Automotive front roof crossbeam assembly, vehicle body and vehicle

Abstract

This disclosure relates to a front roof crossbeam assembly, a car body, and a car, belonging to the field of automotive technology. The front roof crossbeam assembly includes a front roof crossbeam, a connector, and a first reinforcing member. The front roof crossbeam has a first receiving cavity and is connected to the roof of the car. The connector includes a first connector and a second connector, the first connector being located at a first end of the front roof crossbeam and connected to it, and the second connector being located at a second end of the front roof crossbeam and connected to it. The first reinforcing member is at least partially located within the first receiving cavity and connected to the front roof crossbeam. Using this disclosure, the overall rigidity of the front side of the car roof can be improved, thereby enhancing the safety performance of the entire vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of automotive technology, and in particular to a front roof beam assembly, a car body, and a car. Background Technology

[0002] Rollover accidents account for a relatively small percentage of traffic accidents, but their corresponding injury and fatality rates are relatively high. The front roof beam is the roof beam closest to the driver's compartment in a car, and in a rollover accident, the stiffness of the front roof beam directly determines the extent to which the roof intrudes into the passenger compartment.

[0003] Currently, the front roof crossbeam of a car has a plate-like structure. This plate-like structure bends upward on both sides along the length of the vehicle to form flanges, which are connected to the roof of the car. The two ends of the front roof crossbeam along the width of the vehicle are connected to the side beams of the car via connectors.

[0004] However, in the above structure, only the front roof crossbeam provides support at the front of the roof, which results in low rigidity at the front of the roof and poor safety performance in the event of a rollover accident. Summary of the Invention

[0005] This disclosure provides a front roof crossbeam assembly, a car body, and a car, which can solve the technical problems existing in related technologies. The technical solution is as follows:

[0006] In a first aspect, the present disclosure provides a front roof beam assembly for an automobile, the front roof beam assembly including a front roof beam, a connector and a first reinforcing member;

[0007] The front top crossbeam has a first receiving cavity and is connected to the roof of the vehicle;

[0008] The connector includes a first connector and a second connector. The first connector is located at the first end of the front top beam and is connected to the front top beam. The second connector is located at the second end of the front top beam and is connected to the front top beam.

[0009] The first reinforcement is at least partially located within the first receiving cavity and is connected to the front top beam.

[0010] In one possible implementation, the front top beam includes a first flange structure, a first body, and a second flange structure connected in sequence.

[0011] The first flange structure and the second flange structure are respectively connected to the roof of the car, and the first receiving cavity is formed between the first flange structure, the first body and the second flange structure.

[0012] In one possible implementation, the first flange structure includes a first transition portion and a first connecting portion connected together. The first transition portion is located on a first side of the first body, bends in a first circumferential direction relative to the first body, and is connected to the first body. The first connecting portion is located on the side of the first transition portion away from the first body, and bends in a second circumferential direction relative to the first transition portion.

[0013] The second flange structure includes a second transition portion and a second connecting portion connected together. The second transition portion is located on the second side of the first body, bends in the second circumferential direction relative to the first body, and is connected to the first body. The second connecting portion is located on the side of the second transition portion away from the first body, bends in the first circumferential direction relative to the second transition portion, and the second circumferential direction is the opposite of the first circumferential direction.

[0014] In one possible implementation, the second connecting portion has a plurality of structural adhesive grooves on the wall surface away from the first body, the plurality of structural adhesive grooves being spaced apart in the direction from the first end of the front top beam to the second end of the front top beam.

[0015] In one possible implementation, the first reinforcing member includes a third flange structure, a second body, and a fourth flange structure connected in sequence.

[0016] The third flange structure is connected to the first flange structure, the second body is connected to the first body, and the fourth flange structure is connected to the second flange structure.

[0017] In one possible implementation, the first connector and the second connector are respectively located on the side of the front top beam away from the first reinforcement.

