Front windshield cross beam, vehicle body front end assembly and vehicle

Abstract

The invention relates to a front windshield cross beam, a vehicle body front end assembly and a vehicle, the front windshield cross beam comprises a cross beam buffer plate and a cross beam supporting plate which are connected, the cross beam buffer plate has first rigidity, the cross beam supporting plate has second rigidity, the first rigidity is smaller than the second rigidity, and the second rigidity is smaller than the first rigidity. And the cross beam buffer plate is positioned above the cross beam supporting plate. The cross beam buffering plate and the cross beam supporting plate form a buffering layer and supporting layer two-layer gradient design structure, the cross beam buffering plate serving as the first buffering layer can absorb collision energy to deform and collapse, head injuries of pedestrians are reduced to the maximum extent, and the requirements of pedestrian collision laws and regulations are met; the cross beam supporting plate serves as a second supporting layer, the dynamic stiffness and the modal of the front windshield cross beam are improved, the stiffness requirement and the modal requirement of NVH on the front windshield cross beam can be met, and therefore the front windshield cross beam integrates the pedestrian safety performance and the NVH performance.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a front windshield beam, a vehicle body front end assembly and a vehicle. Background Art

[0002] With the development of the vehicle industry and the improvement of consumer consumption levels, consumers have put forward higher requirements on vehicle durability, reliability, driving comfort, handling stability and NVH.

[0003] The existing large full-size SUV or sedan frame adopts a non-flow groove design. The front windshield beam of the vehicle without a flow groove structure is prone to insufficient rigidity, which leads to poor NVH performance; if the rigidity of the front windshield beam structure is too high, it will increase the head injury of pedestrians during collision, which is not conducive to the vehicle's pedestrian protection safety performance. Therefore, the current front windshield beam structure cannot take into account the comprehensive performance of both aspects at the same time. Summary of the invention

[0004] In order to solve the above technical problems, the present invention provides a front windshield beam, a vehicle body front end assembly and a vehicle, which can take into account both pedestrian safety performance and NVH performance.

[0005] On the one hand, the present invention provides a front windshield beam, including a beam buffer plate and a beam support plate connected to each other, the beam buffer plate has a first stiffness, the beam support plate has a second stiffness, the first stiffness is less than the second stiffness, and the beam buffer plate is located above the beam support plate.

[0006] In one embodiment of the present invention, the beam support plate includes a first support plate and a second support plate, the beam buffer plate, the first support plate and the second support plate are connected in sequence, a first cavity is formed between the beam buffer plate and the first support plate, a second cavity is formed between the first support plate and the second support plate, and the first cavity is located above the second cavity.

[0007] In one embodiment of the present invention, a support frame is further included, wherein two ends of the support frame are respectively connected to the beam buffer plate and the first support plate, and a support cavity is formed between the support frame, the beam buffer plate and the first support plate.

[0008] On the other hand, a vehicle body front end assembly is provided, which includes a firewall, a first support plate and a second support plate are both connected to the firewall, and a reinforcement cavity is formed between the first support plate, the second support plate and the firewall.

[0009] In one embodiment of the present invention, the front end assembly of the vehicle body also includes a vehicle body connecting column, a buffer connection portion and a first connection portion are arranged on the cross beam buffer plate, a first reinforcing connection portion is arranged on the first support plate, the buffer connection portion is connected to the first reinforcing connection portion, and the first connection portion is connected to the vehicle body connecting column.

[0010] In one embodiment of the present invention, a second connecting portion and a first fire wall connecting portion are further provided on the first supporting plate, the second connecting portion is connected to the vehicle body connecting column, and the first fire wall connecting portion is connected to the fire wall.

[0011] In one embodiment of the present invention, a second reinforcing connection portion and a second fire wall connection portion are provided on the second support plate, the second reinforcing connection portion is connected to the first reinforcing connection portion, and the second fire wall connection portion is connected to the fire wall.

[0012] In one embodiment of the present invention, the vehicle body front end assembly further includes a shock absorbing tower, a shock absorbing cross beam is connected to the shock absorbing tower, and an intermediate connecting beam is provided between the front windshield cross beam and the shock absorbing cross beam.

