Integrated front cabin manufacturing method, integrated front cabin structure and lower vehicle body assembly with integrated front cabin structure

Abstract

The invention discloses an integrated front cabin manufacturing method, an integrated front cabin structure and a lower vehicle body assembly with the integrated front cabin structure. The integrated front cabin manufacturing method comprises the steps that pouring liquid is poured into a front cabin mold, and vacuumizing operation is conducted on the tops of shock absorption tower molds on the left side and the right side of the front cabin mold, the left side and the right side of the rear portion and the middle portion of the front cabin mold and a feeding pipe of the pouring liquid; and pouring liquid overflowing from the top of the damping tower mold is guided out to a cinder ladle. The front cabin manufactured through integrated die casting is only provided with one part and has high integration, good lightweight performance, good front cabin size precision and excellent collision performance, the vehicle body rigidity and torsional rigidity of the white vehicle body are effectively improved, manufacturing is convenient, and the forming performance is excellent.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle body manufacturing, and in particular to a manufacturing method and structure of an integrated front engine compartment and a lower vehicle body assembly having the structure. Background Art

[0002] Traditional car body manufacturing uses a process method of stamping a single piece and then welding it into a car body assembly. A car is welded from about 500 parts of different shapes and materials. Before the whole vehicle is officially mass-produced, it generally goes through three rounds of matching and debugging for 6 months, strictly checking and solidifying the manufacturing status of these 500 parts (materials, tooling equipment, process, product qualification rate, packaging, transportation, etc.) to ensure that the final car body quality meets the assembly requirements. Manufacturing, assembly and testing are all very complicated and time-consuming. Therefore, one-piece die-casting technology has become a new trend in car body manufacturing. One-piece die-casting, one-time molding, no complicated process of stamping first and then welding, the manufacturing process is extremely simple, there is only one part, there is no need to develop too much tooling equipment, and there is no error accumulation caused by the connection of a large number of parts, and the manufacturing accuracy is controllable. Since there is no need to check the manufacturing status of each part, the complex car body manufacturing process is shortened, greatly reducing the manufacturing cost of the car body.

[0003] However, due to the long Z-direction dimension and large surface variation of the shock absorber tower, the current automobile front engine room structure formed by one-piece die-casting is prone to defects such as poor filling of aluminum liquid at the top of the tower and air entrainment. At the same time, it is difficult to ensure the structural strength of the front engine room structure. Summary of the invention

[0004] The purpose of the present invention is to solve the deficiencies of the above-mentioned background technology and to provide a front engine compartment manufacturing method and structure with high structural strength and good integrated die-casting formability, and a lower vehicle body assembly having the structure.

[0005] To achieve this purpose, the integrated front engine room manufacturing method designed in the present invention includes pouring casting liquid into the front engine room mold, vacuuming the top of the shock tower mold on the left and right sides of the front engine room mold, the left and right sides and the middle of the rear part of the front engine room mold, and the casting liquid feed pipe, and guiding the casting liquid overflowing from the top of the shock tower mold to the slag bag.

[0006] Furthermore, the method for pouring the casting liquid into the front cabin mold is: the casting liquid enters the main runner through a feed pipe, and enters the front cabin mold through a cross runner connected to the main runner and extending to the inner middle part and left and right sides of the front cabin mold.

[0007] Furthermore, the feed pipe is connected to at least two main runners extending respectively to the left and right sides of the middle of the front cabin mold.

[0008] Furthermore, each of the main runners is connected to a plurality of cross runners extending to the left or right side of the front cabin mold, and an inner gate is connected between the outlet of each cross runner and the front cabin mold.

[0009] Furthermore, a plurality of slag bags are symmetrically connected to the left and right sides of the front cabin mold, and a plurality of slag bags are also symmetrically connected to the left and right sides of the rear portion of the front cabin mold.

[0010] Preferably, the ratio of the nozzle area of ​​the feed pipe to the sum of the cross-sectional areas of the main runner is 4-6; the ratio of the sum of the cross-sectional areas of the cross runner to the sum of the cross-sectional areas of the inner gates is 1.4-2.0; the ratio of the sum of the cross-sectional areas of the inner gates to the sum of the cross-sectional areas of the slag bag is 1.2-1.7.