[0018] In one possible implementation, the first end of the front top crossbeam has a first locking hole, and the second end of the front top crossbeam has a second locking hole;

[0019] The first end of the first reinforcing member has a third locking hole, and the second end of the first reinforcing member has a fourth locking hole;

[0020] The first connector has a first latch on the wall surface near the front top beam, and the second connector has a second latch on the wall surface near the front top beam. The first latch is adapted to the first lock hole and the third lock hole respectively, and the second latch is adapted to the second lock hole and the fourth lock hole respectively.

[0021] In one possible implementation, the vehicle front roof crossbeam assembly further includes a second reinforcement and a third reinforcement;

[0022] The second reinforcing member is located at the first end of the front top beam, on the side of the front top beam away from the first connecting member, and is connected to the front top beam;

[0023] The third reinforcing member is located at the second end of the front top beam, on the side of the front top beam away from the second connecting member, and is connected to the front top beam.

[0024] Secondly, embodiments of this disclosure provide a vehicle body, the vehicle body including the vehicle front roof beam assembly as described in the first aspect and its possible implementations.

[0025] Thirdly, embodiments of this disclosure provide an automobile, which includes the automobile body as described in the second aspect and its possible implementations.

[0026] The technical solutions provided by the embodiments of this disclosure have at least the following beneficial effects:

[0027] This disclosure provides a front roof crossbeam assembly for an automobile. The front roof crossbeam has a first receiving cavity and is connected to the roof of the automobile. Connectors include a first connector and a second connector. The first connector is located at a first end of the front roof crossbeam and is connected to it, while the second connector is located at a second end of the front roof crossbeam and is connected to it. A first reinforcing member is at least partially located within the first receiving cavity and is connected to the front roof crossbeam. Thus, by adding a first reinforcing member to the front roof crossbeam assembly, and by placing the first reinforcing member within the first receiving cavity of the front roof crossbeam, the front roof crossbeam and the first reinforcing member together provide support for the automobile roof at the front side of the vehicle's roof. This improves the rigidity of the front side of the vehicle's roof, thereby enhancing the vehicle's safety performance in the event of a rollover accident.

[0028] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this disclosure, 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 disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the structure of a front roof beam assembly of an automobile, as shown in an embodiment of this disclosure;

[0031] Figure 2 This is a schematic diagram of the structure of a front roof beam assembly of an automobile, as shown in an embodiment of this disclosure;

[0032] Figure 3 This is a schematic diagram of the structure of a front roof beam of an automobile, as shown in an embodiment of this disclosure;

[0033] Figure 4 This is a schematic diagram of the structure of a front roof beam assembly of an automobile, as shown in an embodiment of this disclosure;

[0034] Figure 5 This is a schematic diagram of the structure of a front roof beam assembly of an automobile, as shown in an embodiment of this disclosure;

[0035] Figure 6 This is a schematic diagram of the structure of a front roof beam assembly of an automobile, as shown in an embodiment of this disclosure.

[0036] Legend

[0037] 1. Front top crossbeam; 1a. First connecting through hole; 1m. First locking hole; 1n. Second locking hole;

[0038] 101. First receiving cavity;

[0039] 11. First flange structure; 12. First body; 13. Second flange structure;

[0040] 111. First transition section; 112. First connecting section;

[0041] 121. First protruding structure; 122. First groove structure; 123. Reinforcing protruding structure;

[0042] 1211, First protruding section; 1212, Second protruding section; 1213, Third protruding section; 1214, Fourth protruding section; 122a, Groove bottom of the first groove structure; 122b, First sidewall of the first groove structure; 1231, First boss; 1232, Second boss;

[0043] 131. Second transition section; 132. Second connecting section;

[0044] 1321. Structural adhesive groove; 1322. First positioning connection hole;

[0045] 2. Connecting parts;

[0046] 21. First connector; 22. Second connector;

[0047] 211. First locking tongue;

[0048] 221. Second locking tongue; 222. First fitting part; 223. Fifth flange structure; 224. Sixth flange structure; 225. Third connecting part;

[0049] 3. First reinforcing member; 3a. Second connecting through hole; 3m. Third locking hole; 4m. Fourth locking hole;

[0050] 31. Third flange structure; 32. Second body; 33. Fourth flange structure;

[0051] 321. Second groove structure; 322. Second protrusion structure; 323. Reinforcing groove structure;

[0052] 4. Second reinforcing component;

[0053] 5. Third reinforcing component;

[0054] 51. Second bonding part; 52. Seventh flange structure; 53. Eighth flange structure; 54. Fourth connecting part. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0056] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent disclosure and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described objects changes.