[0013] In one embodiment of the present invention, the intermediate connecting beam comprises a primary connecting beam and a secondary connecting beam which are arranged in sequence, the primary connecting beam is connected to the front windshield cross beam, and the secondary connecting beam is connected to the shock absorbing cross beam.

[0014] On the other hand, a vehicle is provided, comprising the above-mentioned front windshield cross beam or vehicle body front end assembly.

[0015] The above technical solution of the present invention has the following advantages compared with the prior art:

[0016] The crossbeam buffer plate and crossbeam support plate described in the present invention form a two-layer gradient design structure of a buffer layer and a support layer. The crossbeam buffer plate as the first buffer layer can absorb collision energy, deform and collapse, and minimize pedestrian head injuries, thereby meeting the requirements of pedestrian collision regulations; the crossbeam support plate as the second support layer improves the dynamic stiffness and mode of the front windshield crossbeam, and can meet the NVH requirements for the stiffness and mode of the front windshield crossbeam. Therefore, the front windshield crossbeam of the present application can not only minimize head injuries and meet the requirements of pedestrian collision regulations, but also meet the NVH requirements for the stiffness and mode of the crossbeam, so as to take into account both pedestrian safety performance and NVH performance. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0018] Figure 1 is a first structural schematic diagram of a front windshield cross beam of the present invention;

[0019] Figure 2 is a second structural schematic diagram of the front windshield cross beam of the present invention;

[0020] Figure 3 is a top view of the front windshield cross beam of the present invention;

[0021] Figure 4 yes Figure 3 Bottom view of

[0022] Figure 5 yes Figure 4 Cross-section at AA in the middle;

[0023] Figure 6 yes Figure 4 Cross-section at the middle BB;

[0024] Figure 7 yes Figure 4 Cross-section at the middle CC;

[0025] Figure 8 yes Figure 4 Cross-section at DD;

[0026] Fig. 9 is a first structural schematic diagram of a vehicle body front end assembly of the present invention;

[0027] Fig.10 is a second structural schematic diagram of the vehicle body front end assembly of the present invention;

[0028] Fig.11 is a front view of the vehicle body front end assembly of the present invention;

[0029] Fig.12 yes Fig.11 Cross-section at EE;

[0030] Fig.13 yes Fig.11 Cross-section diagram at FF;

[0031] Fig.14 It is a schematic structural diagram of a firewall of a vehicle body front end assembly of the present invention;

[0032] Fig.15It is a structural schematic diagram of a beam buffer plate of a front windshield beam of the present invention;

[0033] Fig.16 is a first structural schematic diagram of a first supporting plate of a front windshield cross beam of the present invention;

[0034] Fig.17 is a second structural schematic diagram of the first supporting plate of the front windshield cross beam of the present invention;

[0035] Fig.18 is a top view of a first supporting plate of a front windshield cross beam of the present invention;

[0036] Fig.19 yes Fig.18 Cross-section at GG in the middle;

[0037] Fig. 20 is a first structural schematic diagram of a second supporting plate of a front windshield cross beam of the present invention;

[0038] Fig.21 is a top view of the second supporting plate of the front windshield cross beam of the present invention;

[0039] Fig. 22 yes Fig.21 Cross-section at NN in the middle;

[0040] Fig.23 is a second structural schematic diagram of a second supporting plate of a front windshield cross beam of the present invention;

[0041] Fig.24 is a schematic structural diagram of a support frame of a front windshield cross beam of the present invention;

[0042] Fig.25 is a front view of a support frame of a front windshield cross beam of the present invention;

[0043] Fig.26 yes Fig.25 Cross-section at the middle MM;

[0044] Fig. 27 It is a schematic diagram of the connection structure between the middle connecting beam and the shock absorbing cross beam of the vehicle body front end assembly of the present invention;

[0045] Fig.28 It is a top view of the connection structure between the middle connection beam and the shock absorbing cross beam of the vehicle body front end assembly of the present invention;

[0046] Fig.29 It is a structural schematic diagram of the middle connecting beam of the front end assembly of the vehicle body of the present invention;

[0047] Fig.30 is a top view of the middle connecting beam of the front end assembly of the vehicle body of the present invention;

[0048] Fig.31 yes Fig.30 Cross-sections at HH, KK, and LL;

[0049] Fig.32 is a third structural schematic diagram of the vehicle body front end assembly of the present invention;

[0050] Fig.33 is a fourth structural schematic diagram of the vehicle body front end assembly of the present invention;

[0051] Fig.34 It is a fifth structural schematic diagram of the vehicle body front end assembly of the present invention.

