Front cabin structure, front cabin assembly and vehicle

Abstract

The invention discloses a front cabin structure, an assembly and a vehicle, and the front cabin structure is an integrated die-casting forming part and comprises two side parts and a connecting part connected between the two side parts; each side part comprises a cabin longitudinal beam and a damping tower, the cabin longitudinal beam extends in the length direction of the vehicle, and the damping tower is formed on the upper end face of the cabin longitudinal beam in the height direction of the vehicle; the connecting part comprises a first cross beam and a second cross beam which are distributed at an interval; the first cross beam is formed at the lower end of the cabin longitudinal beam and corresponds to the two damping towers; the rear ends of the cabin longitudinal beams obliquely extend downwards from front to back, the second cross beams are formed at the rear ends of the cabin longitudinal beams, the front sides of the second cross beams are connected with the two cabin longitudinal beams, and the rear sides of the second cross beams are suitable for being connected with a front floor of the vehicle. Wherein part of the rear suspension mounting area is arranged on the first cross beam, and the other part is arranged on the second cross beam; the left suspension installation area and the right suspension installation area are arranged on the two cabin longitudinal beams respectively. On the premise of meeting the function of the front cabin, the number of parts can be reduced, and the weight of the whole vehicle is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle structures, and in particular to a front cabin structure, a front cabin assembly and a vehicle. Background Art

[0002] The traditional independent suspension is subject to the limitations of the traditional sheet metal parts stamping process, and has the dual limitations of insufficient body rigidity and insufficient installation point precision. In order to effectively install the independent suspension on the body, it is necessary to design a front subframe on the overall structure of the independent suspension to solve the above two problems. Figure 1 As shown, the prior art installs the suspension system, front suspension system, steering system, shock absorber, etc. on the front subframe, and then connects the front subframe to the front cabin structure. Functionally, the front subframe and the front cabin structure are independent of each other, resulting in a complex and redundant chassis parts assembly structure, a high manufacturing cost, and a large weight of the entire vehicle, which is not conducive to lightweighting of the vehicle.

[0003] Therefore, the prior art proposes to simplify the front cabin structure by integrating the mounting structure of the front subframe into the front cabin structure to cancel the layout of the subframe. However, the front cabin structure also needs to absorb and transfer energy during driving or collision. The connection design and setting orientation of the specific structure need to be redeveloped. With the improvement of the integration of the front cabin structure, the strength requirements of the front cabin structure are greatly increased. The existing front cabin structure design is not sufficient to meet the layout of the front subframe mounting points. Summary of the invention

[0004] In view of the above problems, the embodiments of the present application provide a front cabin structure, a front cabin assembly and a vehicle, which can meet the requirements of integrated layout of front subframe functional parts in the front cabin and reduce the weight of the vehicle and the production cost.

[0005] According to one aspect of an embodiment of the present application, a front engine room structure is provided, which is an integrated die-casting molded part, including: two side portions spaced apart along the width direction of the vehicle and a connecting portion connected between the two side portions; the side portions each include a cabin longitudinal beam and a shock-absorbing tower, the cabin longitudinal beam extends along the length direction of the vehicle, and the shock-absorbing tower is formed on the upper end surface of the cabin longitudinal beam along the height direction of the vehicle; the connecting portion includes a first cross beam and a second cross beam extending along the width direction of the vehicle and spaced apart along the length direction of the vehicle, the first cross beam is formed below the cabin longitudinal beam, and the two ends of the first cross beam in the width direction of the vehicle correspond to the two A shock-absorbing tower is connected to the lower end surfaces of the two cabin longitudinal beams; the rear end of the cabin longitudinal beam extends obliquely downward from front to rear along the vehicle height direction, the second cross beam is formed behind the cabin longitudinal beam, and the front side of the second cross beam is respectively connected to the rear ends of the two cabin longitudinal beams at both ends in the vehicle width direction, and the rear side of the second cross beam is suitable for connecting to the front floor of the vehicle; wherein, a rear suspension mounting area suitable for connecting to the rear side of the vehicle power unit is partially arranged on the first cross beam, and the other part is arranged on the second cross beam; the left suspension mounting area and the right suspension mounting area suitable for connecting to the left and right sides of the vehicle power unit are respectively arranged on the cabin longitudinal beams on the two sides.

[0006] In an exemplary embodiment of the present application, the connecting portion further includes a connecting plate, which is formed between the first crossbeam and the second crossbeam and connects the first crossbeam and the second crossbeam.

[0007] In an exemplary embodiment of the present application, the first crossbeam is respectively formed with two first connecting seats at both ends in the vehicle width direction, and the second crossbeam is respectively formed with two second connecting seats at both ends in the vehicle width direction, and the first connecting seat and the second connecting seat are respectively suitable for connecting to the two ends of the suspension rocker arm of the vehicle's front suspension system; wherein the second connecting seat and the first connecting seat are arranged opposite to each other along the vehicle length direction, and an installation space for accommodating the suspension rocker arm is defined between the second connecting seat and the first connecting seat.

[0008] In an exemplary embodiment of the present application, two third connecting seats are formed at both ends of the first cross beam in the vehicle width direction, respectively. The third connecting seats correspond to the first connecting seats and are connected to each other, and are arranged opposite to each other along the vehicle length direction.

[0009] In an exemplary embodiment of the present application, the side portion also includes a wheel hub rear section formed at the rear end of the shock absorber tower, which extends downward along the vehicle height direction to the rear end connected to the cabin longitudinal beam, and expands outward in an arc shape from front to rear along the vehicle width direction; both ends of the second cross beam extend outward along the vehicle width direction to connect with the rear part of the wheel hub rear section.