[0057] In recent years, the automotive industry has experienced rapid development, with a continuous increase in passenger vehicle ownership and a corresponding rise in traffic accident fatalities, making vehicle safety a major concern. Data shows that while rollovers account for only 2.4% of all traffic accidents, they cause 33% of all traffic fatalities. The primary cause of rollover injuries and fatalities is that the vehicle roof intrudes into the passenger compartment, resulting in a direct impact on the driver. The front roof beam is the closest roof beam to the passenger compartment, and its rigidity directly determines the extent of roof intrusion into the passenger compartment during a rollover. Currently, the front of the vehicle roof is only reinforced by the front roof beam, resulting in relatively low rigidity at the front of the roof and poor safety performance in rollover accidents.

[0058] This disclosure provides an automotive front roof crossbeam assembly, such as... Figure 1 As shown, the front top crossbeam assembly includes a front top crossbeam 1, a connector 2, and a first reinforcing member 3.

[0059] The front roof crossbeam 1 has a first receiving cavity 101 and is connected to the roof of the vehicle. The connecting member 2 includes a first connecting member 21 and a second connecting member 22. The first connecting member 21 is located at a first end of the front roof crossbeam 1 and is connected to it, while the second connecting member 22 is located at a second end of the front roof crossbeam 1 and is connected to it. The first reinforcing member 3 is at least partially located within the first receiving cavity 101 and is connected to the front roof crossbeam 1.

[0060] Thus, since the first reinforcing member 3 is added inside the front roof beam assembly, and the first reinforcing member 3 is disposed in the first receiving cavity 101 of the front roof beam 1, the front roof beam 1 and the first reinforcing member 3 together provide support for the roof of the car at the front side of the car roof, thereby improving the rigidity of the front side of the car roof and thus improving the safety performance of the car in the event of a rollover accident.

[0061] In one possible implementation, the front top beam 1 is a one-piece molded component.

[0062] like Figure 3 As shown, the front roof beam 1 includes a first flange structure 11, a first body 12, and a second flange structure 13 connected in sequence. The first flange structure 11 and the second flange structure 13 are respectively connected to the roof of the vehicle, and a first receiving cavity 101 is formed between the first flange structure 11, the first body 12, and the second flange structure 13.

[0063] like Figure 4As shown, the first body 12 has an arc-shaped plate structure. Both ends of the first body 12 curve downwards relative to its center, and the first body 12 has a fan-shaped shape. Both edges of the first body 12 along the vehicle length direction are arc-shaped, and these two edges are parallel or coaxially arranged. Thus, after the front roof beam 1 is assembled with the vehicle roof, since the first body 12 is not flat in either the vehicle height or length direction, the rigidity of the front roof beam 1 can be increased in these two directions.

[0064] In one possible implementation, the first body 12 is provided with a first protrusion structure 121 and a first groove structure 122 on the wall surface of the first receiving cavity 101. For example... Figure 3 As shown, multiple first protrusion structures 121 are distributed separately along the direction from the first end to the second end of the front top beam 1, and multiple first groove structures 122 are also distributed separately along the direction from the first end to the second end of the front top beam 1, with each first groove structure 122 located between two adjacent first protrusion structures 121.

[0065] In one possible implementation, the second body 32 has a second groove structure 321 and a second protrusion structure 322 on its wall surface near the first body 12. For example... Figure 6 As shown, each second groove structure 321 is arranged opposite to a first protrusion structure 121 and is adapted to the first protrusion structure 121. Each second protrusion structure 322 is arranged opposite to a first groove structure 122 and is adapted to the first groove structure 122.

