 surrounds the edge of the second plate 12 in a complete circle. In another example, such as... Figure 2 As shown, the third plate 13 can be an annular structure with an opening, that is, the third plate 13 is arranged around part of the edge of the second plate 12. No specific setting is specified here, but it can be selected as needed in actual application.

[0036] In this embodiment, by designing the front shock absorber tower 1 as being composed of three plates—a first plate 11, a second plate 12, and a third plate 13—not only can the mechanical structure of the front shock absorber tower 1 be simplified, but it also facilitates segmented production and processing of the front shock absorber tower 1, reduces the design difficulty of the production mold, and improves production efficiency. Furthermore, by overlapping the first plate 11 with the upper crossbeam 21 of the front bulkhead and the lower crossbeam 22 of the front windshield, the connection area between the front shock absorber tower 1 and the upper crossbeam 21 of the front bulkhead, and between the front shock absorber tower 1 and the lower crossbeam 22 of the front windshield, is increased, ensuring the stability of the connection between the three components.

[0037] Optionally, combined Figure 2As shown, the front shock absorber tower 1 also includes a fourth plate 14, which is located in the first cavity and together with the third plate 13 forms a second cavity.

[0038] In this embodiment, the fourth plate 14 is typically welded to the inner side of the third plate 13 (i.e., the side of the third plate 13 facing the first cavity). The fourth plate 14 can be vertically, horizontally, or inclined. In practical applications, it is generally preferred that the fourth plate 14 be vertically positioned to increase the vertical rigidity of the front shock absorber tower 1. The second cavity formed by the fourth plate 14 and the third plate 13 is typically a closed cavity, but it can also be an open cavity. Thus, by placing the fourth plate 14 within the first cavity of the front shock absorber tower 1 and forming the second cavity with the third plate 13, the structural strength and rigidity of the front shock absorber tower 1 can be further increased using the fourth plate 14. In addition, when the fourth plate 14 and the third plate 13 extend downward to connect to the frame longitudinal beam 31 described later, the fourth plate 14 can also improve the connection strength between the front shock absorber tower 1 and the frame longitudinal beam 31, while the second cavity can improve the bending resistance at the connection point.

[0039] Optionally, combined Figure 3 As shown, the vehicle frame assembly also includes a front subframe 3, which includes a frame longitudinal beam 31 and a first frame crossbeam 32. The first frame crossbeam 32 is connected to the frame longitudinal beam 31 at both ends along the left and right directions of the vehicle, and the front shock absorber tower 1 is connected to the corresponding frame longitudinal beam 31.

[0040] In this embodiment, the front subframe 3 is located below the front shock absorber tower 1 and the front bulkhead frame 2. The longitudinal beams 31 of the front subframe 3 are arranged longitudinally, and the first crossbeam 32 is arranged transversely, and is located approximately directly below the front shock absorber tower 1 and the front bulkhead frame 2. Moreover, there is also a longitudinal beam 31 on each of the left and right sides of the vehicle, that is, there are two longitudinal beams 31. The left and right ends of the first crossbeam 32 are fixedly connected to the two longitudinal beams 31 by means of welding, etc. The lower ends of the third plate 13 and the fourth plate 14 of the left front shock absorber tower 1 are connected to the left longitudinal beam 21, and the lower ends of the third plate 13 and the fourth plate 14 of the right front shock absorber tower 1 are connected to the right longitudinal beam 31. In this way, the left ends of the upper front crossbeam 21 and the lower front windshield crossbeam 22 are connected to the left end of the first frame crossbeam 32 via the left front shock absorber tower 1 and the left frame longitudinal beam 31, and the right ends of the upper front crossbeam 21 and the lower front windshield crossbeam 22 are connected to the right end of the first frame crossbeam 32 via the right front shock absorber tower 1 and the right frame longitudinal beam 31, forming a closed ring structure, i.e. Figure 3The first ring structure, represented by the thickened solid line frame, enhances the structural strength and rigidity of the front end of the body frame assembly, ensuring that the body frame assembly meets rigidity performance requirements.