[0052] Description of the Figures in the Specification:

[0053] 1. Beam buffer plate; 2. Beam support plate; 3. First support plate; 4. Second support plate; 5. First cavity; 6. Second cavity; 7. Support frame; 8. Support cavity; 9. Firewall; 10. Strengthening cavity; 11. Force guide beam; 12. Buffer connection part; 13. First connection part; 14. First strengthening connection part; 15. Second connection part; 16. First firewall connection part; 17. Second strengthening connection part; 18. Second firewall connection part; 19. Shock tower; 20. Shock-absorbing beam; 21. Middle connection beam; 22. First connection beam; 23. Second connection beam; 24. Glass glue surface; 25. First welding platform; 26. Second welding platform; 27. Waist connection part; 28. Step connection part; 29. ​​Boss; 30. Cable-stayed beam; 31. Rear connection beam; 32. Mounting plate; 33. Mounting platform; 34. Bolt hole; 35. Welding part. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution in the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] Embodiment 1

[0056] Reference Figure 1-Figure 4 As shown, the front windshield beam of the present invention includes a beam buffer plate 1 and a beam support plate 2 connected to each other, the beam buffer plate 1 has a first stiffness, the beam support plate 2 has a second stiffness, the first stiffness is less than the second stiffness, and the beam buffer plate 1 is located above the beam support plate 2.

[0057] The front windshield crossbeam of the present application can not only minimize head injuries and meet the requirements of pedestrian collision regulations, but also meet the requirements of NVH on crossbeam stiffness and mode, so as to take into account both pedestrian safety performance and NVH performance. Specifically, the front windshield crossbeam of the present application includes a crossbeam buffer plate 1 and a crossbeam support plate 2, and the crossbeam buffer plate 1 is connected to the crossbeam support plate 2, such as Figure 5 , Figure 6 , Figure 7 and Figure 8 As shown, the cross beam buffer plate 1 is connected to the left side of the cross beam support plate 2. Preferably, the cross beam buffer plate 1 is spot-welded to the left side of the cross beam support plate 2. Further, the cross beam buffer plate 1 and the cross beam support plate 2 have different rigidities. Since the cross beam buffer plate 1 is located at the top of the front of the vehicle body, that is, the cross beam buffer plate 1 is a structure that collides with pedestrians, the rigidity of the cross beam buffer plate 1 is less than that of the cross beam support plate 2. Since the stiffness of the cross-beam buffer plate 1 is less than that of the cross-beam support plate 2, and the cross-beam buffer plate 1 is located above the cross-beam support plate 2, the cross-beam buffer plate 1 and the cross-beam support plate 2 form a two-layer gradient design structure of a buffer layer and a support layer. The cross-beam buffer plate 1, as the first buffer layer, can absorb the collision energy, deform and collapse, and minimize the head injury of the pedestrian, thereby meeting the requirements of pedestrian collision regulations; the cross-beam support plate 2, as the second support layer, improves the dynamic stiffness and mode of the front windshield beam, and can meet the NVH requirements for the stiffness and mode of the front windshield beam. Therefore, the front windshield beam of the present application can not only minimize head injuries and meet the requirements of pedestrian collision regulations, but also meet the NVH requirements for the stiffness and mode of the beam, so as to take into account both pedestrian safety performance and NVH performance. In addition, the stiffness of the beam buffer plate 1 is the first stiffness, the stiffness of the beam support plate 2 is the second stiffness, and the difference between the first stiffness and the second stiffness is the preset difference. The preset difference is determined based on actual tests or based on empirical values ​​to take into account both pedestrian safety performance and NVH performance.