[0066] Thus, for the first body 12, the multiple staggered first protrusions 121 and first grooves 122 improve the unevenness of the first body 12 in the vehicle height direction, thereby improving the rigidity of the first body 12 in the vehicle height direction. For the second body 32, the multiple staggered second grooves 321 and second protrusions 322 improve the unevenness of the second body 32 in the vehicle height direction, thereby improving the rigidity of the second body 32 in the vehicle height direction. Furthermore, since the second grooves 321 are adapted to the first protrusions 121, and the second protrusions 322 are adapted to the first grooves 122, the first body 12 and the second body 32 can fit together well. This allows the front roof crossbeam 1 and the first reinforcing member 3 to evenly distribute the load when the front roof crossbeam assembly is subjected to load impact, thereby reducing the deformation of the front roof crossbeam assembly.

[0067] In one example, such as Figure 3 As shown, the first protrusion structure 121 is a stepped protrusion. (Reference) Figure 3The first protruding structure 121 includes a first protruding segment 1211, a second protruding segment 1212, a third protruding segment 1213, and a fourth protruding segment 1214. These segments are sequentially connected along the vehicle height direction. The first protruding segment 1211 is connected to the first body 12. A ring-shaped stepped structure is formed between every two adjacent protruding segments. This improves the structural strength of the first protruding structure 121, and correspondingly, enhances the structural strength at the location of the first protruding structure 121 on the first body 12.

[0068] In one example, there is an angle between the bottom of the first groove structure 122 and the first body 12.

[0069] like Figure 3 As shown, the bottom 122a of the first groove structure 122 has an isosceles trapezoidal structure. The shorter edge (hereinafter referred to as the first edge) of this trapezoidal structure is located closer to the first flange structure 11, and the longer edge (hereinafter referred to as the second edge) is located away from the first flange structure 11. The first edge is connected to the first body 12. The other edges of the isosceles trapezoidal structure are connected to one end of the first sidewall 122b of the first groove structure 122, and the other end of the first sidewall 122b is connected to the first body 12. This allows for an increase in the rigidity of the front top beam 1 in the direction from the first connecting portion 112 to the second transition portion 131.

[0070] In one example, the first body 12 also has a reinforcing protrusion 123 on the wall of the first receiving cavity 101. For example... Figure 3 As shown, the reinforcing protrusion structure includes a first protrusion 1231 and a second protrusion 1232 connected together. The first protrusion 1231 is a U-shaped protrusion. The top surface of the second protrusion 1232 is parallel to the first body 12, and there is an angle between the top surface of the second protrusion 1232 and the top surface of the first protrusion 1231. One end of the top surface of the second protrusion 1232 near the first flange structure 11 is located above the top surface of the first protrusion 1231, and the other end of the top surface of the second protrusion 1232 away from the first flange structure 11 extends below the first protrusion 1231 and is smoothly connected to the top surface of the first protrusion 1231. In this way, the rigidity of the front top beam 1 can be increased in the direction from the first connecting part 112 to the second transition part 131.

[0071] In one example, a reinforcing groove structure 323 is provided on the wall surface of the second body 32 near the first body 12. The reinforcing groove structure 323 is adapted to and arranged opposite to the reinforcing protrusion structure 123.

[0072] In some possible implementations, such as Figure 3As shown, the first flange structure 11 includes a first transition portion 111 and a first connecting portion 112 connected together. The first transition portion 111 is located on the first side of the first body 12, bent in a first circumferential direction relative to the first body 12, and connected to the first body 12. The first connecting portion 112 is located on the side of the first transition portion 111 away from the first body 12, and bent in a second circumferential direction relative to the first transition portion 111. The second flange structure 13 includes a second transition portion 131 and a second connecting portion 132 connected together. The second transition portion 131 is located on the second side of the first body 12, bent in a second circumferential direction relative to the first body 12, and connected to the first body 12. The second connecting portion 132 is located on the side of the second transition portion 131 away from the first body 12, and bent in a first circumferential direction relative to the second transition portion 131.