[0010] In an exemplary embodiment of the present application, a cabin longitudinal beam is formed with a first reinforcing rib arranged along the length direction of the vehicle, and the first reinforcing rib extends along the length direction of the cabin longitudinal beam to the rear part of the rear section of the wheel hub; a shock absorber tower is formed with a second reinforcing rib arranged along the height direction of the vehicle, and the second reinforcing rib extends along the height direction of the shock absorber tower to the first cross beam, and is criss-crossedly connected to the first reinforcing rib in the cabin longitudinal beam.

[0011] In an exemplary embodiment of the present application, two fourth connecting seats are respectively formed at both ends of the second cross beam in the vehicle width direction. The fourth connecting seat is arranged on a side of the second cross beam away from the first cross beam and corresponds to the rear part of the rear section of the wheel hub, so as to be suitable for connecting to the vehicle's rocker beam.

[0012] In an exemplary embodiment of the present application, a central channel is formed in the middle of the second cross beam in the width direction of the vehicle, and the central channel is recessed in the end face of the second cross beam and is arranged to pass through along the length direction of the vehicle; on the side of the central channel away from the first cross beam, the second cross beam extends into the central channel along the width direction of the vehicle to form two connecting boxes, and the two connecting boxes are spaced apart on both sides of the width direction of the central channel, and the circumferential end faces of the two connecting boxes and the central channel form a mating surface suitable for connecting to the front floor of the vehicle.

[0013] According to a second aspect of an embodiment of the present application, a front cabin assembly is provided, comprising a supporting frame and any of the above-mentioned front cabin structures, the rear end of the supporting frame being fixedly connected to the first cross beam, the front end of the supporting frame extending forward along the length direction of the vehicle to the front end of the cabin longitudinal beam, and extending upward to be fixedly connected to the front end of the cabin longitudinal beam.

[0014] According to a third aspect of an embodiment of the present application, a vehicle is provided, comprising the above-mentioned front cabin assembly.

[0015] The front engine compartment structure of the present application utilizes two engine compartment longitudinal beams to realize the installation of the left and right suspensions, and then utilizes the first cross beam and the second cross beam with a sunken design to cooperate to realize the installation of the rear suspension, thereby replacing the front subframe to meet the installation requirements of the suspension system in the front engine compartment, and the first cross beam is correspondingly located below the shock absorber tower, and the second cross beam is correspondingly connected to the vehicle body, which can realize the effective transmission of torque and achieve the purpose of improving the overall structural strength; at the same time, the front engine compartment structure including the above-mentioned engine compartment longitudinal beams, shock absorber tower, first cross beam and second cross beam is a high-pressure integrated die-casting casting, which can reduce the number of parts and improve the assembly efficiency of the whole vehicle while ensuring that various performance requirements of the front engine compartment are met, thereby reducing the production cost of the whole vehicle, shortening the vehicle development cycle, and facilitating the lightweighting of the vehicle body.

[0016] The above description is only an overview of the technical solution of the embodiment of the present application. In order to more clearly understand the technical means of the embodiment of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiment of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0018] Figure 1 A structural schematic diagram showing a front cabin structure of the prior art is shown;

[0019] Figure 2 The schematic diagram of the front cabin structure according to the embodiment of the present application is shown. Figure 1 ;

[0020] Figure 3 The schematic diagram of the front cabin structure according to the embodiment of the present application is shown. Figure 2 ;

[0021] Figure 4 A top view of the front cabin structure according to an embodiment of the present application is shown;

[0022] Figure 5 A left view of the front cabin structure according to an embodiment of the present application is shown;

[0023] Figure 6 A front view of the front cabin structure according to an embodiment of the present application is shown;

[0024] Figure 7 The structure diagram of the front cabin assembly described in the embodiment of the present application is shown Figure 1 ;

[0025] Figure 8 The structure diagram of the front cabin assembly described in the embodiment of the present application is shown Figure 2 .

[0026] Description of Figure Numbers:

[0027] 1-side, 11-cabin longitudinal beam, 12-shock tower, 13-wheel package rear section, 131-A column lap edge,

[0028] 2-connecting portion, 21-first cross beam, 211-connecting arm, 212-cross beam section, 213-second accommodating space, 22-second cross beam, 221-central channel, 222-connecting box, 223-sill beam overlapping edge, 224-front floor overlapping edge, 225-front wall panel overlapping edge, 23-connecting plate, 231-first accommodating space, 232-notch, 233-step surface, 24-first connecting seat, 25-second connecting seat, 26-third connecting seat, 27-fourth connecting seat,

[0029] 31-rear suspension mounting area, 311-first mounting point, 32-left suspension mounting area, 321-second mounting point, 33-right suspension mounting area, 331-third mounting point, 34-fourth mounting point, 35-fifth mounting point, 36-sixth mounting point, 37-seventh mounting point, 38-eighth mounting point,

[0030] 41-first reinforcing rib, 42-second reinforcing rib, 43-third reinforcing rib, 44-fourth reinforcing rib, 45-connecting reinforcing rib, 46-circular column structure,

[0031] 100-front engine room structure, 200-support frame, 201-fifth connecting seat, 300-front anti-collision beam, 301-anti-collision beam body, 302-energy absorption box, 401-front section of wheel bag, 402-upper side beam of wheel house, 500-water flow channel, 600-front wall panel, 700-A-pillar, 800-front floor, 900-sill beam.