[0058] In one embodiment, the beam support plate 2 includes a first support plate 3 and a second support plate 4, the beam buffer plate 1, the first support plate 3 and the second support plate 4 are connected in sequence, a first cavity 5 is formed between the beam buffer plate 1 and the first support plate 3, a second cavity 6 is formed between the first support plate 3 and the second support plate 4, and the first cavity is located above the second cavity.

[0059] like Figure 1 As shown, the front windshield beam of the present application includes three plate-shaped connecting members. Specifically, the beam support plate 2 includes a first support plate 3 and a second support plate 4. Therefore, the front windshield beam includes three plate-shaped connecting members: the beam buffer plate 1, the first support plate 3 and the second support plate 4. Further, the first support plate 3 is located between the beam buffer plate 1 and the second support plate 4, and the beam buffer plate 1, the first support plate 3 and the second support plate 4 are connected in sequence, as shown in FIG. Figure 6 and Figure 8 As shown, the left sides of the beam buffer plate 1, the first support plate 3 and the second support plate 4 are spot welded, and the right sides of the beam buffer plate 1 and the first support plate 3 form a first cavity 5. When the beam buffer plate 1 absorbs collision energy, the beam buffer plate 1 deforms and collapses toward the first cavity 5 to minimize the head injury of the pedestrian, meet the requirements of pedestrian collision regulations, and the first cavity 5 can improve the support stiffness of the beam buffer plate 1 and the first support plate 3. Figure 6 and Figure 8 As shown, the right side of the first support plate 3 and the second support plate 4 forms a second cavity 6, and the second cavity 6 improves the stiffness of the first support plate 3 and the second support plate 4, which is beneficial to improve the torsional stiffness of the vehicle body, and further improves the NVH performance of the vehicle. The cross beam buffer plate 1, the first support plate 3 and the second support plate 4 form a front windshield cross beam, and the cross beam buffer plate 1 absorbs the collision energy and deforms and collapses to minimize the head injury of pedestrians, meeting the requirements of pedestrian collision regulations; the dynamic stiffness and mode of the front windshield cross beam are improved by the first support plate 3 and the second support plate 4, which can meet the NVH requirements for the stiffness and mode of the front windshield cross beam. Therefore, the front windshield cross beam of the present application can not only minimize the head injury and meet the requirements of pedestrian collision regulations, but also meet the NVH requirements for the stiffness and mode of the cross beam, so as to take into account both pedestrian safety performance and NVH performance.

[0060] In one embodiment, a support frame 7 is further included, and two ends of the support frame 7 are respectively connected to the beam buffer plate 1 and the first support plate 3, and a support cavity 8 is formed between the support frame 7 and the beam buffer plate 1 and the first support plate 3.

[0061] like Figure 1 As shown, the support frame 7 of the present application is used to improve the rigidity of the beam buffer plate 1. Specifically, the support frame 7 is connected between the beam buffer plate 1 and the first support plate 3, such as Fig.15 As shown, the cross beam buffer plate 1 is provided with a glass glue surface 24, and the front windshield is pasted on the glass glue surface 24 on the cross beam buffer plate 1. The first support plate 3 serves as a support seat, and supports the cross beam buffer plate 1 through the support frame 7 to improve the rigidity of the cross beam buffer plate 1 and prevent the glass glue surface 24 on the cross beam buffer plate 1 from being too soft and causing the installation surface to collapse and sink after the front windshield is installed. In addition, Figure 5 and Figure 7As shown, a support cavity 8 is formed between the support frame 7 and the beam buffer plate 1 and the first support plate 3. The support cavity 8 is part of the first cavity 5. When the beam buffer plate 1 absorbs the collision energy and deforms and collapses toward the support cavity 8, the pedestrian's head injury can be minimized to meet the requirements of pedestrian collision regulations. In addition, the support cavity 8 can improve the support stiffness of the beam buffer plate 1 and the first support plate 3, and further improve the support stiffness of the beam under the front windshield. Further, as Figure 5 , Figure 6 , Figure 7 and Figure 8 The support frame 7 is shown in the schematic diagram of the connection between the beam buffer plate 1, the first support plate 3, and the second support plate 4. The cross section of the beam buffer plate 1 is in a step shape, the cross section of the first support plate 3 is in a "Z" shape, and the cross section of the second support plate 4 is in an inverted "C" shape. Fig.26 As shown, the cross section of the support frame 7 is "C" shaped; Figure 5 and Figure 7 It can be seen that the support cavity 8 partially formed after the support frame 7 is connected with the first support plate 3 and the second support plate 4 can improve the support stiffness of the front windshield cross beam. Fig.24 and Fig.25 As shown, the support frame 7 includes a first welding platform 25, a second welding platform 26 and a waist connecting portion 27. The first welding platform 25, the waist connecting portion 27 and the second welding platform 26 are arranged in sequence. The first welding platform 25 is spot-welded to the glass-coated surface 24 of the beam buffer plate 1, and the second welding platform 26 is spot-welded to the first support plate 3.