[0073] The second circumferential direction is the reverse of the first circumferential direction. The first connecting part 112 and the second connecting part 132 are respectively adapted to the car roof and are used to connect to the car roof.

[0074] In this way, when the first connecting part 112 and the second connecting part 132 are connected to the car roof, the first body 12, the first transition part 111, the car roof and the second transition part 131 can be arranged to form a receiving cavity. When subjected to external load, the external load can be evenly distributed on the wall surface of the receiving cavity, thereby improving the overall rigidity.

[0075] In one possible implementation, the second connecting portion 132 is bonded to the car roof.

[0076] like Figure 3 As shown, the second connecting part 132 has a plurality of structural adhesive grooves 1321 on the wall surface away from the first body 12. The plurality of structural adhesive grooves 1321 are spaced apart in the direction from the first end of the front top crossbeam 1 to the second end of the front top crossbeam 1. The interior of the structural adhesive grooves 1321 is used to contain structural adhesive, thereby bonding the second connecting part 132 to the car roof.

[0077] In one example, such as Figure 3 As shown, the second connecting part 132 has a plurality of first positioning connecting holes 1322, which are respectively located between two adjacent structural adhesive grooves 1321. The first positioning connecting holes 1322 are used to cooperate with the positioning holes on the car roof to realize the assembly positioning between the front roof beam 1 and the car roof.

[0078] In one example, the first connecting part 112 is fixedly connected to the car roof by laser spot welding in the direction from the first end to the second end of the front top crossbeam 1.

[0079] For example, the weld spots of laser spot welding can be distributed at 65 mm intervals.

[0080] In one example, the first connecting portion 112 and the second connecting portion 132 are bolted to the sunroof reinforcing liner and the sunroof body, respectively. This improves the connection strength between the front roof beam 1 and the vehicle roof.

[0081] In some possible implementations, such as Figure 4 As shown, the first reinforcing member 3 includes a third flange structure 31, a second body 32, and a fourth flange structure 33 connected in sequence. The third flange structure 31 is connected to the first flange structure 11, the second body 32 is connected to the first body 12, and the fourth flange structure 33 is connected to the second flange structure 13.

[0082] In one example, the third flange structure 31 is adapted to the first transition portion 111, the fourth flange structure 33 is adapted to the second transition portion 131, the third flange structure 31 is attached to the first transition portion 111 and fixedly connected by welding, and the fourth flange structure 33 is attached to the second transition portion 131 and fixedly connected by welding.

[0083] For example, the third flange structure 31 has multiple welding points between it and the first transition portion 111, and the fourth flange structure 33 has multiple welding points between it and the second transition portion 131. The multiple welding points are distributed at 25 mm intervals along the direction from the first end to the second end of the front top beam 1.

[0084] This can improve the connection stability between the first reinforcing member 3 and the front top crossbeam 1. At the same time, the presence of multiple welding points can improve the overall rigidity after the first reinforcing member 3 and the front top crossbeam 1 are connected.

[0085] In one possible implementation, the first connector 21 is located at the first end of the front top beam 1 and is connected to the front top beam 1, and the second connector 22 is located at the second end of the front top beam 1 and is connected to the front top beam 1. The first connector 21 and the first end of the front top beam 1 can be fixedly connected by laser spot welding, and the second connector 22 and the second end of the front top beam 1 can be fixedly connected by laser spot welding.

[0086] Optionally, the laser welding points can be in two rows, with each row extending in the direction from the first flange structure 11 to the second flange structure 13. This can improve the connection strength between the front top beam 1 and the first connecting member 21 and the second connecting member 22.