[0011] Furthermore, an integrated front engine room structure manufactured using the above-mentioned integrated front engine room manufacturing method includes a front engine room cross beam, a front engine room longitudinal beam and a shock-absorbing tower fixedly connected to the left and right sides of the front engine room cross beam, and a front engine room connecting plate fixedly connected to the rear of the front engine room cross beam, the front engine room cross beam, the front engine room longitudinal beam, the shock-absorbing tower and the front engine room connecting plate are an integrated molding structure, the inner and outer surfaces of the shock-absorbing tower are both arranged with a plurality of Z-direction reinforcing ribs along the vehicle body height direction, the rear of the shock-absorbing tower is connected to a front wheel cover, and the surface of the front wheel cover is provided with a plurality of Z-direction reinforcing ribs arranged along the vehicle body height direction and a plurality of X-direction reinforcing ribs arranged along the vehicle body length direction and staggeredly connected to the plurality of Z-direction reinforcing ribs.

[0012] Furthermore, the front end of the front cabin longitudinal beam is provided with a transition connection structure for detachably fixing to the transition connection longitudinal beam, the front anti-collision beam can be fixed to the front end of the transition connection longitudinal beam, and the front cabin longitudinal beam can be indirectly connected to the front anti-collision beam through the transition connection longitudinal beam to prevent the impact force of the front anti-collision beam from directly impacting the integrated front cabin structure.

[0013] Furthermore, a lower body assembly with an integrated front cabin structure includes a front cabin assembly, a front floor assembly and the rear floor structure which are fixedly connected in sequence from front to rear along the direction of the vehicle body, and a rear luggage box is fixed to the rear of the rear floor structure, and is characterized in that: the front cabin assembly includes the integrated front cabin, fender inner panel reinforcement plates fixed to the left and right sides of the integrated front cabin, the transition connecting longitudinal beam fixed to the front end of the front cabin longitudinal beam and a front enclosure plate fixed on the front cabin cross beam, and the left and right sides of the front enclosure plate are fixed to the fender inner panel reinforcement plates on the left and right sides of the integrated front cabin.

[0014] Furthermore, the front floor assembly includes a front floor panel assembly and front floor side longitudinal beams fixedly connected to the left and right sides of the front floor panel assembly, the rear end of the front cabin longitudinal beam is fixedly connected to the front end of the front floor side longitudinal beam, and the rear part of the front cabin connecting plate is fixedly connected to the front part of the front floor panel assembly.

[0015] The beneficial effects of the present invention are:

[0016] 1. The front engine compartment manufactured by one-piece die-casting has only one part and is highly integrated;

[0017] 2. The weight of the front engine room is significantly lower than that of the front engine room formed by first forming the sheet metal and then splicing it, and it has excellent lightweight performance;

[0018] 3. The casting finished product rate exceeds 90%, which reduces the splicing process and greatly improves the dimensional accuracy of the front engine room;

[0019] 4. The front engine room longitudinal beam is changed from a hollow sheet metal closed cavity to an aluminum alloy closed solid structure filled with solid ribs, and can be connected to the front anti-collision beam through a transition connection longitudinal beam, which greatly improves the head-on and offset collision performance of the front engine room;

[0020] 5. The integrated front engine room can effectively connect the front and rear parts of the vehicle body, increasing the overall rigidity of the body in white and improving the torsional rigidity;

[0021] 6. Through the short process, multi-channel casting flow channel and the rational arrangement of slag bag, vacuum device and overflow trough, the molding performance of the front cabin is greatly optimized and the structural strength of the shock tower is guaranteed. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of manufacturing equipment for the integrated front nacelle of the present invention;

[0023] Figure 2 is a three-dimensional diagram of the integrated front cabin of the present invention;

[0024] Figure 3 It is a structural stereogram of the front wheel cover in the present invention;

[0025] Figure 4 A bottom bottom view of the front cabin connecting plate of the present invention;