[0062] Embodiment 2

[0063] Reference Fig. 9 As shown, the vehicle body front end assembly of the present invention includes a firewall 9, a first support plate 3 and a second support plate 4 are both connected to the firewall 9, and a reinforcement cavity 10 is formed between the first support plate 3, the second support plate 4 and the firewall 9.

[0064] like Fig. 9 , Fig.10 and Fig.11 As shown, the front end assembly of the vehicle body of the present application includes a firewall 9, and the first support plate 3 and the second support plate 4 are both connected to the firewall 9 to improve the rigidity of the front windshield crossbeam. Fig.14 Specifically, Figure 5 and Figure 7The left sides of the first support plate 3 and the second support plate 4 are connected, and the right sides of the first support plate 3 and the second support plate 4 are connected to the firewall 9, and a reinforcement cavity 10 is formed between the right sides of the first support plate 3 and the second support plate 4 and the firewall 9, which improves the stiffness of the front windshield beam, further improves the torsional stiffness of the vehicle body, the dynamic stiffness of the front windshield beam assembly, and the stiffness and mode of the firewall 9, thereby improving the NVH performance of the vehicle. Figure 5 , Figure 7 , Fig.12 and Fig.13 As shown, Figure 5 The supporting cavity in Fig.12 The reinforcement cavities in the are all quadrilateral. Figure 7 The supporting cavity in Fig.13 The reinforcing cavities in the structure are all triangular; therefore, the supporting cavity 8 and the reinforcing cavity 10 can adopt a polygonal structure.

[0065] In one embodiment, the front end assembly of the vehicle body also includes a vehicle body connecting column, a buffer connecting portion 12 and a first connecting portion 13 are provided on the cross beam buffer plate 1, a first reinforcing connecting portion 14 is provided on the first support plate 3, the buffer connecting portion 12 is connected to the first reinforcing connecting portion 14, and the first connecting portion 13 is connected to the vehicle body connecting column.

[0066] The cross beam buffer plate 1 is connected to the vehicle body connection column and the first support plate 3. Specifically, the vehicle body front end assembly includes a vehicle body connection column, that is, a vehicle body A column. The cross beam buffer plate 1 is provided with a buffer connection portion 12 and a first connection portion 13. The buffer connection portion 12 is the position connected to the first support plate 3. Fig.15 As shown, the first connection parts 13 are respectively located on both sides of the beam buffer plate 1; the first support plate 3 is provided with a first reinforcement connection part 14, as shown in FIG. Fig.16 As shown, the buffer connection part 12, the first connection part 13 and the first reinforcement connection part 14 are all welded edges, the buffer connection part 12 is spot-welded to the first reinforcement connection part 14, and the first connection part 13 is spot-welded to the body A-pillar, so the front windshield beam is connected to the first support plate 3 and the body A-pillar. In addition, the beam buffer plate 1 is also provided with a step connection part 28 and a glass glue surface 24, the step connection part 28 is located between the buffer connection part 12 and the glass glue surface 24, and the step connection part 28 can play a role in improving the rigidity of the beam buffer plate 1; the glass glue surface 24 is used for gluing and connecting the front windshield glass to provide an installation position for the front windshield glass.