[0087] In one example, the first connector 21 and the second connector 22 are fixedly connected to the inner wall of the vehicle side panel by laser spot welding. A receiving cavity is formed between the first connector 21 and the inner wall of the first side panel of the vehicle, and correspondingly, a receiving cavity is formed between the second connector 22 and the inner wall of the second side panel of the vehicle. This improves the connection stability between the connectors 21 and the vehicle side panel, and enhances the overall rigidity of the front roof beam assembly.

[0088] In one possible implementation, such as Figure 2 As shown, the front top crossbeam 1 has two first connecting through holes 1a, which are arranged on both sides of the front top crossbeam 1. The first reinforcing member 3 has two second connecting through holes 3a, which correspond one-to-one with the two first connecting through holes 1a. In implementation, bolts and nuts can be used to connect the first connecting through holes 1a and the second connecting through holes 3a. Specifically, the bolt heads and nuts can be arranged on the upper and lower sides of the front top crossbeam assembly, respectively. Then, the bolts are passed through the first connecting through holes 1a and the second connecting through holes 3a in sequence, and the bolts and nuts are connected by threads. This can improve the positioning accuracy between the front top crossbeam 1 and the first reinforcing member 3, and improve the connection stability between the two.

[0089] In one example, both the front top crossbeam 1 and the connector 2 are made of steel and are formed using a stamping process, making them integrally molded components. This reduces the processing difficulty of the front top crossbeam 1 and the connector 2, saves costs, and improves the overall rigidity of the front top crossbeam 1 and the connector 2.

[0090] In some possible implementations, such as Figure 2 As shown, the first connector 21 and the second connector 22 are located on the side of the front top beam 1 away from the first reinforcing member 3. This improves the fit between the first reinforcing member 3 and the front top beam 1.

[0091] In one example, such as Figure 2 As shown, the first end of the front top beam 1 has a first locking hole 1m, the second end of the front top beam 1 has a second locking hole 1n, the first end of the first reinforcing member 3 has a third locking hole 3m, the second end of the first reinforcing member 3 has a fourth locking hole 3n, the first connecting member 21 has a first locking tongue 211 on the wall surface near the front top beam 1, and the second connecting member 22 has a second locking tongue 221 on the wall surface near the front top beam 1. The first locking tongue 211 is adapted to the first locking hole 1m and the third locking hole 3m respectively, and the second locking tongue 221 is adapted to the second locking hole 1n and the fourth locking hole 3n respectively.

[0092] In one example, the first latch 211 is perpendicular to the first connector 21, and the second latch 221 is perpendicular to the second connector 22. Thus, by setting the first latch 211 on the first connector 21 and the second latch 221 on the second connector 22, positioning is achieved through the cooperation between the lock hole and the latch, which improves the assembly accuracy between the front top beam 1 and the first and second connectors 21 and 22.

[0093] The shapes of the first keyhole 1m, the second keyhole 1n, the third keyhole 3m and the fourth keyhole 3n can be the same, for example, all of them are 1m, and this disclosure does not limit this.

[0094] In some possible implementations, the front roof beam assembly of the vehicle also includes a second reinforcement 4 and a third reinforcement 5.

[0095] like Figure 5 As shown, the front roof crossbeam assembly of the vehicle also includes a second reinforcing member 4 and a third reinforcing member 5. The second reinforcing member 4 is located at the first end of the front roof crossbeam 1 and on the side of the front roof crossbeam 1 away from the first connecting member 21, and is connected to the front roof crossbeam 1. The third reinforcing member 5 is located at the second end of the front roof crossbeam 1 and on the side of the front roof crossbeam 1 away from the second connecting member 22, and is connected to the front roof crossbeam 1.