[0032] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0033] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be more comprehensive and complete and fully convey the concept of the example embodiments to those skilled in the art.

[0034] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present application. However, those skilled in the art will appreciate that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps, etc. can be adopted. In other cases, known methods, devices, realizations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

[0035] The present application is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments of the present application described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be understood as limiting the present application.

[0036] like Figures 2 to 6As shown, the present embodiment provides a front engine room structure, which includes two side parts 1 and a connecting part 2 formed by integral die casting, the two side parts 1 are arranged along the length direction of the vehicle (i.e., the front-to-back direction as shown in the figure) and are spaced apart along the width direction of the vehicle (i.e., the left-to-right direction as shown in the figure), and the connecting part 2 is arranged along the width direction of the vehicle and connected between the two side parts 1; wherein, the two side parts 1 both include a cabin longitudinal beam 11 and a shock absorbing tower 12, the cabin longitudinal beam 11 is extended along the length direction of the vehicle, and the shock absorbing tower 12 is formed on the upper end surface of the cabin longitudinal beam 11 along the height direction of the vehicle (i.e., the up-down direction as shown in the figure); the connecting part 2 includes a first cross beam 21 and a second cross beam 22 extending along the width direction of the vehicle and spaced apart along the length direction of the vehicle. The first cross beam 21 is formed below the cabin longitudinal beam 11, and the two ends of the first cross beam 21 in the vehicle width direction correspond to the two shock-absorbing towers 12 of the left and right sides 1 respectively, and extend upward to be connected to the lower end surfaces of the two cabin longitudinal beams 11 of the left and right sides 1; the rear end of the cabin longitudinal beam 11 extends downwardly from front to rear along the vehicle height direction, and the second cross beam 22 is formed behind the cabin longitudinal beam 11, and the front side of the second cross beam 22 is connected to the rear ends of the two cabin longitudinal beams 11 at the two ends in the vehicle width direction, and the rear side of the second cross beam 22 is suitable for connecting to the front floor 800 of the vehicle; in this way, the shock-absorbing tower 12 and the first cross beam 21 can interact with each other to improve the overall structural strength and rigidity, reduce the risk of deformation, and transfer the force received. And the vibration is dispersed to the whole vehicle structure through the cabin longitudinal beam 11 and the second cross beam 22, so that the vehicle body can better absorb and reduce the vibration and impact force during driving; at this time, the rear suspension installation area for connecting to the rear side of the vehicle power unit such as the engine or the drive motor, that is, part of the rear suspension installation area 31 can be arranged on the first cross beam 21, and the other part can be arranged on the second cross beam 22, and the first cross beam 21 and the second cross beam 22 can be used to share the load of the rear suspension installation area 31; then the left suspension installation area 32 and the right suspension installation area 33 for connecting to the left and right sides of the vehicle power unit are respectively arranged on the cabin longitudinal beam 11 of the two side parts 1, so that through the two cabin longitudinal beams 11 and The first crossbeam 21 and the second crossbeam 22 cooperate to realize the three-point installation of the suspension system, thereby replacing the front subframe to meet the installation requirements of the suspension system in the front cabin; at the same time, the front cabin structure 100 including the above-mentioned cabin longitudinal beam 11, shock tower 12, first crossbeam 21 and second crossbeam 22 is an integral die-cast part, and the integral die-cast part is melt-cast in a high-pressure closed environment, which can effectively reduce the generation of defects such as pores and shrinkage cavities, and improve the density and strength of the front cabin structure 100. In this way, it is possible to reduce the number of parts and improve the assembly efficiency of the whole vehicle while ensuring that various performance requirements of the front cabin are met, thereby reducing the production cost of the whole vehicle, shortening the vehicle development cycle, and facilitating the lightweighting of the vehicle body.

[0037] It can be understood that the above-mentioned rear suspension mounting area 31 is provided with a plurality of first mounting points 311 for fixed connection of the rear suspension, and a part of the rear suspension mounting area 31 is arranged on the first cross beam 21, that is, a part of the first mounting points 311 can be opened on the first cross beam 21, and another part of the first mounting points 311 can be opened on the second cross beam 22, so as to realize the distribution of the rear suspension mounting area 31 on the first cross beam 21 and the second cross beam 22; similarly, the left suspension mounting area 32 and the right suspension mounting area 33 are also respectively provided with a plurality of second mounting points 321 for fixed connection of the left suspension and a plurality of third mounting points 331 for fixed connection of the right suspension, and the size, direction and shape design of the second mounting point 321 and the third mounting point 331 can be adaptively arranged according to the type and structural shape of the left suspension and the right suspension, which will not be repeated here.

[0038] In some embodiments, Figures 2 to 4 As shown, the connecting portion 2 also includes a connecting plate 23. The connecting plate 23, as a part of the connecting portion 2, is also formed between the first beam 21 and the second beam 22 by an integral die-casting method, and connects the first beam 21 and the second beam 22. The setting of the connecting plate 23 can ensure the continuity of the force transmission path between the first beam 21 and the second beam 22. On the one hand, it can further improve the bending and torsional stiffness of the first beam 21 and reduce the deformation risk of the first beam 21. On the other hand, it is also beneficial for the vibration and impact force exerted on the first beam 21 to be transmitted to the second beam 22 side.