[0067] In one embodiment, a second connection portion 15 and a first fire wall connection portion 16 are further provided on the first support plate 3 , the second connection portion 15 is connected to the vehicle body connection column, and the first fire wall connection portion 16 is connected to the fire wall 9 .

[0068] The first support plate 3 is connected to the beam buffer plate 1, the second support plate 4 and the fire wall 9. Fig.16 , Fig.17 and Fig.18 As shown, the first reinforcing connection part 14 on the first support plate 3 is spot-welded to the buffer connection part 12 on the cross beam buffer plate 1; the first support plate 3 is also provided with a second connection part 15 and a first firewall connection part 16, the second connection part 15 is respectively located on both sides of the first support plate 3, the second connection part 15 and the first firewall connection part 16 are both welding edges, the second connection part 15 is spot-welded to the A-pillar of the vehicle body, and the first firewall connection part 16 is spot-welded to the firewall 9. In addition, a boss 29 is designed on the first support plate 3 to play a reinforcing role. Fig.19 As shown, the cross-sectional shape of the first support plate 3 is a “Z” shape, which can improve the rigidity of the first support plate 3 .

[0069] In one embodiment, a second reinforcing connection portion 17 and a second fire wall connection portion 18 are provided on the second support plate 4 , the second reinforcing connection portion 17 is connected to the first reinforcing connection portion 14 , and the second fire wall connection portion 18 is connected to the fire wall 9 .

[0070] The second support plate 4 is connected to the first support plate 3 and the firewall 9. Specifically, the second support plate is as follows: Fig. 20 , Fig.21 and Fig.23 As shown, the second support plate 4 is provided with a second reinforcement connection portion 17 and a second fire wall connection portion 18, both of which are welded edges, the second reinforcement connection portion 17 on the second support plate 4 is spot-welded to the first reinforcement connection portion 14 on the first support plate 3 located above it, and the second fire wall connection portion 18 is spot-welded to the fire wall 9. Fig. 22 As shown, the cross-section of the second support plate 4 is an inverted "C" shape, which can improve the rigidity of the second support plate 4. In addition, the second support plate 4 is provided with a welding portion 35, which is spot-welded to the firewall 9 and the firewall reinforcement plate (not shown) in three layers.

[0071] In one embodiment, the front end assembly of the vehicle body further includes a shock absorbing tower 19 , a shock absorbing cross beam 20 is connected to the shock absorbing tower 19 , and an intermediate connecting beam 21 is provided between the front windshield cross beam and the shock absorbing cross beam 20 .

[0072] like Fig.32 , Fig.33 and Fig.34As shown, the shock tower 19 is connected to the front windshield cross beam by an intermediate connecting beam 21. Specifically, two shock towers 19 are provided, and a shock beam 20 is connected between the two shock towers. The front windshield cross beam and the shock beam 20 are connected by the intermediate connecting beam 21, which increases the direct force transmission channel between the front windshield cross beam and the shock beam 20, increases the force transmission path, and is beneficial to improving the torsional stiffness of the front end assembly of the vehicle body and the stiffness of the front windshield cross beam, and further improves the NVH performance. Furthermore, the intermediate connecting beam 21 is a trapezoidal beam, such as Fig.33 The rear portion of the ladder beam shown is connected to the front windshield cross beam, and the front portion of the ladder beam is connected to the shock absorbing cross beam 20. Fig. 27 As shown, the trapezoidal beam is connected with the shock absorbing cross beam 20 to form a large trapezoidal shape, and the trapezoidal beam includes two inclined beams 30 and a rear connecting beam 31, as shown in FIG. Fig.28 As shown, an angle (i.e., a trapezoidal bottom angle) α is formed between the inclined beam 30 and the shock absorbing cross beam 20, and α is an acute angle (0<α<90°). The two bottom corners of the trapezoidal beam are bolted to the shock absorbing cross beam 20 through the mounting plate 32, that is, the front part of the inclined beam 30 is bolted to the shock absorbing cross beam 20 through the mounting plate 32, and the inclined beam 30 and the mounting plate 32 are welded; Fig.29 and Fig.30 As shown, the rear part of the trapezoidal beam is a rear connecting beam 31, on which a mounting platform 33 is provided, on which a bolt hole 34 is provided, and corresponding bolts pass through the bolt hole 34 to be bolted to the front windshield cross beam (second support plate 4).