[0096] In one example, such as Figure 5 As shown, the second connector 22 includes a first fitting portion 222, a fifth flange structure 223, a sixth flange structure 224, and a third connecting portion 225. The fifth flange structure 223 and the sixth flange structure 224 are located on opposite sides of the first fitting portion 222 along the vehicle length direction and are connected to the first fitting portion 222. The third connecting portion 225 is located on the side of the first fitting portion 222 away from the first connector 21 and on the side of the first fitting portion 222 away from the fifth flange structure 223, and is connected to the first fitting portion 222. The third connecting portion 225 is perpendicular to the first fitting portion 222. The first fitting portion 222 is connected to the first body 12, the fifth flange structure 223 is connected to the first flange structure 11, the sixth flange structure 224 is connected to the second flange structure 13, and the third connecting portion 225 is used to connect to the side panel of the vehicle. Figure 5As shown, the third reinforcing member 5 includes a second fitting portion 51, a seventh flange structure 52, an eighth flange structure 53, and a fourth connecting portion 54. The seventh flange structure 52 and the eighth flange structure 53 are located on opposite sides of the second fitting portion 51 along the vehicle length direction and are connected to the second fitting portion 51. The fourth connecting portion 54 is located on the side of the second fitting portion 51 away from the first connecting member 21 and on the side of the second fitting portion 51 away from the seventh flange structure 52, and is connected to the second fitting portion 51. The fourth connecting portion 54 is perpendicular to the second fitting portion 51. The second fitting portion 51 is connected to the first fitting portion 222, the seventh flange structure 52 is connected to the fifth flange structure 223, the eighth flange structure 53 is connected to the sixth flange structure 224, and the fourth connecting portion 54 is connected to the third connecting portion 225. This improves the fitting degree and connection stability between the third reinforcing member 5 and the second connecting member 22.

[0097] In one example, the first fitting portion 222 and the second fitting portion 51 have weight-reducing holes. This reduces the overall weight of the front top beam assembly.

[0098] The specific structures of the first connector 21 and the second reinforcing member 4 can be found in the above description of the second connector 22 and the third reinforcing member 5, and will not be repeated here.

[0099] The technical solutions provided by the embodiments of this disclosure have at least the following beneficial effects:

[0100] This disclosure provides a front roof crossbeam assembly for an automobile. The front roof crossbeam 1 has a first receiving cavity 101 and is connected to the roof of the automobile. A connecting member 2 includes a first connecting member 21 and a second connecting member 22. The first connecting member 21 is located at a first end of the front roof crossbeam 1 and is connected to it. The second connecting member 22 is located at a second end of the front roof crossbeam 1 and is connected to it. A first reinforcing member 3 is at least partially located within the first receiving cavity 101 and is connected to the front roof crossbeam 1. Thus, by adding the first reinforcing member 3 to the front roof crossbeam assembly, and by placing the first reinforcing member 3 within the first receiving cavity 101 of the front roof crossbeam 1, the front roof crossbeam 1 and the first reinforcing member 3 together provide support for the roof at the front side of the vehicle's roof, thereby increasing the rigidity at the front side of the vehicle's roof and improving the vehicle's safety performance in the event of a rollover accident.

[0101] This disclosure provides an automobile body that includes the aforementioned front roof beam assembly.

[0102] This disclosure provides an automobile that includes the aforementioned automobile body.