[0039] Preferably, if Figure 3 and Figure 5 As shown, the connecting plate 23 is formed and connected to the upper part of the first cross beam 21 and the second cross beam 22, and the thickness in the vehicle height direction is less than the first cross beam 21 and the second cross beam 22, and then the first accommodating space 231 is defined at the lower side of the connecting plate 23, and the balance bar of the front suspension system of the vehicle can pass through the first accommodating space 231 and meet the installation of the balance bar. In this embodiment, the balance bar can be installed in the first accommodating space 231 by setting fourth mounting points 34 located on the first cross beam 21 and the second cross beam 22 on both sides of the first accommodating space 231, and the fourth mounting points 34 and the corresponding balance bar connectors are penetrated by bolts.

[0040] Preferably, if Figures 3 to 5As shown, the connecting plate 23 is provided with notches 232 on both sides of the vehicle width direction, and the notches 232 are connected to the upper and lower end surfaces of the connecting plate 23. The steering gear of the vehicle steering system can be connected to the steering tie rod through the notches 232. In this embodiment, the steering gear can be installed by setting a fifth mounting point 35 located on the first cross beam 21 or the second cross beam 22 on the upper end surface of the connecting plate 23, and passing the steering gear and the fifth mounting point 35 through bolts and other connecting parts.

[0041] Furthermore, if Figure 2 and Figure 4 As shown, the connecting plate 23 protrudes upward along the vehicle height direction in the middle of the vehicle width direction to form a step surface 233 higher than its two ends in the vehicle width direction. The setting of the step surface 233 can improve the structural strength and rigidity of the connecting plate 23, thereby improving the connection stability between the first beam 21 and the second beam 22.

[0042] In some embodiments, Figures 2 to 6 As shown, the first cross beam 21 is formed with two first connection seats 24 at both ends in the vehicle width direction, and the second cross beam 22 is formed with two second connection seats 25 at both ends in the vehicle width direction, and the first connection seat 24 and the second connection seat 25 are respectively suitable for connecting to both ends of the suspension rocker arm of the front suspension system of the vehicle; wherein the second connection seat 25 and the first connection seat 24 are arranged opposite to each other along the vehicle length direction, and an installation space for accommodating the suspension rocker arm is defined between the second connection seat 25 and the first connection seat 24. In this way, the installation of the suspension rocker arm can be achieved by the first connection seat 24 integrally die-casted on the first cross beam 21 and the second connection seat 25 integrally die-casted on the second cross beam 22, and the first cross beam 21 and the second cross beam 22 are used to ensure the continuity of the force transmission path, so as to replace the front subframe to meet the installation requirements of the front suspension system in the front cabin.

[0043] For example, Figures 2 to 6As shown, the first crossbeam 21 in this embodiment includes a crossbeam section 212 and two connecting arms 211 integrally die-cast at both ends of the crossbeam section 212. The two connecting arms 211 correspond to the shock tower 12 and extend downward from the lower end surface of the cabin longitudinal beam 11 to a height position corresponding to the second crossbeam 22. The crossbeam section 212 is parallel to the second crossbeam 22 and is connected between the free ends of the two connecting arms 211 to form the first crossbeam 21. The two connecting arms 211 of the first crossbeam 21 can extend obliquely downward from the outside to the inside along the vehicle height direction, so that the length of the crossbeam section 212 is less than the spacing between the two cabin longitudinal beams 11, that is, a second accommodating space 213 is defined below the connecting arm 211, and the suspension rocker arm can pass through the second accommodating space 213. At this time, the first connecting seat 24 can be formed on the front or rear side of the end of the crossbeam section 212 in the vehicle width direction according to the size of the suspension rocker arm, thereby ensuring the continuity of the force transmission path of the first crossbeam 21 in the vehicle height direction; the second connecting seat 25 is formed on the side of the second crossbeam 22 facing the first crossbeam 21, and is arranged opposite to the first connecting seat 24 in the vehicle length direction. In this way, the second accommodating space 213 and the installation space can accommodate and meet the effective installation of the suspension rocker arm, ensuring its connection stability and full performance.

[0044] It can be understood that the first connecting seat 24 and the second connecting seat 25 are respectively provided with a sixth mounting point 36 for fixed connection of the suspension rocker arm. The sixth mounting point 36 can be a semi-enclosed space with one end open defined on the first connecting seat 24 and the second connecting seat 25, and a through hole for bolts to pass through and connect is provided in the semi-enclosed space; the corresponding connecting parts of the suspension rocker arm are respectively connected to the sixth mounting points 36 of the first connecting seat 24 and the second connecting seat 25 by bolts and vibration-damping bushings, thereby realizing the connection between the suspension rocker arm and the first connecting seat 24 and the second connecting seat 25.

[0045] In some embodiments, Figures 2 to 7 As shown, the first cross beam 21 is also formed with two third connection seats 26 at both ends in the vehicle width direction, and the third connection seats 26 correspond to and are connected to the first connection seats 24, and are arranged opposite to each other along the length direction of the vehicle. In this way, the third connection seat 26 formed on the first cross beam 21 can be integrally die-cast to connect the external attachment frame structure, and the attachment frame structure includes but is not limited to the force transmission beam connected to the cabin longitudinal beam 11, the force transmission beam connected to the front anti-collision beam 300, or the supporting frame 200 similar to the front subframe, etc., to meet the diversified assembly requirements of multiple models; at the same time, the third connection seat 26 is connected to the first connection seat 24 in correspondence and is arranged opposite to each other, which can ensure the continuity of the force transmission path of the first cross beam 21 in the length direction of the vehicle.