[0073] In one embodiment, the intermediate connecting beam 21 includes a primary connecting beam 22 and a secondary connecting beam 23 which are sequentially arranged, the primary connecting beam 22 is connected to the front windshield cross beam, and the secondary connecting beam 23 is connected to the shock absorbing cross beam 20 .

[0074] like Fig. 27 As shown, the trapezoidal beam includes two levels of connecting beams. Specifically, a force guiding beam 11 is arranged in the middle of the trapezoidal beam along the left-right direction. Both ends of the force guiding beam 11 are welded to the corresponding diagonal beams 30. The force guiding beam 11 divides the trapezoidal beam into two sub-trapezoidal beams. The sub-trapezoidal beam connected to the front windshield beam is the first-level connecting beam 22, and the sub-trapezoidal beam connected to the shock-absorbing beam 20 is the second-level connecting beam 23. The force guiding beam 11 connects the left and right diagonal beams 30 of the trapezoidal beam, increases the force transmission channel between the diagonal beams 30, increases the supporting stability of the trapezoidal beam, and improves the torsional stiffness of the vehicle body. The cross-sections of the left and right diagonal beams 30 and the middle force guiding beam 11 can be circular or polygonal, preferably as shown in FIG. Fig.31 The circle shown.

[0075] Embodiment 3

[0076] A vehicle is provided, comprising the above-mentioned front windshield cross beam or vehicle body front end assembly.

[0077] In one embodiment, the vehicle includes a front windshield beam, which includes a beam buffer plate 1 and a beam support plate 2 connected to each other, the beam buffer plate 1 has a first stiffness, the beam support plate 2 has a second stiffness, the first stiffness is less than the second stiffness, and the beam buffer plate 1 is located above the beam support plate 2.

[0078] The beam buffer plate 1 and the beam support plate 2 of the front windshield beam of the present application form a two-layer gradient design structure of a buffer layer and a support layer. The beam buffer plate 1, as the first buffer layer, can absorb the collision energy, deform and collapse to minimize the head injury of the pedestrian, and meet the requirements of pedestrian collision regulations; the beam support plate 2, as the second support layer, improves the dynamic stiffness and mode of the front windshield beam, and can meet the NVH requirements for the stiffness and mode of the front windshield beam. Therefore, the front windshield beam of the present application can not only minimize head injuries and meet the requirements of pedestrian collision regulations, but also meet the NVH requirements for beam stiffness and mode, so as to take into account both pedestrian safety performance and NVH performance, and further improve the pedestrian safety performance and the NVH performance of the vehicle.

[0079] In one embodiment, the vehicle includes a front end assembly of the vehicle body, which includes a front windshield beam and a firewall 9, and the front windshield beam includes a beam buffer plate 1 and a beam support plate 2 connected to each other, the beam buffer plate 1 has a first stiffness, and the beam support plate 2 has a second stiffness, the first stiffness is less than the second stiffness, the beam buffer plate 1 is located above the beam support plate 2, the first support plate 3 and the second support plate 4 are both connected to the firewall 9, and a reinforcement cavity 10 is formed between the first support plate 3, the second support plate 4 and the firewall 9.