[0026] Figure 5 An exploded view of the lower vehicle body assembly of the present invention;

[0027] Figure 6 is an exploded view of the front cabin assembly of the present invention;

[0028] Figure 7 A structural stereogram showing a front anti-collision beam installed at the front end of the front cabin assembly in the present invention;

[0029] Among them, 1 is the front cabin mold, 2 is the shock tower mold, 3 is the feed pipe, 4 is the main runner, 5 is the cross runner, 6 is the gate, 7 is the slag bag, 8 is the front cabin cross beam, 9 is the front cabin longitudinal beam, 10 is the shock tower, 11 is the front cabin connecting plate, 12 is the Z-direction reinforcement rib, 13 is the transition connecting longitudinal beam, 14 is the front anti-collision beam, 15 is the X-direction reinforcement rib, 16 is the Y-direction reinforcement rib, 17 is the front cabin assembly, 18 is the front floor assembly (18.1 is the front floor panel assembly, 18.2 is the front floor side longitudinal beam), 19 is the rear floor assembly (19.1 is the rear floor frame, 19.2 is the rear floor assembly, 19.3 is the rear trunk), 20 is the fender inner panel reinforcement plate, 21 is the front fender, 22 is the M-shaped reinforcement rib, 23 is the vacuum device, 24 is the oblique triangle rib, 25 is the front wheel cover. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. In the description of the present invention, it should be understood that the orientations or positional relationships indicated by the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0031] Embodiment 1

[0032] like Figure 1 The figure shows an integrated front cabin manufacturing equipment designed by the present invention, including a front cabin mold 1, the middle part of the front cabin mold 1 is introduced with casting liquid through a feed pipe 3, and the outlet below the feed pipe 3 is connected with two main runners 4 extending to the left and right inner sides of the front cabin mold 1 respectively, and each main runner 4 is connected with a plurality of cross runners 5, and the plurality of cross runners 5 are connected to the middle part of the front cabin mold 1 in an annular direction, and the casting liquid outlet of each cross runner 5 is connected with an inner gate 6 connected to the front cabin mold 1. The top of the shock tower mold 2 on the left and right sides of the front cabin mold 1, the left and right sides and the middle part of the rear of the front cabin mold 1, and the feed pipe 3 of the casting liquid are all connected with a vacuum device 23 (the vacuum device 23 at the feed pipe 3 is not shown, and can be referred to). Figure 1 The left and right sides of the front cabin mold 1 are symmetrically connected to a plurality of slag bags 7, and the left and right sides of the rear part of the front cabin mold 1 are also symmetrically connected to a plurality of slag bags 7.

[0033] Embodiment 2

[0034] The overall structure is basically the same as that of the first embodiment, and the cross-sectional areas of the feed pipe, main runner, cross runner and slag bag are optimized: the ratio of the nozzle area of ​​the feed pipe 3 to the sum of the cross-sectional areas of the main runner 4 is 4-6; the ratio of the sum of the cross-sectional areas of the cross runner 5 to the sum of the cross-sectional areas of the inner gate 6 is 1.4-2.0; the ratio of the sum of the cross-sectional areas of the inner gate 6 to the sum of the cross-sectional areas of the slag bag 7 is 1.2-1.7. The advantage of this design is that different proportions of casting liquid are introduced into different parts of the front cabin mold 1 (each part has a different weight), so that the structures of each part of the front cabin have good molding performance, such as: the flow rate of the floor part accounts for 19%, and the flow rate of the shock tower part accounts for 39%.

[0035] Embodiment 3

[0036] Based on the integrated front cabin manufacturing equipment of the above-mentioned embodiment 1 or embodiment 2, the method for manufacturing the integrated front cabin is: the casting liquid is introduced through the feed pipe 3, enters the two main runners 4, and the multiple cross runners 5 into the front cabin mold 1. The top of the shock tower mold 2 on the left and right sides of the front cabin mold 1, the left and right sides and the middle of the rear part of the front cabin mold 1, and the casting liquid feed pipe 3 are vacuumed by the vacuum equipment 23, and the casting liquid overflowing from the top of the shock tower mold 2 is led to the slag bag 7 (which can be achieved by opening an overflow tank).