[0046] For example, Figure 4 and Figure 7As shown, the third connecting seat 26 is provided with a seventh mounting point 37 corresponding to the attachment frame structure. The seventh mounting point 37 can be a semi-enclosed space with one end open defined on the third connecting seat 26, and the open end of the semi-enclosed space is arranged along the length direction of the vehicle and faces away from the first connecting seat 24. Then, the connection parts 2 corresponding to the attachment frame structure are respectively connected to the seventh mounting point 37 of the third connecting seat 26 by bolts and vibration-damping bushings, thereby realizing the connection between the attachment frame structure and the third connecting seat 26.

[0047] In some embodiments, Figures 2 to 6 As shown, the side portion 1 also includes a wheel bag rear section 13. As a part of the connection portion 2, the wheel bag rear section 13 is formed at the rear end of the shock tower 12 by an integrated die-casting method, and extends downward along the vehicle height direction to the rear end connected to the cabin longitudinal beam 11, and expands outward in an arc shape from front to back along the vehicle width direction; the two ends of the second cross beam 22 extend outward along the vehicle width direction to connect with the rear part of the wheel bag rear section 13. In this way, the wheel bag rear section 13 is connected to the cabin longitudinal beam 11 and the second cross beam 22 as a whole by die-casting, which can further improve the bending and torsional rigidity of the connection between the cabin longitudinal beam 11 and the second cross beam 22, reduce the risk of deformation, and on the other hand, can guide the force from the front of the vehicle to the rear when driving or colliding, so that the vehicle body can better absorb and reduce the vibration and impact force during driving.

[0048] In some embodiments, Figure 3 , Figure 5 and Figure 6 As shown, the cabin longitudinal beam 11 is formed with a first reinforcing rib 41 arranged along the length direction of the vehicle, and the first reinforcing rib 41 extends along the length direction of the cabin longitudinal beam 11 to the rear part of the wheel bag rear section 13; the shock tower 12 is formed with a second reinforcing rib 42 arranged along the height direction of the vehicle, and the second reinforcing rib 42 extends along the height direction of the shock tower 12 to the first cross beam 21, and is crisscrossed with the first reinforcing rib 41 on the cabin longitudinal beam 11. In this way, the first reinforcing rib 41 can further improve the bending and torsional rigidity of the cabin longitudinal beam 11 and the rear section of the wheel hub 13, and guide the force from the front of the vehicle to be transmitted to the rear in the event of a collision, so as to better absorb and reduce the impact force caused by the collision; the first reinforcing rib 41 can further improve the bending and torsional rigidity of the cabin longitudinal beam 11, the shock tower 12 and the first cross beam 21, reduce the risk of deformation, and guide the force from the shock tower 12 and the first cross beam 21 to be transmitted to each other during driving, so as to better absorb and reduce vibration and impact during driving; at the same time, the first reinforcing rib 41 and the second reinforcing rib 42 are both formed on the above-mentioned components of the front cabin structure 100 by an integrated die-casting method, which is convenient to process and accurate in direction, and can effectively improve the torque transmission effect.

[0049] It is understandable that the number and thickness of the first reinforcing ribs 41 and the second reinforcing ribs 42 can be set according to specific design requirements or simulation results, and are not specifically limited here. When the first reinforcing ribs 41 extend to the rear section 13 of the wheel package, they extend in the same shape as the rear section 13 of the wheel package, that is, the first reinforcing ribs 41 expand outward in an arc shape along the width direction of the vehicle from front to back at the rear section 13 of the wheel package to ensure the continuity of the collision force transmission path; when the second reinforcing ribs 42 extend to the first cross beam 21, they extend in the same shape as the connecting arm 211 of the first cross beam 21, that is, the second reinforcing ribs 42 extend downward in an inclined manner along the height direction of the vehicle from outside to inside at the connecting arm 211, and connect with the opposite second reinforcing ribs 42 at the cross beam section 212 of the first cross beam 21 to ensure the continuity of the force transmission path.

[0050] Preferably, if Figure 3 As shown, a connecting reinforcement rib 45 can also be provided on the front cabin structure 100. The connecting reinforcement rib 45 is also provided by an integral die-casting method. The connecting reinforcement rib 45 can be provided on the cabin longitudinal beam 11 along the vehicle height direction to connect adjacent first reinforcement ribs 41 as a whole, or can be provided on the shock tower 12 and / or the first cross beam 21 along the vehicle length direction to connect adjacent second reinforcement ribs 42 as a whole; in this way, the structural strength of the front cabin structure 100 can be further improved. It can be understood that the connecting reinforcement rib 45 can also be provided in a ring, rectangle, inclined straight line or other shape, as long as it can connect adjacent first reinforcement ribs 41 or adjacent second reinforcement ribs 42 as a whole.

[0051] Furthermore, if Figure 2 and Figure 3 , Figures 6 to 8 As shown, an integrally formed A-pillar lap edge 131 is provided on the upper rear side of the wheel bag rear section 13 to connect the wheel bag rear section 13 to the A-pillar 700; at this time, the first reinforcing rib 41 located on the upper side of the wheel bag rear section 13 can be bent and extended upward to guide the force transmission path to continue toward the A-pillar 700; a third reinforcing rib 43 can also be provided at the rear of the wheel bag rear section 13, the third reinforcing rib 43 extends obliquely upward along the vehicle height direction from front to rear along the rear of the wheel bag rear section 13, and expands outward in an arc shape with the rear of the wheel bag rear section 13, and is connected to multiple first reinforcing ribs 41 located at the wheel bag rear section 13 to guide the force transmission path to continue toward the A-pillar 700.