[0080] The beam buffer plate 1 and the beam support plate 2 of the front windshield beam of the present application form a two-layer gradient design structure of a buffer layer and a support layer. The beam buffer plate 1, as the first buffer layer, can absorb the collision energy, deform and collapse to minimize the head injury of the pedestrian, and meet the requirements of pedestrian collision regulations; the beam support plate 2, as the second support layer, improves the dynamic stiffness and mode of the front windshield beam, and can meet the NVH requirements for the stiffness and mode of the front windshield beam. Therefore, the front windshield beam of the present application can not only minimize head injuries and meet the requirements of pedestrian collision regulations, but also meet the NVH requirements for beam stiffness and mode, so as to take into account both pedestrian safety performance and NVH performance, and further improve the pedestrian safety performance and the NVH performance of the vehicle. A reinforcing cavity 10 is formed between the right side of the first support plate 3 and the second support plate 4 of the front end assembly of the vehicle body of the present application and the firewall 9, thereby improving the stiffness of the front windshield cross beam, further improving the torsional stiffness of the vehicle body, the dynamic stiffness of the front windshield cross beam assembly, and the stiffness and mode of the firewall 9, thereby improving the NVH performance of the vehicle.

[0081] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may also include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A front windshield beam, characterized in that: The invention comprises a cross beam buffer plate (1) and a cross beam support plate (2) which are connected to each other, wherein the cross beam buffer plate (1) has a first stiffness, the cross beam support plate (2) has a second stiffness, the first stiffness is smaller than the second stiffness, and the cross beam buffer plate (1) is located above the cross beam support plate (2).

2. The front windshield cross beam according to claim 1, characterized in that: The cross beam support plate (2) comprises a first support plate (3) and a second support plate (4); the cross beam buffer plate (1), the first support plate (3) and the second support plate (4) are connected in sequence; a first cavity (5) is formed between the cross beam buffer plate (1) and the first support plate (3); a second cavity (6) is formed between the first support plate (3) and the second support plate (4); and the first cavity (5) is located above the second cavity (6).

3. The front windshield cross beam according to claim 2, characterized in that: It also comprises a support frame (7), the two ends of which are respectively connected to the cross beam buffer plate (1) and the first support plate (3), and a support cavity (8) is formed between the support frame (7) and the cross beam buffer plate (1) and the first support plate (3).

4. A vehicle body front end assembly, comprising a front windshield cross beam as claimed in any one of claims 1 to 3, characterized in that: The vehicle body front end assembly comprises a firewall (9), a first support plate (3) and a second support plate (4) are both connected to the firewall (9), and a reinforcement cavity (10) is formed between the first support plate (3), the second support plate (4) and the firewall (9).

5. The vehicle body front end assembly according to claim 4, characterized in that: The vehicle body front end assembly also includes a vehicle body connecting column, a buffer connecting portion (12) and a first connecting portion (13) are provided on the cross beam buffer plate (1), a first reinforcing connecting portion (14) is provided on the first support plate (3), the buffer connecting portion (12) is connected to the first reinforcing connecting portion (14), and the first connecting portion (13) is connected to the vehicle body connecting column.

6. The vehicle body front end assembly according to claim 5, characterized in that: The first support plate (3) is also provided with a second connection portion (15) and a first fire wall connection portion (16); the second connection portion (15) is connected to the vehicle body connection column, and the first fire wall connection portion (16) is connected to the fire wall (9).

7. The vehicle body front end assembly according to claim 6, characterized in that: The second support plate (4) is provided with a second reinforcement connection portion (17) and a second fire wall connection portion (18); the second reinforcement connection portion (17) is connected to the first reinforcement connection portion (14); and the second fire wall connection portion (18) is connected to the fire wall (9).

8. The vehicle body front end assembly according to claim 4, characterized in that: The vehicle body front end assembly also includes a shock absorbing tower (19), a shock absorbing cross beam (20) is connected to the shock absorbing tower (19), and an intermediate connecting beam (21) is arranged between the front windshield cross beam and the shock absorbing cross beam (20).

9. The vehicle body front end assembly according to claim 8, characterized in that: The intermediate connecting beam (21) comprises a primary connecting beam (22) and a secondary connecting beam (23) which are arranged in sequence, the primary connecting beam (22) being connected to the front windshield cross beam, and the secondary connecting beam (23) being connected to the shock absorbing cross beam (20).

10. A vehicle, comprising the front windshield cross beam according to any one of claims 1 to 3, or comprising the front end assembly of the vehicle body according to any one of claims 4 to 9.

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