[0103] The above description is merely an optional embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A front roof crossbeam assembly for automobiles, characterized in that, The vehicle front roof crossbeam assembly includes a front roof crossbeam (1), a connector (2), and a first reinforcing member (3); The front roof beam (1) includes a first flange structure (11), a first body (12), and a second flange structure (13) connected in sequence. The first flange structure (11) and the second flange structure (13) are respectively connected to the roof of the car. A first receiving cavity (101) is formed between the first flange structure (11), the first body (12), and the second flange structure (13). The first body (12) is provided with a first protrusion structure (121), a first groove structure (122), and a reinforcing protrusion structure (123) on the wall surface of the first receiving cavity (101). The reinforcing protrusion structure (123) includes a connected first boss (12). 31) and second protrusion (1232), the first protrusion (1231) is a convex protrusion, the top surface of the second protrusion (1232) is parallel to the first body (12), there is an angle between the top surface of the second protrusion (1232) and the top surface of the first protrusion (1231), one end of the top surface of the second protrusion (1232) near the first flange structure (11) is located above the top surface of the first protrusion (1231), and one end of the top surface of the second protrusion (1232) away from the first flange structure (11) extends into the first protrusion (1231) and is smoothly connected to the top surface of the first protrusion (1231); The connector (2) includes a first connector (21) and a second connector (22). The first connector (21) is located at the first end of the front top beam (1) and is connected to the front top beam (1). The second connector (22) is located at the second end of the front top beam (1) and is connected to the front top beam (1). The first reinforcing member (3) is at least partially located within the first receiving cavity (101). The first reinforcing member (3) includes a third flange structure (31), a second body (32), and a fourth flange structure (33) connected in sequence. The third flange structure (31) is connected to the first flange structure (11), the second body (32) is connected to the first body (12), and the fourth flange structure (33) is connected to the second flange structure (13). The second body (32) has a second groove structure (321) and a second protrusion structure (322) on its wall surface near the first body (12). Each second groove structure (321) is arranged opposite to a first protrusion structure (121) and is adapted to the first protrusion structure (121). Each second protrusion structure (322) is arranged opposite to a first groove structure (122) and is adapted to the first groove structure (122).

2. The automotive front roof crossbeam assembly according to claim 1, characterized in that, The first flange structure (11) includes a first transition portion (111) and a first connecting portion (112) connected together. The first transition portion (111) is located on the first side of the first body (12), bends in the first circumferential direction relative to the first body (12), and is connected to the first body (12). The first connecting portion (112) is located on the side of the first transition portion (111) away from the first body (12), and bends in the second circumferential direction relative to the first transition portion (111). The second flange structure (13) includes a second transition portion (131) and a second connecting portion (132) connected together. The second transition portion (131) is located on the second side of the first body (12), bends in the second circumferential direction relative to the first body (12), and is connected to the first body (12). The second connecting portion (132) is located on the side of the second transition portion (131) away from the first body (12), bends in the first circumferential direction relative to the second transition portion (131), and the second circumferential direction is the opposite of the first circumferential direction.

3. The automotive front roof crossbeam assembly according to claim 2, characterized in that, The second connecting part (132) has a plurality of structural adhesive grooves (1321) on the wall surface away from the first body (12), and the plurality of structural adhesive grooves (1321) are spaced apart in the direction from the first end of the front top beam (1) to the second end of the front top beam (1).

4. The automotive front roof crossbeam assembly according to claim 1, characterized in that, The first connector (21) and the second connector (22) are located on the side of the front top beam (1) away from the first reinforcing member (3).

5. The automotive front roof crossbeam assembly according to claim 4, characterized in that, The first end of the front top beam (1) has a first locking hole (1m), and the second end of the front top beam (1) has a second locking hole (1n). The first end of the first reinforcing member (3) has a third locking hole (3m), and the second end of the first reinforcing member (3) has a fourth locking hole (3n). The first connector (21) has a first latch (211) on the wall surface near the front top beam (1), and the second connector (22) has a second latch (221) on the wall surface near the front top beam (1). The first latch (211) is adapted to the first lock hole (1m) and the third lock hole (3m) respectively, and the second latch (221) is adapted to the second lock hole (1n) and the fourth lock hole (3n) respectively.

6. The automotive front roof crossbeam assembly according to claim 1, characterized in that, The vehicle front roof crossbeam assembly also includes a second reinforcing member (4) and a third reinforcing member (5); The second reinforcing member (4) is located at the first end of the front top beam (1) and on the side of the front top beam (1) away from the first connecting member (21), and is connected to the front top beam (1); The third reinforcing member (5) is located at the second end of the front top beam (1) and on the side of the front top beam (1) away from the second connecting member (22), and is connected to the front top beam (1).

7. A car body, characterized in that, The vehicle body includes the front roof beam assembly as described in any one of claims 1 to 6.

8. A car, characterized in that, The vehicle includes a front roof crossbeam assembly as described in any one of claims 1 to 6, or a vehicle body as described in claim 7.

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