[0052] Furthermore, if Figure 3 , Figures 6 to 8As shown, a fourth reinforcing rib 44 may also be provided at the rear of the wheel rear section 13. The fourth reinforcing rib 44 extends obliquely downward from front to rear along the vehicle height direction along the rear of the wheel rear section 13, and expands outward in an arc shape along the rear of the wheel rear section 13, and is connected to a plurality of first reinforcing ribs 41 located at the wheel rear section 13 to guide the force transmission path to continue toward the second cross beam 22. Preferably, when the fourth reinforcing rib 44 extends downward, it may be staggeredly connected with the third reinforcing rib 43 extending upward, and the connection may be constructed as a circular column structure 46 to improve its connection stability and force transmission effect. Preferably, the fourth reinforcing rib 44, the third reinforcing rib 43 and the first reinforcing rib 41 intersect at one point, and the circular column structure 46 is provided at the connection.

[0053] It can be understood that the third reinforcing rib 43 and the fourth reinforcing rib 44 are also formed at the rear portion of the wheel hub rear section 13 by integral die-casting, which is convenient to process and has accurate orientation, and can effectively improve the torque transmission effect.

[0054] In some embodiments, Figure 2 , Figure 5 and Figure 6 As shown, two fourth connection seats 27 are formed at both ends of the second cross beam 22 in the vehicle width direction. The fourth connection seat 27 is arranged on the side of the second cross beam 22 away from the first cross beam 21 and corresponds to the rear part of the wheel bag rear section 13, so as to be suitable for connecting to the vehicle's door sill beam 900. Specifically, the fourth connection seat 27 is provided with an eighth mounting point 38 for bolts to pass through and connect. In this way, the fourth connection seat 27 integrally die-cast on the second cross beam 22 can be externally connected to the vehicle's door sill beam 900 by bolt connection or the like, and further receives the front cabin structure 100 through the door sill beam 900, and can guide the force from the front of the vehicle to be transmitted to the door sill beam 900 when a collision occurs, thereby improving the collision performance of the front cabin structure 100; at the same time, the fourth connection seat 27 corresponds to the rear part of the wheel bag rear section 13, and can guide the force transmission path to continue to the door sill beam 900 under the action of the first reinforcing rib 41 and the fourth reinforcing rib 44.

[0055] Furthermore, if Figure 2 As shown, both ends of the second cross beam 22 in the vehicle width direction may be integrally formed with a threshold beam overlap edge 223, and the threshold beam overlap edge 223 may be fixedly connected to the threshold beam 900 by welding or other methods, so that the contact area between the second cross beam 22 and the threshold beam 900 can be increased by the threshold beam overlap edge 223 to improve the connection stability with the threshold beam 900. It is understandable that the threshold beam overlap edge 223 may also be disposed on the fourth connection seat 27; or a part of it may be disposed on the fourth connection seat 27 and the other part of it may be disposed on the second cross beam 22, and it may be disposed according to specific design requirements or simulation results, and is not specifically limited here.

[0056] In some embodiments, Figure 2 and Figure 4 As shown, the second cross beam 22 is formed with a central channel 221 in the middle of the vehicle width direction. The central channel 221 is recessed in the end face of the second cross beam 22 and is arranged to pass through along the length direction of the vehicle. The arrangement of the central channel 221 can allow internal pipelines of the vehicle to pass through; on the side of the central channel 221 away from the first cross beam 21, the second cross beam 22 is extended into the central channel 221 along the width direction of the vehicle to form two connection boxes 222, and the two connection boxes 222 are spaced apart on both sides of the width direction of the central channel 221, and the circumferential end faces of the two connection boxes 222 and the central channel 221 form a matching surface suitable for connection with the front floor 800 of the vehicle. In this way, the front side of the front floor 800 can be extended along the length direction of the vehicle to the front sides of the two connecting boxes 222 and extended to both sides along the width direction of the vehicle. The front and rear end faces of the connecting boxes 222 are used to limit the front floor 800 and the second cross beam 22 in the length direction of the vehicle, thereby further improving the connection stability between the front floor 800 and the second cross beam 22 and improving the collision performance of the front cabin structure 100.

[0057] For example, Figure 2 , Figure 4 and Figure 8 As shown, the central channel 221 is concave downward at the upper end surface of the second cross beam 22 and is formed through the middle part of the second cross beam 22 in the vehicle width direction along the vehicle length direction. The two connecting boxes 222 are spaced apart on both sides of the width direction of the central channel 221. The upper end surface of the central channel 221 and the circumferential end surfaces of the two connecting boxes 222 constitute an I-shaped mating surface suitable for limited connection with the front floor 800 of the vehicle. In this way, the front side cross beam of the front floor 800 can be connected to the rear end of the second cross beam 22 including the rear side end surface of the two connecting boxes 222 by bolt connection and welding, and the middle longitudinal beam of the front floor 800 can extend to the front side of the two connecting boxes 222 along the vehicle length direction and be connected to the front side end surface of the two connecting boxes 222 by welding, riveting and bonding, so as to complete the effective connection between the front floor 800 and the second cross beam 22. Preferably, an integrally formed front floor overlapping edge 224 is also provided at the rear end of the second cross beam 22 of the rear side end face including the two connecting boxes 222. The front floor overlapping edge 224 can be fixedly connected to the front floor 800 by welding or the like, thereby increasing the contact area between the second cross beam 22 and the front floor 800 to improve the connection stability with the front floor 800.