[0037] Embodiment 4

[0038] Based on the integrated front cabin manufacturing method designed in the above-mentioned embodiment 3, the structure of the manufactured integrated front cabin is as follows: Figure 2 As shown in FIG. 4 , the front cabin cross beam 8, the front cabin longitudinal beam 9 and the shock tower 10 fixedly connected to the left and right sides of the front cabin cross beam 8, and the front cabin connecting plate 11 fixedly connected to the rear of the front cabin cross beam 8 are integrated. The front cabin cross beam 8, the front cabin longitudinal beam 9, the shock tower 10 and the front cabin connecting plate 11 are integrated structures. The inner and outer surfaces of the shock tower 10 are both arranged with multiple Z-direction reinforcing ribs 12 along the height direction of the vehicle body. The rear of the shock tower is connected to the front wheel cover 25. The surface of the front wheel cover 25 is provided with multiple Z-direction reinforcing ribs 12 arranged along the height direction of the vehicle body and multiple X-direction reinforcing ribs 15 arranged along the length direction of the vehicle body and staggeredly connected with the multiple Z-direction reinforcing ribs 12. The multiple Z-direction reinforcing ribs 12 arranged on the shock tower 10 and the front wheel cover 25 are main ribs, which can effectively ensure the torsional stiffness of the white body assembly. At the same time, the X-direction reinforcing ribs 15 staggeredly arranged with the Z-direction reinforcing ribs 12 can effectively enhance the structural strength. The Z-direction reinforcing rib 12 is a structure with convex ends and concave in the middle, so as to further increase its structural strength. Figure 2As shown, the main ribs of the front cabin longitudinal beam 9 are Y-direction reinforcement ribs 16 to improve the side impact performance of the vehicle body, and X-direction reinforcement ribs 15 are arranged in a staggered manner to improve the frontal impact performance of the vehicle body. A cross-shaped reinforcement rib 22 is arranged inside the front wheel cover 25 to prevent the vehicle from intruding too much in a frontal collision and causing harm to the passengers. Figure 3 As shown, the front cabin cross beam 8 is provided with oblique triangular ribs 24 to improve the overall structural strength of the area. Figure 4 As shown, the bottom of the front cabin connecting plate 11 is provided with reinforcing ribs in positive X and positive Y directions. The Y-direction reinforcing ribs 16 prevent the vehicle from intruding too much into a side collision and causing harm to passengers. The X-direction reinforcing ribs 15 improve the vehicle's head-on collision performance and prevent deformation.

[0039] Embodiment 5

[0040] The overall structure is basically the same as that of the fourth embodiment, but the structure of the front cabin longitudinal beam 9 is optimized. Figure 2 As shown, the front end of the front cabin longitudinal beam 9 is provided with a mounting groove and a bolt through hole for detachable fixation with the transition connecting longitudinal beam 13, the front anti-collision beam 14 can be fixed to the front end of the transition connecting longitudinal beam 13, and the front cabin longitudinal beam 9 can be indirectly connected to the front anti-collision beam 14 through the transition connecting longitudinal beam 13 to prevent the impact force received by the front anti-collision beam 14 in the event of a collision from directly impacting the integrated front cabin structure.

[0041] Embodiment 6

[0042] like Figure 5 —6 shows a lower vehicle body assembly with an integrated front cabin structure, including a front cabin assembly 17, a front floor assembly 18 and a rear floor assembly 19 which are fixedly connected in sequence from front to rear along the vehicle body direction. The front cabin assembly 17 includes an integrated front cabin, fender inner panel reinforcement plates 20 fixed to the left and right sides of the integrated front cabin, a transition connecting longitudinal beam 13 fixed to the front end of the front cabin longitudinal beam 9 and a front dash panel 21 fixed to the front cabin cross beam 8. The left and right sides of the front dash panel 21 are fixed to the fender inner panel reinforcement plates 20 on the left and right sides of the integrated front cabin. The front floor assembly 18 includes a front floor panel assembly 18.1 and front floor side longitudinal beams 18.2 fixedly connected to the left and right sides of the front floor panel assembly 18.1. The rear end of the front cabin longitudinal beam 9 is fixedly connected to the front end of the front floor side longitudinal beam 18.2. The rear part of the front cabin connecting plate 11 is fixedly connected to the front part of the front floor panel assembly 18.1. The rear floor assembly 19 comprises a rear floor frame 19.1, a rear floor component 19.2 fixed above the rear floor frame 19.1 and a rear luggage box 19.3 fixed to the rear of the rear floor component 19.2 and the rear floor frame 19.1.