[0041] Optionally, combined Figure 3 As shown, the front subframe 3 also includes a second frame crossbeam 33. The first frame crossbeam 32 and the second frame crossbeam 33 are spaced apart along the front-rear direction of the vehicle, and the two ends of the second frame crossbeam 33 along the left-right direction of the vehicle are respectively connected to the frame longitudinal beam 31.

[0042] In this embodiment, the second frame crossbeam 33 is also arranged laterally and is typically located behind the first frame crossbeam 32. The left and right ends of the second frame crossbeam 33 are fixedly connected to the left and right frame longitudinal beams 31 using methods such as bolts. This allows the left ends of the upper front fascia crossbeam 21 and the lower windshield crossbeam 22 to be connected to the left end of the second frame crossbeam 33 via the left front shock absorber tower 1 and the left frame longitudinal beam 31. Similarly, the right ends of the upper front fascia crossbeam 21 and the lower windshield crossbeam 22 are connected to the right end of the second frame crossbeam 33 via the right front shock absorber tower 1 and the right frame longitudinal beam 31, forming a closed ring structure. Figure 3 The second ring structure represented by the thickened dashed box makes the front shock absorber tower 1, the front bulkhead frame 2 and the front subframe 3 form a double ring structure, which can further improve the structural strength and rigidity of the front end of the body frame assembly, thereby further ensuring that the body frame assembly meets the rigidity performance requirements.

[0043] Optionally, combined Figure 1 and Figure 4 As shown, the vehicle frame assembly also includes a floor frame 4, which includes a floor diagonal beam 41, a floor crossbeam 42, and a central channel longitudinal beam 43. One end of the central channel longitudinal beam 43 along the front-rear direction of the vehicle is connected to the middle position of the first frame crossbeam 32. The two ends of the central channel longitudinal beam 43 along the left-right direction of the vehicle are respectively connected to the floor crossbeam 42, and the two ends of the floor diagonal beam 41 are respectively connected to the first frame crossbeam 32 and the central channel longitudinal beam 43.

[0044] In this embodiment, a floor inclined beam 41 is typically provided on each of the left and right sides of the central channel longitudinal beam 43, and multiple floor transverse beams 42 are also typically provided on each of the left and right sides of the central channel longitudinal beam 43, for example, Figure 4The example given shows four floor beams 42 on each side of the central aisle longitudinal beam 43. The floor frame 4 is typically symmetrical, with two diagonal floor beams 41 symmetrically positioned on the left and right sides of the central aisle longitudinal beam 43, and multiple floor beams 42 also symmetrically positioned on the left and right sides of the central aisle longitudinal beam 43. Furthermore, the two ends of the diagonal floor beams 41 are connected to the first frame crossbeam 32 and the central aisle longitudinal beam 43, respectively. In other words, the diagonal floor beams 41 are inclined between the first frame crossbeam 32 and the floor beam 42 closest to the first frame crossbeam 32. For example, when there are three floor beams 42 on each side of the central aisle longitudinal beam 43, the floor frame 4 roughly has a "sheep" shape. In this way, by setting up the floor inclined beam 41 and connecting the two ends of the floor inclined beam 41 to the first frame crossbeam 32 and the middle channel longitudinal beam 43 respectively, the floor inclined beam 41, the first frame crossbeam 32 and the middle channel longitudinal beam 43 form a triangular ring structure, so that the front end of the floor frame 4 and the front subframe 3 form a closed ring structure, thereby improving the rigidity and strength of the lower half of the body frame assembly (i.e., the lower body frame).

[0045] Furthermore, combined Figure 4 As shown, the end of the floor beam 41 away from the central channel longitudinal beam 43 is connected to the connection between the first frame crossbeam 32 and the frame longitudinal beam 31. This improves the rigidity and strength of the connection between the front end of the floor frame 4 and the front subframe 3, ensuring the stability of the connection between the two.

[0046] Optionally, combined Figure 1 and Figure 4 As shown, the floor frame 4 also includes a sill edge beam 44, which is correspondingly arranged with the frame longitudinal beam 31, and the sill edge beam 44 is connected to the corresponding frame longitudinal beam 31. The end of the floor crossbeam 42 away from the central channel longitudinal beam 43 is connected to the corresponding sill edge beam 44.