[0058] Furthermore, if Figure 2 and Figure 7As shown, the upper end surface of the connecting box 222 is provided with an integrally formed dash panel lap edge 225, and the dash panel lap edge 225 can extend forward along the circumference of the connecting box 222 to the rear end of the cabin longitudinal beam 11. At this time, the second cross beam 22 can be used as a dash panel lower cross beam to achieve connection with the dash panel 600, further reducing the number of parts of the corresponding structure, improving the versatility of the front cabin structure 100, and reducing the weight of the entire vehicle.

[0059] It is understandable that in order to improve the structural strength of the second crossbeam 22, a plurality of transversely and longitudinally connected reinforcing ribs may be provided on the lower end surface of the second crossbeam 22. The reinforcing ribs are integrally die-cast with the second crossbeam 22. The number, direction and size of the reinforcing ribs may be optimized through topological analysis according to specific design requirements or simulation results, and are not specifically limited here.

[0060] In addition, if Figure 2 , Figure 7 and Figure 8 As shown, in another embodiment, a front engine room assembly is further provided, including a front anti-collision beam 300, a wheel bag front section 401, a wheel house upper side beam 402, a water flow groove 500, a front panel 600 and the front engine room structure 100 of the above embodiment, wherein the front anti-collision beam 300 includes an anti-collision beam body 301 arranged along the width direction of the vehicle and two energy absorption boxes 302 respectively arranged at both ends of the length direction of the anti-collision beam body 301, and the front end of the engine room longitudinal beam 11 of the front engine room structure 100 can be fixedly connected to the energy absorption box 302 by bolts; there are two wheel bag front sections 401, and the two wheel bag front sections 401 are arranged corresponding to the two engine room longitudinal beams 11, and their front ends are fixedly connected to the front ends of the engine room longitudinal beams 11, and thereafter The front end of the front engine room structure 100 is fixedly connected to the front end of the shock tower 12; two wheel house upper side beams 402 are provided, and the two wheel house upper side beams 402 are arranged corresponding to the two shock towers 12, and are fixedly connected to the upper ends of the shock towers 12, and are respectively fixedly connected to the front section 401 and the rear section 13 of the wheel bag on the front and rear sides of the vehicle length direction; the water flow channel 500 is extended along the vehicle width direction, and is overlapped and fixed to the upper ends of the two shock towers 12; the front panel 600 is extended along the vehicle width direction, and its upper side is respectively fixedly connected to the two shock towers 12 at both ends in the vehicle width direction, and its lower side is respectively fixedly connected to the two ends of the second cross beam 22 of the front engine room structure 100 at both ends in the vehicle width direction. The above connection method can effectively meet the performance indicators of the connection strength of each component in the front engine room area, while reducing the number of body parts, structural weight and installation and connection procedures of each component in the front engine room area, and effectively improving the production efficiency and body assembly accuracy of the front engine room assembly.

[0061] Furthermore, if Figure 2 , Figure 7 and Figure 8As shown, the front cabin assembly also includes an attachment frame structure, which is a supporting frame 200. The rear end of the supporting frame 200 is fixedly connected to the third connection seat 26 of the front cabin structure 100, and the front end of the supporting frame 200 extends to the bottom of the energy absorption box 302 and extends upward to be fixedly connected to the front end of the cabin longitudinal beam 11 of the front cabin structure 100. In this way, the supporting frame 200 can replace the lower structure of the front water tank frame to bear the front water tank of the vehicle, further reducing the number of parts of the corresponding structure, improving the versatility of the front cabin assembly, and reducing the weight of the whole vehicle. At the same time, the supporting frame 200 can also be provided with a fifth connection seat 201 arranged in the direction of the first cross beam 21 of the front cabin structure 100, so as to be used as a front suspension installation area connected to the front side of the vehicle power unit, further improving the connection stability of the vehicle power unit.

[0062] like Figure 2 , Figure 7 and Figure 8 As shown, in another embodiment, a vehicle is also provided, including an A-pillar 700, a front floor 800, a sill beam 900 and the front cabin assembly of the above embodiment, wherein the upper portion of the A-pillar 700 is fixedly connected to the wheel cover upper side beam 402 of the front cabin assembly, the lower portion of the A-pillar 700 is fixedly connected to the wheel cover rear section 13 of the front cabin structure 100, and the bottom of the A-pillar 700 is fixedly connected to the second cross beam 22 of the front cabin structure 100; the front side of the front floor 800 is fixedly connected to the rear side of the second cross beam 22 of the front cabin structure 100; and the sill beam 900 is fixedly connected to one end of the second cross beam 22 of the front cabin structure 100 in the vehicle width direction. The above connection method can ensure that the force and vibration received by the front cabin assembly during driving or collision are effectively dispersed to the entire vehicle structure, so that the vehicle body can better absorb and reduce the vibration and impact force during driving.

[0063] It can be understood that the fixed connection method between the components in the above-mentioned front cabin assembly and the front cabin structure 100, as well as the fixed connection method between the components in the above-mentioned vehicle and the front cabin assembly, include but are not limited to a combination of one or more methods selected from welding, riveting, bonding and screwing.

[0064] It can be understood that, in the above-mentioned front cabin assembly and vehicle, for other structures and working principles of the front cabin structure 100, please refer to the above-mentioned description of the embodiment of the front cabin structure 100. Since the front cabin structure 100 has the above-mentioned technical effects, the front cabin assembly having the front cabin structure 100, the vehicle having the front cabin structure 100, or the vehicle having the front cabin assembly should also have corresponding technical effects, which will not be repeated here.