[0043] Embodiment 7

[0044] The front engine room assembly 17 designed by the present invention can be fixedly connected with the vehicle body cross beam to form a frame structure, which effectively improves the structural strength. The front anti-collision beam 14 can be fixed to the front end of the transition connecting longitudinal beam 13, and the front engine room longitudinal beam 9 can be indirectly connected to the front anti-collision beam 14 through the transition connecting longitudinal beam 13, so as to prevent the impact force of the front anti-collision beam 14 from directly impacting the integrated front engine room structure.

[0045] In summary, the manufacturing method of the integrated front cabin and the integrated front cabin structure designed by the present invention have the following advantages and effects:

[0046] 1. The front engine compartment manufactured by one-piece die-casting has only one part and is highly integrated;

[0047] 2. The weight of the front engine room is significantly lower than that of the front engine room formed by first forming the sheet metal and then splicing it, and it has excellent lightweight performance;

[0048] 3. The casting finished product rate exceeds 90%, which reduces the splicing process and greatly improves the dimensional accuracy of the front engine room;

[0049] 4. The front engine room longitudinal beam 9 is changed from a hollow sheet metal closed cavity to an aluminum alloy closed solid structure filled with solid ribs, and can be connected to the front anti-collision beam 14 through a transition connecting longitudinal beam 13, which greatly improves the head-on collision and offset collision performance of the front engine room;

[0050] 5. Through the short process, multi-channel casting flow channel and the reasonably arranged slag bag 7, vacuum device 23 and overflow trough, the molding performance of the front cabin is greatly optimized and the structural strength of the shock tower 10 is guaranteed.

[0051] The lower body assembly with an integrated front engine compartment structure effectively connects the front and rear parts of the body through the integrated front engine compartment structure, increasing the overall rigidity of the body in white and improving the torsional rigidity.

[0052] It should be noted here that the description of the above technical solutions is exemplary, and this specification can be embodied in different forms and should not be interpreted as being limited to the technical solutions set forth herein. On the contrary, providing these descriptions will make the disclosure of the present invention thorough and complete, and will fully convey the scope disclosed in this specification to those skilled in the art. In addition, the technical solution of the present invention is limited only by the scope of the claims. In the case of using "including", "having" and "comprising" described in this specification, there may also be another part or other parts, and the terms used may generally be singular but may also represent plural forms.

[0053] Finally, it should be pointed out that the above embodiments are only representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments, and there are many variations. Any simple modification, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention should be considered to belong to the protection scope of the present invention.

Claims

1. A method for manufacturing an integrated front nacelle, characterized in that: The pouring liquid is poured into the front cabin mold (1), and the top of the shock tower mold (2) on the left and right sides of the front cabin mold (1), the left and right sides and the middle of the rear part of the front cabin mold (1), and the pouring liquid feed pipe (3) are vacuumed, and the pouring liquid overflowing from the top of the shock tower mold (2) is guided to the slag bag (7).

2. The method for manufacturing the integrated front nacelle according to claim 1, characterized in that: The method for pouring the pouring liquid into the front cabin mold (1) is as follows: the pouring liquid enters the main runner (4) through the feed pipe (3), and enters the front cabin mold (1) through the cross runner (5) connected to the main runner (4) and extending to the inner middle part and left and right sides of the front cabin mold (1).

3. The method for manufacturing the integrated front nacelle according to claim 2, characterized in that: The feed pipe (3) is connected to at least two main runners (4) extending respectively to the left and right sides of the middle of the front cabin mold (1).