[0047] In this embodiment, similar to the frame longitudinal beam 31, there are also two sill side beams 44. These two sill side beams 44 are longitudinally arranged and are respectively connected to the rear ends of the left and right frame longitudinal beams 31. Specifically, the floor cross beam 42 on the left side of the center tunnel longitudinal beam 43 is connected not only to the center tunnel longitudinal beam 43 but also to the left sill side beam 44. Similarly, the floor cross beam 42 on the right side of the center tunnel longitudinal beam 43 is connected not only to the center tunnel longitudinal beam 43 but also to the right sill side beam 44. In this way, by connecting the floor cross beams 42 on the left and right sides of the center tunnel longitudinal beam 43 to the corresponding sill side beams 44, multiple closed ring-shaped structures such as "mouth" shapes are formed by the floor cross beam 42, the center tunnel longitudinal beam 43, and the sill side beam 44, that is, multiple closed ring-shaped structures are formed on the left and right sides of the center tunnel longitudinal beam 43 of the floor skeleton 4, thereby improving the stiffness and strength of the lower body frame and further reducing the risk of failure of the body frame assembly during a frontal collision or a side collision of the vehicle. In addition, since the副仪表板 (auxiliary instrument panel) is usually fixed on the center tunnel longitudinal beam 43 and the vehicle seats are usually fixed on the floor cross beam 42, after the stiffness and strength of the lower body frame are improved, the modal of the auxiliary instrument panel and the modal of the vehicle seats can also be improved, and the probability of vibration of the modal of the auxiliary instrument panel and the vehicle seats can be reduced.

[0048] Optionally, in combination with Figure 4 and Figure 5 as shown, the sill side beam 44 includes a first side beam 441 and a second side beam 442. The first side beam 441 has a third cavity 443, and the second side beam 442 is connected to the side of the first side beam 441 facing the center tunnel longitudinal beam 43 and encloses a fourth cavity 444 with the first side beam 441.

[0049] In this embodiment, the first side beam 441 can be a hollow structure. At this time, the internal space of the hollow structure is the third cavity 443. The first side beam 441 can also be a semi-enclosed structure with a cross-section approximately in the shape of a "U". At this time, the third cavity 443 is formed by the first side beam 441 itself. The second side beam 442 is usually welded to the side of the first side beam 441 facing the center tunnel longitudinal beam 43, that is, the inner side of the first side beam 441. Moreover, the second side beam 442 and the first side beam 441 enclose the fourth cavity 444. In this way, the sill side beam 44 as a whole has a double-cavity beam structure with the third cavity 443 and the fourth cavity 444, improving the stiffness and strength of the sill side beam 44 and further improving the stiffness performance of the floor skeleton 4 and even the body frame assembly.

[0050] Optionally, in combination with Figure 1 and Figure 6 as shown, the floor skeleton 4 further includes a first reinforcement plate 45 and / or a second reinforcement plate 46. The first reinforcement plate 45 is connected to the center tunnel longitudinal beam 43 and extends along the center tunnel longitudinal beam 43. The second reinforcement plate 46 is connected to the floor cross beam 42 and extends along the floor cross beam 42.

[0051] In this embodiment, when the cross-section of the central channel longitudinal beam 43 is a U-shaped structure with the opening facing downwards or a similar U-shaped structure, the first reinforcing plate 45 is usually set at the lower end of the central channel longitudinal beam 43. In this case, the first reinforcing plate 45 and the central channel longitudinal beam 43 form a cavity beam structure. When the cross-section of the central channel longitudinal beam 43 is a U-shaped structure with the opening facing upwards or a similar U-shaped structure, the first reinforcing plate 45 can also be set at the upper end of the central channel longitudinal beam 43. In this case, the first reinforcing plate 45 and the central channel longitudinal beam 43 form a cavity beam structure. Similarly, depending on the specific structure of the floor beam 42, the second reinforcing plate 46 can also be set at the upper or lower end of the floor beam 42 to ensure that the second reinforcing plate 46 and the floor beam 42 form a cavity beam structure. In this way, by setting the first reinforcing plate 45 on the central channel longitudinal beam 43, the rigidity of the floor frame 4 at the central channel longitudinal beam 43 is improved; by setting the second reinforcing plate 46 on the floor beam 42, the rigidity of the floor frame 4 at the floor beam 42 is improved.