[0065] It is understood that in this application, unless otherwise clearly specified and limited, the terms "assembly", "connection" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0066] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. "Multiple" means two or more, unless otherwise clearly and specifically defined. And the description of the terms "some embodiments", "exemplarily", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application.

[0067] The schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples and features of different embodiments or examples described in this specification without contradicting each other.

[0068] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can modify, replace and modify the above embodiments within the scope of the present application. Therefore, any changes or modifications made in accordance with the claims and description of the present application should fall within the scope of the patent of this application.

Claims

1. A front cabin structure, characterized in that: The front cabin structure is an integrated die-casting component, comprising: Two side portions spaced apart in a vehicle width direction and a connecting portion connected between the two side portions; The side parts each include a cabin longitudinal beam and a shock absorbing tower, wherein the cabin longitudinal beam is extended along the length direction of the vehicle, and the shock absorbing tower is formed on the upper end surface of the cabin longitudinal beam along the height direction of the vehicle; The connecting portion includes a first crossbeam and a second crossbeam extending in the vehicle width direction and spaced apart in the vehicle length direction, the first crossbeam being formed below the cabin longitudinal beam, and the first crossbeam is connected to the lower end surfaces of the two cabin longitudinal beams at two ends in the vehicle width direction corresponding to the two shock towers respectively; the rear end of the cabin longitudinal beam extends obliquely downward from front to rear along the vehicle height direction, the second crossbeam is formed behind the cabin longitudinal beam, and the front side of the second crossbeam is connected to the rear ends of the two cabin longitudinal beams at two ends in the vehicle width direction respectively, and the rear side of the second crossbeam is suitable for connecting to the front floor of the vehicle; Among them, the rear suspension mounting area suitable for connecting to the rear side of the vehicle power unit is partially arranged on the first cross beam, and the other part is arranged on the second cross beam; the left suspension mounting area and the right suspension mounting area suitable for connecting to the left and right sides of the vehicle power unit are respectively arranged on the two side cabin longitudinal beams.

2. The front cabin structure according to claim 1, characterized in that: The connecting portion further includes a connecting plate, which is formed between the first crossbeam and the second crossbeam and connects the first crossbeam and the second crossbeam.

3. The front cabin structure according to claim 2, characterized in that: The first cross beam is formed with two first connection seats at both ends in the vehicle width direction, and the second cross beam is formed with two second connection seats at both ends in the vehicle width direction, and the first connection seat and the second connection seat are respectively suitable for connecting to the two ends of the suspension rocker arm of the vehicle front suspension system; The second connecting seat and the first connecting seat are arranged opposite to each other along the length direction of the vehicle, and an installation space for accommodating the suspension rocker arm is defined between the second connecting seat and the first connecting seat.

4. The front cabin structure according to claim 3, characterized in that: The first cross beam is also formed with two third connecting seats at both ends in the vehicle width direction, respectively. The third connecting seats correspond to and are connected to the first connecting seats, and are arranged opposite to each other along the vehicle length direction.

5. The front cabin structure according to any one of claims 1 to 4, characterized in that: The side portion also includes a wheel hub rear section formed at the rear end of the shock tower, which extends downward along the vehicle height direction to the rear end connected to the cabin longitudinal beam, and expands outward in an arc shape from front to rear along the vehicle width direction; the two ends of the second cross beam respectively extend outward along the vehicle width direction to connect with the rear part of the wheel hub rear section.

6. The front cabin structure according to claim 5, characterized in that: The cabin longitudinal beam is formed with a first reinforcing rib arranged along the length direction of the vehicle, and the first reinforcing rib extends along the length direction of the cabin longitudinal beam to the rear part of the rear section of the wheel bag; the shock tower is formed with a second reinforcing rib arranged along the height direction of the vehicle, and the second reinforcing rib extends along the height direction of the shock tower to the first cross beam, and is criss-crossed with the first reinforcing rib on the cabin longitudinal beam.

7. The front cabin structure according to claim 6, characterized in that: The second cross beam is formed with two fourth connecting seats at both ends in the vehicle width direction. The fourth connecting seat is arranged on a side of the second cross beam away from the first cross beam and corresponds to the rear part of the rear section of the wheel bag so as to be suitable for connecting to the vehicle's rocker beam.

8. The front cabin structure according to any one of claims 1-4 or 6-7, characterized in that: The second cross beam is formed with a central channel in the middle of the vehicle width direction, and the central channel is concave at the end surface of the second cross beam and is arranged to pass through along the length direction of the vehicle; on the side of the central channel away from the first cross beam, the second cross beam extends into the central channel along the width direction of the vehicle to form two connection boxes, and the two connection boxes are spaced apart on both sides of the width direction of the central channel, and the circumferential end surfaces of the two connection boxes and the central channel form a matching surface suitable for connecting to the front floor of the vehicle.

9. A front cabin assembly, characterized in that: It comprises a supporting frame and a front cabin structure as described in any one of claims 1 to 8, wherein the rear end of the supporting frame is fixedly connected to the first cross beam, the front end of the supporting frame extends forward along the length direction of the vehicle to the front end of the cabin longitudinal beam, and extends upward to be fixedly connected to the front end of the cabin longitudinal beam.

10. A vehicle, characterized in that: Comprising the front nacelle assembly as claimed in claim 9.

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