4. The method for manufacturing the integrated front nacelle according to claim 3, characterized in that: Each of the main runners (4) is connected to a plurality of cross runners (5) extending to the left or right side of the front cabin mold (1), and an inner gate (6) is connected between the outlet of each cross runner (5) and the front cabin mold (1).

5. The method for manufacturing the integrated front nacelle according to claim 4, characterized in that: A plurality of slag bags (7) are symmetrically connected to the left and right sides of the front cabin mold (1), and a plurality of slag bags (7) are also symmetrically connected to the left and right sides of the rear portion of the front cabin mold (1).

6. The method for manufacturing the integrated front nacelle according to claim 5, characterized in that: The ratio of the nozzle area of ​​the feed pipe (3) to the sum of the cross-sectional areas of the main runner (4) is 4 to 6; the ratio of the sum of the cross-sectional areas of the runner (5) to the sum of the cross-sectional areas of the ingates (6) is 1.4 to 2.0; and the ratio of the sum of the cross-sectional areas of the ingates (6) to the sum of the cross-sectional areas of the slag ladle (7) is 1.2 to 1.

7.

7. An integrated front cabin structure manufactured by the integrated front cabin manufacturing method according to any one of claims 1 to 6, comprising a front cabin cross beam (8), a front cabin longitudinal beam (9) and a shock absorbing tower (10) fixedly connected to the left and right sides of the front cabin cross beam (8), and a front cabin connecting plate (11) fixedly connected to the rear of the front cabin cross beam (8), wherein the front cabin cross beam (8), the front cabin longitudinal beam (9), the shock absorbing tower (10) and the front cabin connecting plate (11) are an integrated molding structure, characterized in that: The inner and outer surfaces of the shock absorber tower (10) are both provided with a plurality of Z-direction reinforcing ribs (12) arranged in the vehicle body height direction; the rear portion of the shock absorber tower is connected to a front wheel cover (25); the surface of the front wheel cover (25) is provided with a plurality of Z-direction reinforcing ribs (12) arranged in the vehicle body height direction and a plurality of X-direction reinforcing ribs (15) arranged in the vehicle body length direction and staggeredly connected to the plurality of Z-direction reinforcing ribs (12).

8. The integrated front cabin structure according to claim 7, characterized in that: The front end of the front cabin longitudinal beam (9) is provided with a transition connection structure for being detachably fixed to the transition connection longitudinal beam (13); the front anti-collision beam (14) can be fixed to the front end of the transition connection longitudinal beam (13); the front cabin longitudinal beam (9) can be indirectly connected to the front anti-collision beam (14) via the transition connection longitudinal beam (13), so as to prevent the impact force received by the front anti-collision beam (14) in the event of a collision from directly impacting the integrated front cabin structure.

9. A lower vehicle body assembly having an integrated front cabin structure according to claim 7 or 8, comprising a front cabin assembly (17), a front floor assembly (18) and a rear floor assembly (19) which are fixedly connected in sequence from front to rear along the vehicle body direction, characterized in that: The front cabin assembly (17) comprises the integrated front cabin, fender inner panel reinforcement plates (20) fixed to the left and right sides of the integrated front cabin, the transition connecting longitudinal beam (13) fixed to the front end of the front cabin longitudinal beam (9), and a front enclosure baffle (21) fixed to the front cabin cross beam (8), and the left and right sides of the front enclosure baffle (21) are fixed to the fender inner panel reinforcement plates (20) on the left and right sides of the integrated front cabin.

10. The lower vehicle body assembly according to claim 9, characterized in that: The front floor assembly (18) includes a front floor panel assembly (18.1) and front floor side longitudinal beams (18.2) fixedly connected to the left and right sides of the front floor panel assembly (18.1), the rear end of the front cabin longitudinal beam (9) is fixedly connected to the front end of the front floor side longitudinal beam (18.2), and the rear part of the front cabin connecting plate (11) is fixedly connected to the front part of the front floor panel assembly (18.1).

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