[0052] Another embodiment of the present invention provides a vehicle including the body frame assembly as described above.

[0053] The beneficial effects of the vehicle in this embodiment compared to the prior art are the same as those of the vehicle body frame assembly described above, and will not be repeated here.

[0054] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A vehicle body frame assembly, characterized in that, The vehicle includes a front shock absorber tower (1) and a front bulkhead frame (2). The front bulkhead frame (2) includes a front upper crossbeam (21) and a front windshield lower crossbeam (22). The front shock absorber tower (1) and the front upper crossbeam (21) are respectively connected to the side of the front windshield lower crossbeam (22) facing the vehicle interior. The front upper crossbeam (21) is connected to the front shock absorber tower (1) at both ends along the left and right directions of the vehicle. The front shock absorber tower (1) is installed inside the vehicle to facilitate the placement of the front bulkhead sealing plate used to separate the engine compartment and the passenger compartment on the front side of the front shock absorber tower (1). The front shock absorber tower (1) includes a first plate (11), a second plate (12) and a third plate (13). The first plate (11) is connected to the second plate (12) and is located above the second plate (12). The first plate (11) overlaps the upper crossbeam (21) of the front bulkhead and the lower crossbeam (22) of the front windshield. The second plate (12) is connected to the upper end of the third plate (13) and together with the third plate (13) forms a first cavity for installing the front shock absorber spring.

2. The vehicle frame assembly according to claim 1, characterized in that, The front shock absorber tower (1) also includes a fourth plate (14), which is located in the first cavity and together with the third plate (13) forms a second cavity.

3. The vehicle frame assembly according to claim 1, characterized in that, It also includes a front subframe (3), which includes a frame longitudinal beam (31) and a first frame crossbeam (32). The first frame crossbeam (32) is connected to the frame longitudinal beam (31) at both ends along the left and right directions of the vehicle, and the front shock absorber tower (1) is connected to the corresponding frame longitudinal beam (31).

4. The vehicle frame assembly according to claim 3, characterized in that, The front subframe (3) also includes a second frame crossbeam (33), the first frame crossbeam (32) and the second frame crossbeam (33) are spaced apart along the front-rear direction of the vehicle, and the second frame crossbeam (33) is connected to the frame longitudinal beam (31) at both ends along the left-right direction of the vehicle.

5. The vehicle frame assembly according to claim 3, characterized in that, It also includes a floor frame (4), which includes a floor diagonal beam (41), a floor crossbeam (42) and a central channel longitudinal beam (43). One end of the central channel longitudinal beam (43) along the front-rear direction of the vehicle is connected to the middle position of the first frame crossbeam (32). The two ends of the central channel longitudinal beam (43) along the left-right direction of the vehicle are respectively connected to the floor crossbeam (42), and the two ends of the floor diagonal beam (41) are respectively connected to the first frame crossbeam (32) and the central channel longitudinal beam (43).

6. The vehicle frame assembly according to claim 5, characterized in that, The floor frame (4) also includes a sill edge beam (44), which is correspondingly provided with the frame longitudinal beam (31) and connected to the corresponding frame longitudinal beam (31). The end of the floor crossbeam (42) away from the central channel longitudinal beam (43) is connected to the corresponding sill edge beam (44).

7. The vehicle frame assembly according to claim 6, characterized in that, The threshold side beam (44) includes a first side beam (441) and a second side beam (442). The first side beam (441) is provided with a third cavity (443). The second side beam (442) is connected to the side of the first side beam (441) facing the central channel longitudinal beam (43) and forms a fourth cavity (444) with the first side beam (441).

8. The vehicle frame assembly according to claim 5, characterized in that, The floor frame (4) further includes a first reinforcing plate (45) and / or a second reinforcing plate (46), the first reinforcing plate (45) being connected to the central channel longitudinal beam (43) and extending along the central channel longitudinal beam (43), and the second reinforcing plate (46) being connected to the floor crossbeam (42) and extending along the floor crossbeam (42).

9. A vehicle, characterized in that, Includes the vehicle frame assembly as described in any one of claims 1-8.

Images